Modeller's Guide To Focke-Wulf FW 190 Variants Part I
Modeller's Guide To Focke-Wulf FW 190 Variants Part I
Modeller's Guide To Focke-Wulf FW 190 Variants Part I
2016 Modeller's Guide to FockeWulf Fw 190 Variants Radial Engine Versions Part I
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Modeller's Guide to FockeWulf Fw 190 Variants
Radial Engine Versions
Part I
n text by Joe Baugher
n drawings by Martin Waligorski
As a companion to last month's walkaround feature FockeWulf Fw 190 A8 in Detail (Revisited), this article
provides detailed reference to radialengined versions of this famous aircraft. Part I below covers the A series
fighters. Next month, the guide will continue to cover ground attack and fighterbomber developments of this
famous airplane (Ed.)
The FockeWulf 190 was known as one of the best fighters during the Second World War. Created and developed
under supervision of Prof. Kurt Tank, an unquestioned genius among aircraft engineers, it set new standards
that the contenders had to rise to from its introduction to the end of the war. Produced in a run of more than
20 000 copies of all versions, the Fw 190 was an important factor determining the power and efficiency of the
Luftwaffe.
Development History
There were two main reasons for development of the fighter project known later as the FockeWulf 190. In the
second half of the thirties, the arms race had accelerated and to the Reich Air Ministry (RLM) it was obvious
that since only one kind of plane for the fighter mission had been developed for series production, the
Messerschmitt Bf109, the RLM could not guarantee that beyond the immediate future the Luftwaffe would still
be in the lead position in world military aviation. Secondly, the RLM administration properly took into account
the intelligence information that other major powers were working on, preparing for production of and trying to
put into service at least two different types of modern fighters at once.
In this context, the Technical Department of RLM (Technisches Amt) developed specifications for the new
fighter plane in the winter of 1937/38. During the spring of 1938 these specifications were sent to manufacturers
including FockeWulf Flugzeugbau AG. As a result of work under the supervision of Prof. Kurt Tank and
engineer Rudolf Blaser, a relatively small fighter of compact construction powered by radial aircooled engine
was developed.
RLM management was dominated by inline watercooled engines adherents, who did not share his vision of the
new project. This aversion to radial engines was explained by the larger pressure drag in airplanes with this type
of powerplant and the lower visibility during takeoff. Arguably, these disadvantages of radial engines can be
countered by a number of other capabilities. Certainly, examples of successful aircraft in similar foreign designs
existed and the radial engine's disabilities could be minimized by proper installation in the airframe. We can
draw the conclusion without hesitation that no less important were informal influences favouring particular
producers.
Probably, the Fw 190 fighter project would have been put on the shelf and been completely forgotten if a
positive coincidence had not occurred. There were two main reasons for it. Most important was that the hopes
for the Heinkel 100 and 112 fighters did not come to fruition and both of designs had not become satisfactory
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designs. After initial acceptance each was withdrawn from production by the German aeronautical industry. The
small number of He112Bs produced were withdrawn from service in Luftwaffe units and sold to Romania. Some
preseries He100D were used, with propaganda aims, as a new German fighter called the He113. This
misinformation project was a success and some RAF pilots reported He113 kills.
The second reason for the Fw 190's fortunate success was that the two main, modern, liquidcooled, inline
engines producers (i.e. Junkers in Dessau and DaimlerBenz in StuttgartUnterturkheim) could not, in the near
future, produce a sufficient number of engines for all the airframe producers needs. At the commencement of
the year 1940, it was clear that in spite of newly opened production lines, DaimlerBenz could with great trouble
provide a barely adequate number of engines for the Bf109 and Bf110 fighters. As a result, all other engine
orders besides Bayerische Flugzeugwerke (Messerschmitt) were cancelled. Because of this, Heinkel was forced to
drastically reduce and later stop production of the He111P bomber plane powered by the DB601 engine and
concentrate on production of the He111H plane powered by the Jumo 211 engine produced by Junkers in
quantities that met the requirements of the factories producing the He111, Ju87 and Ju88 planes. Thus, partly
from necessity, the fighter project presented by the FockeWulf Flugzeugbau AG in Bremen was accepted.
For later development of the Fw 190 fighter, a team was established under the supervision of engineer Rudolf
Blaser, consisting of engineers Willi Kather, Ludvig Mittelhauber and factory construction office chief Andreas
von Fahlman. During this time, Kurt Tank was deputy technical manager of the factory. After the first order
from the RLM for four prototypes, work on the plane began rapidly and moved ahead quickly. First, a wooden
mockup was produced and during the autumn of 1938 production of prototypes started.
Fw 190 V1 (W.Nr.0001)
The new plane was a low wing, cantilever monoplane of semimonocoque metal construction with a fully
retractable undercarriage. Previously, a new, 18 cylinder, aircooled, double row radial engine, the BMW 139,
was designed for the plane. This was a new BMW company design created by the joining of two BMW 132 nine
cylinder radial engines. This engine limited pilot's visibility from cockpit even more but rated at 1550 hp (1140
kW) it was about 1/4 more efficient than inline engines such as the DB601 or Jumo 211, and able to absorb
more battle damage. This high engine power came with troubles with the cooling system that were resolved by
introduction in the first prototype, Fw 190 V1, (W.Nr.0001) of a special propeller tunnel spinner covering the
engine cooling air inlet in the cowling. The purpose of this cowling was to increase the cooling airflow over the
engine while reducing the pressure drag.
The prototype was completed in the late spring of 1939, got the registration number DOPZE and after
introductory ground tests, flew for the first time on June 1, 1939 with Hans Sander, chief test pilot in the Focke
Wulf Company at the controls. In the first test flights, good plane handling characteristics were demonstrated
(e.g. precision controls response) but aileron response could have been improved. The engine cowling was not as
good as expected and the engine still had a tendency to overheat. This problem was so severe that even during
low powered flight cockpit temperature rose to 55єC. In addition, the cockpit was not properly sealed and
exhaust gases had leaked into it. The exhaust gas level was dangerous for the pilot and only his oxygen mask
saved Hans Sander from asphyxiation during the first flight.
After the first series of tests, the plane was transferred to the main Luftwaffe research and development facility
at Rechlin. This station also advised the RLM. During tests conducted in Rechlin, advantages and disadvantages
of the new plane were discovered. The Fw 190 had shown a surprisingly high maximum speed during horizontal
flight without armament at the altitude of 4000 m 595 km/hr. Next, the plane was returned to the
manufacturer for necessary modifications, especially in the cooling system.
