more radial fans like fw190?

"Geoffrey Sinclair" wrote in message
...
The Enlightenment wrote in message ...

The 801 had a innovations such as a multipoint direct in cylinder
injection
of the fuel and completely automatic control of mixture and boost. The
pilot only had a throttle to opperate. It's installation in the 190
was
excellent: the engine was tightly cowled to improve aerodynamics with
airflow being provided by a geared fan opperating at about 3:1 to provide
cooling. The exhausts were beautifully installed and provided an
ejector
effect to induce cooling and thrust. I believe that only one Soviet
fighter
is regarded to have achieved this level of perfection. Around the cowl
was a
circular oil tank that was armoured and thus protected the cylinder
heads.
It was thus a very tough battle damage resistent engine that provided the
pilot with a massive piece of armour when going in head on against an
american bombers 50s.

The trouble is the initial trials were very bad thanks to engine
over heating, at one point this threatened to have the entire
program cancelled. It also seems the engineers in JG26
did most of the work in coming up with a good fix.

The problem of this ambitious and effective installation were solved somehow
then. The original had the cooling intake through a hollow of an enlarged
propeller boss while the pilot suffered hot foot. The solution was to
lenghten the nose and compromise by using a gear driven fan to reduce
cowling inlet area to a minimum.



Note the oil tank in radials was often armoured, since the oil
also acted as a coolant, and a bullet through the oil tank was
almost as bad as a bullet through the radiator of an inline engine.

The much loved US Gruman Bearcat for instance was inspired and the P47
was
built specifically to deal with the 190.

The design brief for the Bearcat was heavily into fast climb, to
intercept the incoming strikes, using the advances in ship's radar
to quickly intercept hostiles. It was the response of the USN to
carrier warfare in the Pacific not the FW190.

The designers certainly inspected and flew a captured FW190 and were
inspired to improve upon it. Yes there may have been a tactical reason for
developing a high power to weight ratio aircraft but the FW190 demonstrated
the concept of having excess power.



The P-47B was ordered in September 1940 and first flew on
6 May 1941. This was before the RAF encountered the FW190
on 27 September 1941 and over a year before one was captured,
in July 1942. The first production P-47B was in December
1941. Rather hard to see the P-47 as built specifically unless
the US was given all the information in 1940, and knew despite
the major engine cooling problems the FW190A had that the
program would be continued.

Also note the P-47B was optimised to fight above 20,000 feet,
the FW190A below 20,000 feet.

Water injection was needed to cope with the FW at low altitude and perhaps
this is what I am thinking of.



It's weakness was that its performance dropped of at altitude. The
answer
to this was the BMW801T which was turbo supercharged version.
Focke-Wulf
built some 190s with the turbo supercharger built into the belly as a
bulge
(unlike the P47 it wouldn't fit in the compact fueselage) but they did
not
persue the idea perhaps it was inelegant and the turbo metals were in
short
supply for such as massively produced aircraft.

The FW190B was the pressure cabin version of the FW190A, with
the BMW801D-2, and a longer span wing, giving around 20% more
wing area, this was not turbo supercharged.

The FW190C used the DB600 series engines in various combinations,
with the turbo supercharger, when fitted, being in a ventral housing, the
so called Kangaruh or Kangaroo look. Longer span wings and pressure
cabins were also fitted.

About 600 of these engines
with a very neat intercooler installation ended up on the Ju388L high
altitude reconaisence bomber where they were very neatly installed with
the
intercooler as 5 segments behind the engine. (The Ju388 also had a
night
fighter version built to deal with B29s attacking at night)

The Ju388L was in production for around 6 months in 1944, with
around 10 converted from Ju188 and 60 built new. Those 600
engines must have had a very short lifetime if all they did was power
the Ju388L. The night fighter version appears to be more prototypes
than production.

Not all aircraft entered service. All the sources i have seen credit it
with a production run of 300.

The night fighter did not enter service as the BMW801T version was no faster
than a standard Ju 88G7 with BMW801D at the altitudes British bombers could
fly at. It was an iron in the fire should the B29 appear.


