Wings of Power Focke-Wulf 190A-3

General Information

The Focke-Wulf 190 A-3 was the first definitive production model of the series. It featured the potent BMw 801 D-2 of 1,700 horsepower along with four 20mm cannon in the wings and a pair of 13mm machine guns in the cowling. The outboard cannon were MG/FF, with the faster-firing MG 151s in the wing roots. The aircraft could also carry a 300-liter drop tank and, with factory conversion kits, various combinations of bombs on an underfuselage rack. This allowed the aircraft to function in both the role of interceptor/dogfighter and fighter/bomber.

 Specifications

Weights and Loading

The Wings of Power Fw 190 is set up with a high level of realism, which extends to aircraft loading and fuel supply.  Check your fuel and payloads menu and make sure your aircraft is set up for the type of mission you wish to fly.  It is recommended that you empty the drop tank (External 1 tank) for normal and acrobatic flight, otherwise the handling will be compromised.

Cockpit Check - Controls

  1. Parking Brake - Set
  2. Fuel Selector - Set to main tank
  3. Elevator Trim - 2-3 degrees nose-down
  4. Rudder Trim - 5 degrees nose-right
  5. Aileron Trim - Neutral
  6. Flaps - Takeoff position (first notch)
  7. Propeller Control - High speed (12:00 position)
  8. Tailwheel - unlocked for taxi
  9. Flight Instruments - Checked and Set
  10. Engine Instruments - Checked
  11. Switches - Checked

Mixture Control

This aircraft is equipped with a fully automatic mixture control.

Engine Starting

  1. Cockpit Check - COMPLETE
  2. Set or hold your parking brakes.
  3. Turn the battery and generator switches to ON.
  4. Put fuel selector on MAIN TANK and turn fuel shut-off valve ON.
  5. Turn on electric fuel pump.
  6. Turn the magneto switch on BOTH.
  7. Set mixture control to RICH.
  8. Confirm fuel pressure rise.
  9. Use the primer - three to four shots for a cold engine.
  10. Engage starter switch until the engine starts.
  11. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
  12. Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.
  13. Check the suction gauge to see if it is working.
  14. Check all instruments for proper function.
  15. After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

  1. See that the trim tabs are properly set.
  2. Check the magnetos at 2000 RPM.  100 RPM drop maximum.
  3. Check the propeller control.
  4. Turn the booster pump to emergency.
  5. Check the cowl flap position (open for takeoff).

Takeoff

Takeoff for the Fw190 is like any other high-powered tail dragger.  You can expect significant torque effects with full-power takeoffs, so plan accordingly.  Pull out and lined up on the runway, making sure the steerable tailwheel is locked and the stick well back.  Advance the throttle gradually, and smoothly, up to the desired manifold pressure.  Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

Keep the airplane in a three-point attitude until you have plenty of airspeed.  Then lift the tail and rotate once flying speed has been reached.

After Takeoff

  1. Raise the landing gear.
  2. Raise the wing flaps.
  3. Throttle back to normal climbing power.
  4. Adjust the prop to climbing RPM.
  5. Trim the aircraft as required for climbing.
  6. Turn the booster pump to the normal position.
  7. Check all instruments.

Landing

  1. Check tanks and select the fullest tank for landing.
  2. Put the fuel booster on normal.
  3. Check the mixture control and set to RICH.
  4. Set the prop to about 2400 RPM.
  5. Check the traffic pattern and obtain clearance to land.
  6. Slow down to 250 kph and lower the flaps to the first position.  Retrim as needed.
  7. Lower the landing gear, allowing time for full extension (about 15 seconds).
  8. The normal speed in the traffic pattern with wheels down is 250 kph.
  9. Lower the flaps to the second position after turning to your final approach.  Allow sufficient time to reach the full extension, about 10 seconds.
  10. Fly the final approach at about 185 kph, crossing the runway threshold at about 175 kph.
  11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.
  12. Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.

Climb Control

A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.32 ata and the propeller set to 2400 RPM (2:05 position on the propeller pitch gauge).  A climb to 6,000 meters (19,700 feet) can be accomplished in about 8 minutes and will cover about 26 statute miles.  Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters.  A climb to this altitude will use about 15 gallons of fuel.  For maximum performance, climb at 1.42 ata and 2700 RPM at 275 kph.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table.

Altitude

Pilot's IAS (km/hr)

Manifold
Pressure

RPM
(Prop pitch)

TAS (kph)

GPH

Specific
Range

20,000

420

1.10

2100 (2:45)

560

90

3.9 mpg

20,000

440

1.20

2300 (4:10)

590

103

3.5 mpg

Engine Limitations and Characteristics

The BMW 801 14-cylinder radial was an excellent powerplant, although it lacked the ultimate high-altitude performance of the Merlin engines used in the Mustang and Spitfire.  Power tends to fall off rather quickly above 6,000 meters (20,000 feet).  Below that altitude the engine is a superb performer, with plenty of power available.

ENGINE POWER CHART

TAKEOFF
MAXIMUM

TAKEOFF
NORMAL

WAR
EMERGENCY

MILITARY
POWER

MAXIMUM
CONTINUOUS

MAXIMUM
CRUISE

NORMAL
CRUISE

MP (ata)

1.42

1.42

--

1.42

1.32

1.20

1.10

RPM

2700

2700

--

2700

2400

2300

2100

 

Flight Characteristics

The Fw 190 is very much a "Pilot's" aircraft.  It will reward the skilled operator, but will turn on the novice with great malice.  It boasts superb control harmony and is very maneuverable, however, beware the accelerated stall.  The aircraft will whip into a spin with almost no warning and recovery is quite challenging.  Aileron turns are this aircraft's forte, but the actual turn rate is far less than a Spitfire, and comparable to a Mustang.  The aircraft can outroll most of its competition but the stall characteristics make it difficult to turn with an adversary.

Stalls

A stall in the Fw 190 in clean configuration is sudden and comes without much warning and a sudden wing drop, so avoidance is the best policy.  In the landing configuration, with flaps and gear down, there is more warning and the left wing will drop more gently.  Accelerated stalls should be avoided completely, as the aircraft tends to snap roll the opposite direction and go into a spin.  A very high level of situational awareness is required when flying this aircraft near its limits.

Spins

Like any high performance plane of this type, spins are not recommended.  The aircraft will tend to lose a great deal of altitude if recovery is not immediate.  Power-on spins are much worse; if the aircraft spins with power on, cut the power, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.