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In the case of radial engines there was only one possible solution to all cooling problems: to increase airflow
over the engine. This was done by using a ten blade fan on the propeller shaft, in front of the engine, near the
cowling. The tunnel spinner was replaced by a traditional spinner, covering only the airscrew hub of the VDM
metal propeller. It was decided to use this after tunnel trials which had shown that the big spinner had not given
proper airflow for efficient engine cooling and its influence on the reduction of pressure drag was not
significant. Engine cooling was improved after this modification, but not to the expected level, and the engine
still operated in the high range of acceptable temperatures. In the meantime, civil registration of the plane had
been replaced by a military registration: at first WLFOLY and later FO+LY.
Fw 190 V2 (W.Nr.0002)
In the autumn of 1939, the second prototype, Fw 190V2, W.Nr.0002, FL+OZ was completed. It flew for the
first time on October 31, 1939. This plane was powered by the engine with the fan. The plane's armament
consisted of RheinmetallBorsig MG17 7.9 mm machine guns and 13 mm MG 131 machine guns mounted in the
wings near the fuselage. Firing tests were conducted on the firing ground of the Rechlin test facility in
Tarnewitz.
After changing the registration codes to RM+CA (V1) and RM+CB (V2), both prototypes started the next part of
the flight tests for evaluation of the effects of the modifications on the flight characteristics and engine cooling
system on January 25, 1940. The Fw 190V2 was demonstrated for Herman Goering. He was impressed by the
plane's performance, which doubtless influenced the faster than expected order of a series of 40 preproduction
Fw 190A0 aircraft. A short time later, on March 4, 1940, the V2 prototype had an accident and was badly
damaged when during taxiing with Rohlfs at the controls it had flipped. Before this accident the plane had
accumulated 50 flying hours.
Fw 190 V5 (W.Nr.0005)
In the meantime, the BMW factory was developing a more advanced, 14 cylinder, aircooled, doublerow, radial
engine designated BMW 801. With the aim of concentrating only on the development of the BMW 801 engine,
production of the BMW 139 engine was ended. The older engine was recognized as an unsuccessful design. The
new engine had a similar diameter to its predecessor but was longer and heavier. The Fw 190 was developed for
the lighter BMW 139 engine so the decision to use the BMW 801 forced the Blaser team to make big changes in
the airframe.
At this time, two other prototypes, Fw 190V2 and V4 were in an advanced state of completion. However,
because of the changes to the engine installation they were abandoned. All efforts were concentrated on the
fifth prototype, Fw 190V5, which was built from the beginning to use the BMW 801 engine. Fw 190V3 was used
as a source of spare parts and V4 was used for airframe strength tests. Because of the higher weight of the
engine it was essential to stresstest the airframe. The testing was also important because of the large number of
armament variants to be provided for the same airframe. A large part of the airframe structures were
strengthened, the pilot's cockpit was moved back, which reduced the troubles with high temperatures, and gave
more space for nose armament. The space in the cockpit was reduced, but thanks to the perfect layout of the
instruments, that was not important. The rear cockpit fairing was modified by replacement of Plexiglas glazing
with duralumin plate fillets. The only negative side effect of the cockpit move was the further worsening of the
pilot's view during taxiing. The vertical tail shape was also changed and its tab was replaced by a metal trim strip
adjustable only on the ground.
In view of the expected huge rise (more than 25%) in plane weight main gear were strengthened. New, stiffer
undercarriage struts were introduced, the retraction mechanism was changed from hydraulic to electrically
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powered, wheels of a bigger diameter were used and new more simple shields were added. To make the needed
space for the bigger undercarriage, wheel arches in the wing were enlarged by moving forward the part of the
leading edge situated in the wing root. The Fw 190V5, W.Nr.0005, powered by a BMW 801 C0 engine flew for
the first time in the early spring of 1940.
Fw 190 V5g
After comparative tests with the V1 prototype, it was seen that the weight increase had a negative influence on
airplane characteristics and it would get worse after armament and military equipment installation. It was
essential to redesign the wing planform because increased wing area could markedly improve plane
characteristics. This change was made by increasing the wingspan and moving the leading edge forward,
increasing the chord. In this way, the new wing was designed with an area increased to 18.30 sq. meter with a
span of 10.506 m. Wing profile was not changed. A new, enlarged, 3650 mm span horizontal tail was also
developed. Subsequently, the area of vertical tail was also increased by moving the leading edge forward. The
new wing was planned to be tested on the one of the new prototypes.
However, in August 1940, during a landing with an accidentally open engine cowling panel, Hans Sander
damaged the V5 prototype's wing. The decision was made to apply the new wing to this plane instead of one of
the prototypes under construction. The modified prototype got the designation V5g (g=grosser bigger) and to
distinguish one version from another, the unmodified prototype was designated in documents as V5k (k=kleiner
smaller). As proven by flight tests, introduction of the bigger wing reduced top speed by only 10 km/hr, but
other characteristics, especially climb rate, were significantly increased.
Fw 190 A0
In October 1940, the first of 40 Fw 190A0 on order came from the production line. They received designations
characteristic of prototypes: Fw 190V6 W.Nr.0006 and Fw 190V7. Both had the old wing because production
started before introduction of the new wing and the first nine airframes were so advanced that the decision was
made to introduce the modification from W.Nr.0015 plane. So, the two prototypes and seven of the Fw 190A0
had the smaller wing. Simultaneously with the new wing, a bigger horizontal tail was introduced. However, the
enlarged vertical tail not applied until later, from the A2 version.
The Fw 190 V6 was used for characteristics and performances tests. Fw 190V7 was used for testing of a heavier
armament consisting of two 20 mm RheinmetallBorsig (Oerlikon licence) MG FF cannons (in addition to the
four MG 17 machine guns), mounted in the wing centre section just aft of the main gears attachment point.
After firing tests at Tarnewitz, this armament was standardized for the Fw 190A1 planes until the introduction
of the 20 mm Mauser MG 151/20 cannons in place of the wing mounted MG 17. This became possible after the
introduction of the new synchronizer (for firing through the propeller arc) that had not been ready for the series
production.
