Profile Publications No. 94 The Focke-Wulf Fw190DTa 152

(W .Nr.732054) and the standard R series conversion packs were to be provided. Only two prototypes of the Fw 190 D-14 were completed, the V 76 (W.Nr. 210040) and V 77(210043). The D-14 and the gener­ally similar D-15 were to have employed the DB 603 A and EB engines respectively, but were developed into theTa 152 series. Many designs based on the Fw 190 D airframe were projected. Most were to utilise the increased power provided by new engines such as the 2,400-h.p. B.M.W. 802 eighteen cylinder radial, the 3,900-h.p. B.M.W.803 twenty-eight cylinder radial, the 2,660-h.p. DB 609 sixteen cylinder in-line, the 2,020-h.p. DB 614 twenty-four cylinder in-line and the 2,400-h.p. DB 623 twelve cylinder in-line. Another project was for the machine to carry a torpedo, and others included provision for advanced weapon installations. CONSTRUCT ION OF THE Fw 190 D SERIES The wings comprised allan metal structure with two main spars. The front spar was continuous through the fuselage and the rear was constructed in two sections, attached at either side of the fuselage by pin joints. The spars were built up of Hanged plate, reinforced inboard of the ailerons by “L ”section extrusions and progressively thickened cap strips to form “I” section members. Outboard of the ailerons the spars had integral flanges. The wing ribs were of flanged plate, the“ Z ”section stringers were placed span-wise, and the stressed skin was constructed of heavy gauge light alloy. The wing ribs were divided along the centre line to enable the towing be inbuilt two shells, upper and lower. The front spar was cranked inwards near the wing roots to avoid the wheel wells. Light alloy Frise-type ailerons with fabric covering were fitted and the split trailing edge flaps operated electrically and depressed 10° for take-off' and 60° for landing. The fuselage was allan metal structure, the forward section to the rear of the cockpit having four longerons and a horizontal partition dividing the cockpit from the petrol tank. The rear section of the fuselage was a conventional monocoque structure with light alloy traverse frames and twenty-one “ Z ”section stringers intersecting but not attached to the frames. The whole was covered with light alloy stressed skin. The power An early production Fw 190D-9, with 300-litre drop tank under the centre-section. (Photo: H. J. Nowarra) Three-quarter rear view o f a D-9 with 300-litre drop tank. Absence o f unit markings on a machine finished in standard camouflage and national insignia probably indicates a production aircraft undergoing manufacturer's tests prior to delivery to the Luftwaffe. (Photo: H. J. Nowarra) plant comprised a Junkers Jumo 213 A-l twelve cylinder, liquid-cooled, inverted Vee in-line engine with a maximum take-ofT power of 1,776 h.p. at 3,250 at sea level. This could be increased to 2,240 h.p. by using water-methanol injection (MW-50). Maximum emergency power in level flight was 1,600 h.p. at 3,250 r.p.m. at 18,000 ft. Armament comprised twin fixed synchronised 13 mm. Rheine- metall-Borsig MG 131 machine guns with 475 r.p.g. mounted above the engine cowling and twin fixed synchronised 20 mm. Mauser MG 151/20 cannon with 250 r.p.g. mounted in the wing roots. The tail unit comprised an all-metal tailplane continuous through the fuselage and adjustable for incidence. The all-metal stressed skin fin was integral with the fuselage. The control surfaces were of light alloy structure with fabric covering. The under­carriage was of the inward retracting type, the main An Fw 190 D-9, white 15, almost certainly o f JG 26, photographed on a forward airstrip during the spring o f 1945, after capture. A P-47 is just visible behind the cockpit. (Photo: C.R. Seeley Collection)
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