(The Ju 388 seems to have had the same type of periscopic sighting system
as
used on the A26 invader only it had twin 13.1mm MG in a remote tail
turret)

However Fock-Wulf decided to install water cooled V12s into the Fw 190 to
get high altitude performance. The 432 mph Fw 190D9 had a jumo 213A
enigine but the Fw190D11 and Fw190D12 (only 70 entered service) had a
Jumo
213E engine with the same two stage intercooler arrangement as the Merlin
in
the Mustang and could manage 460mph.

Be careful here, the later versions of the D series are mainly paper
projects or prototypes. And the WWII engines used a water glycol
cooling mixture, rather like many modern motor vehicles, hence
liquid cooled, not water cooled.

A few dozen of the FW190D-12 entered service. Deliveries started in Feb
1945 so there is little record of them. Even less entered service than the
Ta 152H



The D-10 replaced the fuselage machine guns with a 30mm cannon
firing through the propeller spinner. Couple of prototypes

The D-11 was a D-9 with the Jumo213F with MW-50, several prototypes
built.

The D-12 was the ground attack version, the D-10 armament, with
an armoured installation of the Jumo 213F, production began in
March 1945. It is doubtful any actually entered service. Fw190A/D
production in March 1945 is said to be 204, and zero in April.

The D-13 with the Jumo213EB and 2 20 mm cannon, 2 prototypes
built.

3 x 20mm canon. Models after the D9 series dropped the cowling guns but
added a propellor hub guns either 20mm, 30mm.


The D-14 with the DB603A engine, 2 built.

Jumo 213 and DB603 engines had interchangeable mounts and were available as
'power eggs' complete with integrated anular radiators.


The D-15 with the DB603EB engine, paper project.

Oddly for such an engine seems to have
been heavily armoured for ground attack and torpedo bombing (they were
used
by the Soviets after the war for this) Apparently the annular radiators
of
the German V12s were quite battle damage tollerant as well as
aerodynanic.

It seems unlikely the designers would put lots of high altitude
features into a ground attack version.

It seems to have been intended to be a multirole combat aircraft.



The same type of engine jumo 213E with more performance ended up in the
475mph TA 152 H0 and TA 152H1 (H-1 had wet fuel tanks in its wooden
wings
for greater range) as this had very large wings it could not only fly
extremely high it could out turn any Allied fighter.

The Ta152H-1 had an empty weight of around 8,900 pounds supported
by a wing area of 251 square feet, The Spitfire XIV had an empty weight
of around 6,600 pounds and wing area of 242 square feet. I doubt the
TA152H with its long wings would win a turning contest with a Spitfire
XIV except at very high altitudes.

When comparing "empty weights", you have to be careful about what is
included in the figures. Depending on the definition, weapons, radio gear
and other operational equipment might be included or not. I'd only seriously
compare empty weights if I have a complete weight break-down where every
item is listed seperately. Unfortunately, for some types such data is hard
to find.

The long wings of the Ta 152H reduced the fantastic roll rate compared to
the Fw 190A and Fw 190D.

Assuming that the wing loading of the TA 152H was higher than the Spit XIV
(assuming Griffon 65 variant to allow the spit half a chance to match speed)
then the higher aspect ratio wings of the TA152 might still be more
efficient. Because of the higher aspect ratio they would be more efficient
and probably have less induced drag so the aircraft would wash of less
airspeed.

Turning circle is usually measured at sustained speed without loosing
altitude. For instance a Spit might turn inside a Me 109F but the 109
pilot could pull G, use his automatic slats to warn him of incipient stall
and bleed of speed faster to turn inside the spit anyway. Of course you
don't get to play this trick indefinetly.





Most sources rate the Ta152H series top speed in the 460 to 470mph
range, the using MW-50 and GM-1. What is the source that claims the
wings were wooden as opposed to metal?

You can tell a Fw 190D9 from a Fw 190D11/D12/D13 by the latter lacking
cowl
guns and having an oval air intage instead of round and using a cannon
firing through the propeller boss. One of these (The Fw 190 D13 I
think)
was to end up with a long barreled Mk 103 30mm cannon as a tank buster.
It
was this aircraft that I guess would have finaly replaced the Stuka.


The D-12 would be the replacement for the G model.

Geoffrey Sinclair
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