Starting in November 1940, deliveries of the Fw 190A0, with BMW 801 C1 engine in place of preseries C0,
began with the W.Nr.0010 plane. From the 40 planes ordered, only 28 were built (to W.Nr.0035), most of
which were later converted to prototypes used for various armament configuration tests. On some planes new
engines and special equipment were tested; e.g. in the summer of 1943 on the Fw 190A0 (W.Nr.0022, SB+IE)
an ejection seat was tested in Langenhagen under the supervision of Hans Sander. It was ejected by a powder
charge. These planes received variously the modification designation V used for prototypes or the supplemented
letter designation U (Umrustbausatz). There are a large number of U modifications of Fw 190A0 (from U1 to
U13) known of various A0 airframes. Because of limited space in this article it's impossible to present each
modification in detail.
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Before beginning the planned series production of the first Fw 190A1 it was necessary to finish up details of the
plane and get some experience in maintenance and service use in line units. Among the desired experience was
operation from operational airfields and preliminary training of pilots and support personnel.
Because of this II./JG 26 squadron pilots and maintenance personnel team were taken from their unit and
formed the basis of experimental squadron (Erprobungsstaffel) 190, formed in March 1941. The unit was
commanded by technical officer Oberleutnant Otto Bahrens and received six Fw 190A0 (W.Nr.0013, 0014,
0018, 0021, 0022). The first training was conducted under the supervision of specialists from the Rechlin
establishment on these planes. Flights were made from RechlinRoggenthin airfield.
Later this unit was transferred to Le Bourget near Paris. During these intensive tests frequent engine failures
occurred. The BMW 801 engine still had a tendency to overheat, especially the back bank of cylinders.
Overheating occurred generally on the ground during long runs at low power when the flow of cooling air was
reduced to a minimum. Troubles were encountered with the automatic control unit (Kommandogerat) of the
BMW 801 engine, with leaks in the fuel and lubricating pipe system and also with fast wear of the spark plugs.
Troubles with the constant speed VDM propeller continued. During tests it was discovered that engine cowlings
had a tendency to open during flight because of weak cowling lock construction.
A more dangerous surprise was with the emergency ejection of the rear cockpit canopy, especially during flights
with speeds over 250 km/hr, that was caused by airflow pressing the canopy to the fuselage. This problem was
solved by addition of a small powder charge used for firing of canopy. The large number of such serious defects
was the reason that a special RLM Commission came to Le Bourget and ordered the test program to stop until
all defects would be remedied. After about 50 modifications, the RLM approved Fw 190 deployment to Luftwaffe
service units.
The RLM placed an order with the FockeWulf factory for 100 Fw 190A1 planes. Because of plans to increase
the order it was obvious that the Fw 190 program should include factories producing the plane on licence.
Initially, production lines in FockeWulf Bremen and Marienburg factories were prepared. The first Fw 190
planes produced on licence would be made at the Arado factory in Warnemьnde and at the AGO factory in
Oschersleben.
Summary of features
Fw 190A0 could be distinguished by the following external features:
No cooling slots behind the engine
Smallchord wings (first fourteen aircraft only)
Cowling cheek blisters with symmetrical teardrop shape.
Initial short propeller spinner
Upper cowling panel partially overlapping the (unarmoured) forward oil ring.
Unbraced armoured headrest
Inner undercarriage doors open on the ground
Armament of MG 17s only, both in the fuselage and wings, recognizable by lack of protruding barrels
or blisters in inboard wing positions
No undercarriage indicator pins
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Fw 190 A0 (large wing)
Fw 190 A1
The first Fw 190A1 planes came off the production line at the FockeWulf Marienburg factory in June 1941.
During August the output rose to 30 planes a month. During this month, deliveries of licence production from
Arado Warneminde factory started and were joined in October by deliveries from AGO Oschersleben so that by
the end of September, 82 planes were delivered to Luftwaffe units and by end of October all 102 planes ordered
were built.
In the A1 series planes', oil tank and oil cooler armour became standard.
On one of the aircraft, designated as Fw 190A1/U1, a new engine was mounted: the BMW 801D2. Some of the
Fw 190A1, like some of the A0, got a FuG 25 IFF device in addition to the radio transceiver set FuG 7. In the
Technical Office, reports concerning the Fw 190A1 main problems still were concentrated on engine
overheating and fires.
Summary of features
Fw 190A1 could be distinguished by the following external features:
No cooling slots behind the engine
Cowling cheek blisters with lopsided asymmetrical shape
Final shape of the propeller spinner, longer than the A0 spinner.
Armoured oil ring with straight cowling joint line
Armoured headrest braced with two rods
Inner undercarriage doors closed on the ground
Fuselage armament of MG 17
Wing armament of MG 17s in inboard positions (with no protruding barrels or wing root blisters) and
MG FF in outboard positions, with underwing bulges.
No undercarriage indicator pins
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Fw 190 A0 to A1 version comparison
Fw 190 A2
The Fw 190A2 was the second series variant and was powered by the modified BMW 801C2 engine. In this
model, problems with the engine rear bank of cylinders overheating were finally solved by the simple
introduction of a ventilation slot on the two sides of the engine cowling. The same slots were also introduced in
the Fw 190A1 in service.
In place of wing mounted MG 17 machine guns, the Mauser MG 151/20 E 20 mm cannons were used because of
delivery of the new synchronizers. This replacement produced a small convex bulge of the upper armament
covers in the wing roots. In place of the Revi C/120, a modern Revi C/12D gunsight was used. As a result of
modifications, the aircraft's empty weight rose to 3850 kg. Important modification also included a new, more
efficient, electrical gear retraction mechanism.
The Fw 190 airframes, including version A2, had underfuselage hard points for an ETC 501 bomb rack but there
is no indication whether it was mounted in the A2 version or not. One plane (W.Nr120315, CM+CN), was fitted
experimentally with an automatic pilot device and was redesignated Fw 190A2/U1. In some sources there is
information about a A2/U3 reconnaissance version.
420 Fw 190A2 planes were produced.
Summary of features
Fw 190A2 could be distinguished by the following external features:
Fixed cooling slots behind the engine
Cowling cheek blisters with lopsided asymmetrical shape
Final shape of the propeller spinner
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Armoured oil ring
Armoured headrest braced with a single, rectangular crosssection strut
Fuselage armament of MG 17
Wing armament of MG 151 in inboard positions, with protruding barrels and wing root blisters, plus
MG FF in outboard positions, with underwing bulges. Note that the outboard armament was often
removed and bulges replaced with flat panels.
B4 fuel triangles at fuel filling points
Undercarriage indicator pins protruding from upper wing surface
Visually this variant can be easily confused with the A3, see below.
Fw 190 A1 to A2/A3 version comparison
Fw 190 A3
Beginning in the spring of 1942, series production of a more powerful engine version BMW 801D2 that
replaced previous versions in the Fw 190 fighter created a new plane version designated as Fw 190A3.
The increase in the BMW 801D2 engine power (to 1730 kW) was due to a higher compression ratio and higher
pressure twospeed compressor. A higher compression ratio and charging pressure made it necessary to use
highoctane (96 octane) C3 fuel in place of B4 (87 octane) fuel. Armament of standard Fw 190A3 planes was the
same as in the previous version.
Starting from this version, A series airframes were widely used in a big development program with the aim of
finding the optimum armament and equipment mix that made it possible to broaden the operational capabilities
of the plane beyond fighter operations. The largest part of these modifications were in the form of
Umrustbausatz kits, but some did not have special designations and can be recognized only from photographs.
The total number of such modified planes is unknown. The best known are the Fw 190A3 with an under
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fuselage mounted bomb rack ETC 501 for carriage of 500 kg of bombs (1x500 kg, 2x250 kg or 4x50 kg on the
ER4 adapter) or an external drop tank of 300 litre capacity for long range fighters.
Some planes used only for fighter operations (without bomb racks) had a reduced armament by removal of wing
mounted MG FF cannons, which was not reflected in a designation.
In addition to the previously described modification kits designed for the Fw 190A3 and later versions other
Umrustbausatz kits were prepared; but we must admit that most were unrealized projects or experimental
planes that existed only in one or two copies. For example:
Fw 190A3/U1 only one built, experimental plane (W.Nr. 130270, PG+GY) with engine mount extended
for 15 cm, which was used as a prototype of the A5 version
Fw 190A3/U2 underwing mounted unguided missile RZ 65 73 mm racks tested on the plane W.Nr.
130386
Fw 190A3/U3 reconnaissance fighter with Rb 50/30 cameras mounted in the fuselage; armament
reduced by removing MG FF cannons, one built
Fw 190A3/U4 reconnaissance fighter with two Rb 12.5/7x9 cameras mounted in the fuselage and
camera gun EK 16 or miniature camera Robot II in the leading edge of the left wing root; armament as in
U3 version, additional under fuselage mounted ETC 501 bomb rack with stabilizer strips for 300 litre fuel
tank, twelve planes built
Fw 190A3/U7 attempt to create a new high altitude fighter, with reduced weight, with armament
consisting of only two MG 151/20 E cannons. Only three planes built (W.Nr. 130528, 530 and 531); they
can be recognized by external charger air inlets on both engine cowling sides.
Summary of features
Fw 190A3 was externally identical to the A2, which makes the two variants extremely difficult to tell apart.
The only positive visual clues could only be seen upclose: the C3 fuel triangles and the Werknummer.
Fixed cooling slots behind the engine
Cowling cheek blisters with lopsided asymmetrical shape
Final shape of the propeller spinner.
Armoured oil ring
Armoured headrest braced with a single, rectangular crosssection strut
Fuselage armament of MG 17
Wing armament of MG 151 in inboard positions, with protruding barrels and wing root blisters, plus
MG FF in outboard positions, with underwing bulges. Note that the outboard armament was often
removed and bulges replaced with flat panels.
C3 fuel triangles at fuel filling points
Undercarriage indicator pins protruding from upper wing surface
Fw 190 Aa3
In Autumn 1942, a political decision diverted 72 new aircraft off the production line for delivery to Turkey in an
effort to keep this country friendly with the Axis powers. These were designated Fw 190Aa3 (a=auslandisch
foreign) end delivered between October 1942 March 1943.
The Turkish aircraft had the same armament as the A1 version e.g. 1x4 MG 17 machine guns and 2x1 MG FF
cannon, and for obvious reason there was no FuG 25 IFF device in the radio equipment.
Fw 190 A4
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In July 1942, the A3 was replaced on the production lines by the newer Fw 190A4 version. The main
difference was an BMW 801 D2 engine adapted to use with a MW 50 system for short period engine power
increase by injection of a watermethanol (methyl alcohol CH3OH) mixture in the proportion of 1:1. In this way
it was possible to raise engine power to 2100 kW for 10 minutes, after which a high probability of engine failure
prevented longer use. Due to delays in MW 50 device production, this system was not mounted on the Fw 190A
4 engines, which had the capability to accept this system. It was not used and only A8 and later series planes
would use the advantages of this invention.
Another difference in the A4 variant was the replacement of the FuG 7a radio set by the more modern FuG 16z.
A less important change was that the vertical line antenna mount was placed on the fin; this made it easier to
distinguish between A4 and A3 versions. In the case of the A2 and A3 versions, it is often difficult to tell
them apart.
During production, in some Fw 190s another modification was applied. In place of the ventilation slots, engine
cowling shutters controlled from the cockpit were installed. The pilot could precisely control the engine
temperature by regulation of the shutters.
Most Fw 190A4 planes were used with reduced armament, without MG FF cannons. Trials with different
variants of armament and equipment, generally with Umrustbausatz kits produced the following versions:
Fw 190A4/U1 bomberfighter with an underfuselage mounted ETC 501 bomb rack and reduced
armament (without MG FF cannons). As a result of small deliveries of BMW 801 D2 engines in the
autumn of 1943, several dozens of these planes got older C2 version engines
Fw 190A4/U3 bomberfighter with armament as in the U1 version, but with BMW 801 D2 engine.
Planes for night operation got a landing light, mounted in the leading edge of the left wing root.
Designation was later changed to F1 and in the future the plane was developed as a new attack Fw 190F
version
Fw 190A4/U4 reconnaissance fighter with two Rb 12.5/7x9 cameras and without MG FF cannons
Fw 190A4/U8 long range fighterbomber with two drop tanks of 300 litre capacity each, mounted
under the wings (on the VTrJu 87 racks produced by Weserflug company, with duralumin fairings);
bombs were placed on the underfuselage ETC 501 rack. In an attempt to reduce weight, only two MG
151/20 E cannons were retained. This modification was a prototype of a new fighterbomber Fw 190G
version and its first variant (G1) simultaneously. There also existed a transitional variant similar to the U8
(probably in one copy) with modernized V. MttSchlos type racks for underwing fuel tanks; armament:
2x1 MG 17 and 2x1 MG 151/20E.
In addition to the Umrustbausatz modifications, from the Fw 190A4 planes, easier to install Rustsatz (R) kits
were produced. Sometimes, the set could be mounted in the field workshops but the plane could also be
previously prepared in the factory for such kit application. We must refute the myth of the exceptional ease of
application and interchangeability with other kits in particular planes, especially since some of them were as
complicated as the U kits. More than once, classification to U or R group was just for convenience, later most of
the U versions was redesignated as R versions.
The first Rustsatz kit widely used was a two tube airtoair missile launcher W.Gr. 21 210 mm destined for
destroying defence formations used by USAAF bomber aircraft. Planes so equipped were designated Fw 190A
4/R6. Some authors have told about the existence of a Fw 190A4/R1 variant, with the FuG 16 ZE radioset
and Morane type antenna installed under the left wing. Very small numbers of such planes existed, but it has not
been fully confirmed that it had its own destination in U or R kits.
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In consideration of increasing number of planes ordered the A4 production was expanded to additional
factories and companies among others Fiesler in KasselWaldau. Total production of Fw 190A4 planes came
to more than 900.
Summary of features
Fw 190A4 could be distinguished by the following external features:
Fixed cooling slots behind the engine (except for final production batches which were fitted with
adjustable slots of the A5 version)
Cowling cheek blisters with lopsided asymmetrical shape
Final shape of the propeller spinner.
Armoured oil ring
Wide armoured headrest with cushion, braced with a single, rectangular crosssection strut
Fuselage armament of MG 17
Wing armament of MG 151 in inboard positions, with protruding barrels and wing root blisters, plus
MG FF in outboard positions, with underwing bulges. Note that the outboard armament was often
removed and bulges replaced with flat panels.
Small radio antenna mast at the top of the fin
Tshaped antenna wire
Fw 190 A2/A3 to A4 version comparison
Fw 190 A5
On the basis of data collected during tests of the experimental Fw 190A3/U1, Blaser's designer team became
convinced that the planned additional armament would move the plane centre of gravity forward. The best
solution to offset this was to move the engine forward. This was done with a 15 cm steel tube engine mount
extension. This change (new engine mount) was introduced on the all production lines. It also led to an increase
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of the plane length to 9.10 m and gave life to the new Fw 190A5 variant that from November 1942 replaced
previous the A4.
The A5 also introduced small changes in the equipment (e.g. a new electrical artificial horizon and modernized
oxygen respirator, and wide use of the FuG 25a IFF device). Radio equipment in the rear fuselage section was
slightly moved back and the compartment cover was enlarged. Standard armament did not change and it
remained 2x1 MG 17, 2x1 MG 151/20 E , 2x1 MG FF. Proper airframe design provisions meant that the Fw 190A
5 plane was prepared from the beginning to accommodate a large number of Umrustbausatz kits:
Fw 190A5/U1 similar (with extended engine mount) to A4/U1 airplane, temporary powered by a
BMW 801 C2 engine
Fw 190A5/U2 long range fighterbomber plane adapted to the night operation; it was fitted with anti
reflective strips over engine exhaust pipes on both sides. Mounted under the fuselage, an ETC 501 bomb
rack for 250 or 500 kg bombs was added, additional fuel was placed in two external tanks of 300 l capacity
each mounted under the wings on V.MttSchloss (Verkleidetes Messerschmitt Schloss) shackles. In the
wing leading edge an EK 16 camera and a doubled landing light were installed; the MG FF cannons were
deleted in this modification. Based on this version, a night fighter with FuG 217 Neptun J2 radar was
built. However, number of planes built is unknown; the only known specimen of this variant had no
bomb rack, camera or landing lights.
Fw 190A5/U3 fighterbomber with the ETC 501 bomb rack and without MG FF cannons. After a
change of designation this was serially produced as Fw 190F2. There was also a desert variant with dust
filters designated as A5/U3/tp (F2tp).
Fw 190A5/U4 reconnaissance fighter fitted with two Rb 12.5/7x9 mm cameras and reduced armament
(2x1 MG 17 and 2x1 MG 151/20 E); produced also in a desert variant designated A5/U4/tp.
Fw 190A5/U8 long range fighterbomber with two underwing mounted external fuel tanks (capacity
2x300 litres) and an underfuselage mounted ETC 501 bomb rack; armament consisted of only two MG
151/20 E cannons. It was developed into Fw 190G2 plane and later serially produced.
Fw 190A5/U9 experimental plane with heavier armament, it was fitted with 2x1 MG 131 13 mm
machine guns in place of MG 17 guns in the fuselage; in the wings the MG FF cannons were replaced by
MG 151/20 E cannons. Only two were built (W.Nr. 150812, and 150816). The W.Nr 150816, BH+CF plane
was later used as test bed for more powerful BMW 801 engine versions.
Fw 190A5/U10 experimental plane (only two built W.Nr. 150861 and 150862). It was used as a test
bed for a strengthened wing adapted to serial application of heavier armament, generally 20 and 30 mm
cannons. Armament consisted of 2x1 MG 17 in the fuselage and 4x1 MG 151/20 E in the wings, later
become a standard for A6 version.
Fw 190A5/U11 attack aircraft with two 30 mm RheinmetallBorsig MK 103 cannons mounted in
underwing pods; only one plane existed (W.Nr. 151303, RG+ZA). This kind of armament became later
standard as Rustsatz 3 (R3) kit.
Fw 190A5/U12 proposal for heavier armament consisting of six MG 151/20 E cannons. They were
mounted under the wing in two additional WB 151/20 pods with two cannons in each pod; complete
armament could be 2x1 MG 17, 2x1 MG 151/20 E and 2x2 MG 151/20 E. It was also a model for Rustsatz 1
(R1) kit for Fw 190A; two planes (BH+CC, W.Nr. 150813 and BH+CD, W.Nr. 150814) with such armament
were completed.
Fw 190A5/U13 three prototypes (V42, W.Nr. 151083, GC+LA; V43, W.Nr 150817, BH+CG and V44,
W.Nr. 150855) built, long range fighterbomber with two underwing V.Fw Trg. (Verkleideter FockeWulf
Trager) bomb racks, adapted for carriage of 300 litre capacity fuel tank or 250 kg bomb. The plane was
equipped with an automated pilot device and application of knifes for barrage balloons lines cutting on the
wing leading edge was considered; one plane was experimentally equipped with a lacunar exhaust flame
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damper (GC+LA?). Armament consisted of two MG 151/20 E mounted in the wing roots. Plane was later
produced under designation Fw 190G3.
Fw 190A5/U14 torpedo plane adopted for transportation of one aerial torpedo LT F 5b mounted on
the underfuselage ETC 502 rack; plane had an enlarged fin (similar to Ta 152) and heightened tail wheel
strut to eliminate the possibility ground contact by the torpedo; armament consisted of only 2x1 MG
151/20 E cannons. Two planes were tested TD+SI, W.Nr. 150871 and TD+SJ, W.Nr. 150872.
Fw 190A5/U15 experimental plane adopted for transportation of the unpowered Blohm und Voss 246
Hagelkorn (LT 950) flying bomb for destroying of naval targets, radio controlled by an Askania company
produced ALSK 121 device. Extensively tested during second half of the 1943, later in the test program an
A8/F8 series plane (W.Nr 130975) was also included, but tests were cancelled shortly after it was found
that because of poor construction, the BV 246 had frequent defects.
Fw 190A5/U16 prototype of a fighter plane with heavier armament (W.Nr. 130975), for destruction of
bomber formations. The MG FF cannons were replaced by heavier 30 mm cannons RheinmetallBorsig
MK 108. This armament was later standardized as the Rustsatz 2 (R2) kit.
Fw 190A5/U17 fighterbomber with underfuselage mounted ETC 501 bomb rack and four underwing
mounted ETC 50 bomb racks (2x2 50kg bombs). With A5/U3, this variant was a model for the Fw 190F
attack aircraft; basic version for the later Fw 190F3/R1 variant. Armament was standard without MG FF
cannons. Also used in a desert modification.
Finally, in response to the intensifying of the Allies' bombing, numerous Fw 190A5/R6 planes belonged to
units operated in Reich defence system (Reichsverteidigung) have been found.
As an interesting detail, we must mention the existence of a Fw 190A5 plane with external turbosupercharger
inlets. The engine cowling with these inlets was proposed as an alternative, but was not used widely because of
higher induced aerodynamic drag.
There exists also a photograph of an A5 fighter from a II./JG 54 unit deployed to the Eastern Front temporary
adopted to bomber missions by four (2x2) underfuselage mounted ETC 50 bomb racks.
In the autumn 1943, one A5 plane (W.Nr. 157347) were used as the V45 prototype for tests of the GM 1 system
that by injection of pressurized nitrogen monoxide as an oxidant to increase engine efficiency at high altitudes.
This device was later standardized as the Rustsatz 4 (R4) kit.
In connection with the planned 1765 kW (2400 KM) BMW 801 F engine production to be used for A9 and A10
series planes, in December 1943 FockeWulf was ordered to prepare an A5 airframe (W.Nr. 410230) as the V34
prototype for tests with the experimental BMW 801 V 85 engine; however, we have no evidence that the engine
was supplied and mounted on that particular Fw 190 plane. Serial production of BMW 801 F engines never
started and A9 series planes had TS/TU engines mounted.
Summary of features
Fw 190A5 could be distinguished by the following external features:
Adjustable cooling slots behind the engine
Longnose cowling
Wide armoured headrest with cushion, braced with a single, rectangular crosssection strut
Fuselage armament of MG 17 with "straight" upper cowling
Wing armament of MG 151 in inboard positions, with protruding barrels and wing root blisters, plus
MG FF in outboard positions, with underwing bulges.
Small radio antenna mast at the top of the fin
Large rectangular radio hatch in port rear fuselage
First aid kit hatch in starboard rear fuselage moved aft behind the canopy
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Beside these features, solid wheel hubs appeared on some aircraft, perhaps in conjunction with some of the R
kits or as result of field upgrades.
Fw 190 A4 to A5 version comparison
Fw 190A6
The main difference of this variant from the previous was the standardized mounting of MG 151/20 E cannons.
For this to be possible, it was necessary to redesign the wing for the heavier cannon mount and carriage of a
larger ammunition box. Experience obtained during Fw 190A5/U9 and U10 tests was incorporated in this type.
Reinforcements and sockets were made in such a way that serially produced wings would be adapted for internal
installation of either 20 or 30 mm cannon ammunition boxes or for installation of underwing armament with
the ammunition box installed inside the wing. Proper electrical connections were also provided for the cannons.
The manufacturer started serial production of the FuG 16 ZE radio with an additional radial antenna for radio
navigation purposes placed under the rear fuselage. This antenna was used also in the some A5 planes.
Standard Fw 190A6 armament consisted of 2x1 MG 17 machine guns and 4x1 MG 151/20 E cannons. Some
planes mounted ETC 501 bomb racks for transportation of an additional fuel tank (300 l capacity), these were
not distinguished by separate designation.
Unlike other versions, models with different armament or equipment received designations as Rustsatz kits. A
lot of these designations had not been previously used:
Fw 190A6/R1 attack fighter with armament increased to six cannons and two machine guns (2x1 MG
17, 2x1 MG 151/20 E and 2x2 MG 151/20 E), by mounting of the WB 151/20 underwing pylons with
cannons. This modification was based on the A5/U12 version. In spite of previous plans, only a few
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planes with this armament were in Luftwaffe service units (e.g. in JG 11).
Fw 190A6/R2 equivalent to the A5/U6 model, armament: 2x1 MG 17 machine guns, 2x1 MG 151/20
E and 2x1 MK 108 cannons; not serially produced.
Fw 190A6/R3 equivalent to the A5/U11 model, armament: 2x1 MG 17 machine guns, 2x1 MG 151/20
E and 2x1 MK 103 cannons; not serially produced.
Fw 190A6/R6 plane with standard armament and the addition of W.Gr. 21 missile launchers.
Fw 190A6/R2/R6 plane adapted for destruction of bomber formations, with increased armament and
missile launchers, only one prototype, V51 (W.Nr. 530765), built. Total armament consisted of 2x1 MG 17,
2x1 MG 151/20 E, 2x1 MK 108 and 2x1 W.Gr. 21.
Fw 190A6/R7 armoured fighter with standard armament; in service with Reich defence units; often
with additional 300 l capacity fuel tank mounted on the ETC 501 bomb rack.
Fw 190A6/R8 the Rustsatz kit made by application of both R2 (MK108) kit and R7 kit (armour), often
machine guns in the fuselage were removed; efficient as a fighter against American bomber aircraft.
Fw 190A6/R11 all weather and night fighter, with antireflection strips, landing light, autopilot device
PKS 12 and heated windscreen windows. Some planes mounted a FuG 217 Neptun J2 radar. Generally,
these planes used dropable fuel tanks mounted on the ETC 501 bomb rack.
Fw 190A6/R12 the Rustsatz kit created by application of both R2 and R11 kits. Apart from this
modification, one or two planes experimentally mounted more the higher power BMW 801 TS engine
with three blade wooden VDM propeller with blades of larger area. The aircraft with code letters VO+LY
had an additionally armoured radiator and oil tank; it's armament was reduced to two MG 151/20 E
cannons mounted in the wing roots.
Serial production of the A6 variant started in July 1943 and ended in November 1943 after the completion of
569 planes.
Summary of features
Fw 190A6 could be distinguished by the following external features:
Adjustable cooling slots behind the engine
Longnose cowling
Wide armoured headrest with cushion, braced with a single, rectangular crosssection strut
Fuselage armament of MG 17 with "straight" upper cowling
Wing armament of MG 151 in four positions, with four protruding barrels, wing root blisters and spent
casing outlet below the wing.
Small radio antenna mast at the top of the fin
Large rectangular radio hatch in port rear fuselage
First aid kit hatch in starboard rear fuselage behind the canopy
FuG 16 loop antenna below rear fuselage (not on the initial production batches)
Beside these features, solid wheel hubs appeared on some aircraft, possibly in conjunction with some of the R
kits or as result of field upgrades.
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Fw 190 A5 to A6 version comparison
Fw 190 A7
In November 1943 production of the Fw 190A7 version began. It was developed by standardizing the armament
of the A5/U9 modification 2x1 MG 131 machine guns and 4x1 MG 151/20 E cannons. Cigarshaped bulges
emerged on the upper engine cowling in front of the cockpit because of the bigger dimensions of the MG 131
machine gun. The Revi C/12D sight was replaced by a new model 16 B.
Strengthened wheel rims as previously used in the F version were mounted as standard on the undercarriage.
Apart from standard A7 models there were three modification kits (Rustsatz) provided : R1, R2, R3. These
corresponded to the same kits of the A6 model.
Generally, planes were equipped with ETC 501 bomb racks, that were used for 300 litre fuel tanks. There exists
also a photograph of the Fw 190A7 with underfuselage mounted light rack for fuel tank and reduced armament
(2x1 MG 131 machine guns and 2x1 MG 151/20 E cannons). There is evidence that this particular plane was used
for dogfighting with Allied fighters. There is no information about the number of A7 planes with this
equipment. Probably it was a field modification performed on the pilots' or Staffel staff's request.
One A7 plane (W.Nr. 380394) was used as a test bed for the later droppable flattened streamlined fuel tanks
known under the name of Doppelreiter. Each tank had a capacity of 270 litres and was mounted on the upper
wing surface. Engineers hoped to get low pressure drag and the smallest possible speed loss with a relatively high
tank capacity. Armament was reduced to two MG 151/20 E cannons. Development work on this tank was
conducted by the research establishment FGZ (Forschungsanstalt Graf Zeppelin) under engineer Isemann's
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management. After a series of tests that ended with positive results, the RLM, for a big surprise, did not agree to
this modification. The reason was: to not to disturb production!
In January 1944 production of all variants of the Fw 190A7 ended after 80 aircraft were produced. It was
replaced on the production lines by the more modern A8 version.
Summary of features
Fw 190A7 could be distinguished by the following external features:
Adjustable cooling slots behind the engine
Longnose cowling
Wide armoured headrest with cushion, braced with a single, rectangular crosssection strut
Fuselage armament of MG 131 with bulged upper cowling
Shorter gun recesses in the forward upper cowling
Wing armament of MG 151 in four positions, with four protruding barrels, wing root blisters and spent
casing outlet below the wing.
Small radio antenna mast at the top of the fin
Large rectangular radio hatch in port rear fuselage
First aid kit hatch in starboard rear fuselage behind the canopy
FuG 16 loop antenna below rear fuselage
Solid wheel hubs on all aircraft
Fw 190 A6 to A7 version comparison
Fw 190 A8
A new model with different equipment. Most important were parts of the MW 50 injection system, used for
short term engine power boost. A cylindrical tank of 118 litres capacity was mounted in the rear fuselage. In an
emergency, it could be used as additional fuel tank.
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The MW 50 tank installation shifted the centre of gravity backward and, as a cure, the underfuselage mounted
ETC 501 bomb rack was moved 20 cm forward. This rack became a standard from the A8 model.
The plane was equipped with a FuG 16 ZY radio set that despite the circular radio navigation antenna Morane
antenna, was mounted under the left wing.
The outstanding element for differentiation between the A7 and A8 is also the Pitot head moved from mid
wing leading edge to right wing tip.
The Fw 190A8, like previous models, could be equipped with different Rustsatz kits: R1, R2, R3, R4, R6, R7, R8,
R11, R12; but R1, R3 and R4 were abandoned shortly thereafter and generally R2, R6, R7 and R8 kits were used.
Some of the R11 and R12 modifications produced in small quantities had small differences in the equipment (e.g.
MG 131 machine guns tube was covered by a plate for reflection limitation, some got more the more efficient
BMW 801 TU engines and FuG 125 Hermine radio navigation device).
Apart from the previously described variants, A8/F8 series airframes were often used for different armament
and equipment testing. These planes also tested several different engines. Unfortunately, only a small part of the
documentation concerning these tests survived, making it impossible to describe in detail all of the modifications
and resolve some the contradictory information. In spite of this, we know of the following armament
modifications:
SG 113 Zellendusche 3tube battery based on the MK 103 cannons mounted in the rear fuselage.
Firing was made by a photosensor impulse. SG 117 Zellendusche 6tube modification of the previously
described battery.
Rohrblock 108 similar construction with 7 tubes based on the elements of the MK 108 cannon, fired
by photosensor impulse. Probably, it consisted only of MK 108 cannons barrels with a single cartridge;
after firing of the first barrel others were fired automatically by the recoil force of previous barrel. This
kind of armament was used for bombers interception and was tested on the Fw 190A8 (W.Nr. 733713),
prototype designation V74.
SG ...? Harfe set of 34 15barrel, unguided 20 mm missile launchers mounted in the rear fuselage on
both sides. At least one prototype plane had such armament and was presented to Gen. Adolf Galland.
Ruhrstahl X4 (Ru 334) wireguided rocket missiles mounted on underwing racks, probably of the
ETC 503 type. This armament was developed for destroying ground targets (tanks) and for bombers
fighting (different warhead). It was tested on the F8 version plane.
From 1944, production of fighter planes was sharply increased in the socalled Jagernotprogramm. This
required higher production coordination and development of a cooperative network. As a result, the Fw 180 A8
was produced in mass numbers in nearly all FockeWulf affiliated factories (production started also in Cottbus,
Sorau, Poznan). A licence was sold to the NDW (Norddeutsche Dornier Werke) factory in Wismar. Smaller
factories performed repair work and recycled the planes withdrawn from service units. They also produced
smaller aeroplane parts. Special coordination committees secured efficient work systems and continuous parts
delivery. As the result 1334 A8 series planes were built.
Summary of features
Fw 190A8 could be distinguished by the following external features:
Adjustable cooling slots behind the engine
Longnose cowling
Wide armoured headrest with cushion, braced with a single, rectangular crosssection strut
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"Blown" canopy and pilot head armour braced with solid armoured pylon (last production batches
only)
Fuselage armament of MG 131 with bulged upper cowling
Shorter gun recesses in the forward upper cowling
Wing armament of MG 151 in four positions, or MG 151 in wing roots and MK 108 in outboard
positions. Wing root blisters. Outboard gun positions always finished with a rectangular overwing
blister and spent casing outlet below the wing.
Small radio antenna mast at the top of the fin
Large rectangular radio hatch in port rear fuselage
First aid kit hatch in starboard rear fuselage behind the canopy
FuG 16 loop antenna below rear fuselage
Solid wheel hubs
ETC 501 rack in forward position, installed on all aircraft
No inner undercarriage doors
Ventral MW 50 tank panel in the fuselage aft of the wing
MW 50 filling point at the port fuselage behind the cockpit
Small rectangular equipment hatch on the starboard fuselage side below the cockpit.
Pitot tube placed at starboard wing tip rather than midchord.
Fw 190 A7 to A8 version comparison
Fw 190 A9
Next and last production series of the A version aircraft was the Fw 190A9. Previously, it was thought this plane
would have been powered by a 1765 kW (2400 hp) BMW 801 F engine. But the BMW factory had not started
production of these engines in time and, as a replacement, the 1470 kW (2000 hp) BMW 801 S engine was used.
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These engines were delivered as a power unit BMW 801 TS together with a more efficient radiator and bigger
circular armoured oil tank mounted in front of the engine. The cowling length increased by some 30 mm. A
more efficient, 14blade fan replaced the previous 12blade unit for more efficient cooling. Also, the thickness of
the armour on the oil tank increased from 6 to 10 mm.
A new broadchord wooden propeller with a diameter of 3500 mm should have been used to match the
increased engine power. The new propeller was manufactured by Heine or Schwartz companies, but for
unknown reasons the majority of the A9 planes (as opposed to F9) had the metal VDM 912176 A propellers, as
used in the previous version.
One difference in the airframe between A9 and A8 model was a larger "blown" cockpit canopy, adapted from
the Fw 190F8 version.
A few planes also got tail sections with an enlarged tail as provided for Ta 152 fighters.
Armament and Rustsatz kits were the same as in the A8 version.
Production of the plane started in the end of autumn 1944 and continued parallel to A8 version. Monthly
output depended on limited deliveries of BMW 801 TS engines.
Also developed was a project for a highly modified Fw 190A10 fighter powered by a BMW 801 F engine, but it
was not completed because of the end of the war.
Summary of features
Fw 190A9 could be distinguished by the following external features:
Cowling with enlarged oil tank, 30 mm longer.
14blade fan replacing the previous 12blader
Paddleblade wooden propeller (some aircraft only)
Armoured headrest with cushion, braced with solid armoured pylon
"Blown" canopy
Fuselage armament of MG 131 with bulged upper cowling
Wing armament of MG 151 in four positions, or MG 151 in wing roots and MK 108 in outboard
positions. Wing root blisters. Outboard gun positions always finished with a rectangular overwing
blister and spent casing outlet below the wing.
Small radio antenna mast at the top of the fin
Large rectangular radio hatch in port rear fuselage
First aid kit hatch in starboard rear fuselage behind the canopy
FuG 16 loop antenna below rear fuselage
Solid wheel hubs
ETC 501 rack in forward position, installed on all aircraft
No inner undercarriage doors
Ventral MW 50 tank panel in the fuselage aft of the wing
MW 50 filler point at the port fuselage behind the cockpit
Small rectangular equipment hatch on the starboard fuselage side below the cockpit.
Wooden Ta 152style tail (some aircraft only)
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Fw 190S5 and S8
In connection with the reorganization of diving bomber units into fighterbomber units and the need to retrain
Ju 87 pilots on Fw 190 fighters the Luftwaffe ordered a twoplace training version of the Fw 190 fighter.
In the spring of 1944, one A8 airframe was modified to this standard and received the additional designation
U1. The second cockpit was placed just after the first in the place used for the MW 50 installation, this device
being removed. The back part of cockpit canopy was also modified. It had a three part, sides opening canopy
similar to the Bf 109 G12, ended with a crude metal fairing in the upper rear fuselage. Three planes were
modified and designed as a masters for serial fighter planes modification. To this should be added the damaged
planes removed from frontline units and modified by field repair stores. For this reason, it is difficult to find a
precise number of A5, A8 and F8 planes modified to the two place version. It was a relatively small number
and planes were designated Fw 190 S5 and S8 (S = Schulflugzeug training plane) respectively.
Of course, the development of the Fw 190 fighter did not end with the A versions, but continued with water
cooled inline engines.
Continue to Modeller's Guide to FockeWulf Fw 190 Variants Radial Engine Versions Part II
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