Focke Wulf Fw 190

Variants: A-Models

Fw 190A-1

The Fw 190 A-1 rolled off the assembly lines in June 1941. The first few models were shipped to the Erprobungsstaffel (formerly from II./JG 26 Schlageter) for further testing. Following this testing, the Fw 190 A-1 entered service with II./JG 26, stationed near Paris, France. The A-1 was equipped with the BMW 801 C-1 engine, rated at 1,560 PS (1,539 hp, 1,147 kW) for take-off. Armament consisted of two fuselage-mounted 7.92 mm MG 17s, two wing root-mounted 7.92 mm MG 17s - with all four MG 17s synchronized to fire through the propeller arc - and two outboard wing-mounted 20 mm MG FF/Ms. The new longer propeller spinner and the cowling bulges, which became asymmetrical "teardrops" in shape, remained the same for the rest of the A-series. The panel immediately behind the exhaust outlets was unslotted, although some A-1s were retrofitted with cooling slots. A new hood jettisoning system, operated by an MG FF cartridge, was introduced. The pilot's head armor changed in shape and was supported by two thin metal struts in a "V" shape attached to the canopy sides. The standard radio fitted was the FuG 7, although some A-1s were also equipped with FuG 25 "Erstling" IFF (identification friend or foe) equipment.

The A-1 models still suffered from the overheating that prototype Fw 190s had experienced during testing. After only 30–40 hours of use (sometimes less), many of these early engines had to be replaced. Focke-Wulf completed 102 A-1s at the Bremen and Marienburg factories between June and October 1941. Also in October, a further order of 315 A-1s, subcontracted to AGO Flugzeugwerke at its Oschersleben factory, began to be built as A-2s.

Fw 190A-2

The introduction of the BMW 801 C-2 resulted in the Fw 190 A-2 model, first introduced in October 1941. As part of this upgrade, a modification to the exhaust system devised by III./JG 26's Technical Officer ("T.O.") Rolf Schrödeter was added. There were 13 exhausts for the 14 cylinders; eight of these were grouped to exit, four on each side, along the forward fuselage, just above the leading edge of the wing; under the forward center section, between the undercarriage bays were five exhaust stacks, with cylinders 9 and 10 sharing a common pipe. To quickly implement the fix, it was found that the re-routing could be done easily in Gruppe workshops. The reduction in temperature affecting the bottom cylinder went a long way to solving the problem. The addition of new ventilation slots on the side of the fuselage further aided cooling, and with the widespread availability of the A-2 in the spring of 1942, the overheating problems were greatly reduced.

The A-2 wing weaponry was updated, with the two wing root-mounted 7.92 mm MG 17s being replaced by 20 mm MG 151/20E cannon. With the introduction of the new cannon, the Revi C12/C gunsight was upgraded to the new C12/D model. The introduction of the A-2 marked a shift in air supremacy from the British, with their Spitfire Mk V, to the Germans. German production records make no real distinction between A-2s and A-3s, which were very similar aircraft: the total combined production was 910 airframes between October 1941 and August 1942. In addition to Focke-Wulf and AGO, a new subcontractor, Arado, built A-2s and A-3s at Warnemünde.

Fw 190A-3

The Fw 190 A-3 was equipped with the BMW 801 D-2 engine, which increased power to 1,700 PS (1,677 hp, 1,250 kW) at takeoff by improving the supercharger and raising the compression ratio. Because of these changes, the A-3 model required a higher octane fuel—100 (C3) versus 87 (B4). The A-3 retained the same weaponry as the A-2. The A-3 also introduced the Umrüst-Bausätze factory conversion sets. The Fw 190 A-3/U1 and U2 were single experimental Fw 190s: U1 (W.Nr 130270) was the first 190 to have the engine mount extended by 15 cm (6 in), which would be standardized on the later production A-5 model. The U2 (W.Nr 130386) had RZ 65 73 mm (2.87 in) rocket launcher racks under the wings with three rockets per wing. There were also a small number of U7 aircraft tested as high-altitude fighters armed with only two 20 mm MG 151 cannon, but with reduced overall weight.

The Fw 190 A-3/U3 was the first of the Jabo (Jagdbomber), using an ETC-501 centerline bomb rack able to carry up to 500 kg (1,100 lb) of bombs or, with horizontal stabilizing bars, one 300 L (80 US gal) drop tank. The U3 retained the fuselage-mounted 7.92 mm MG 17s and the wing-mounted 20 mm MG 151 cannon, with the outer MG FF being removed.

The Fw 190 A-3/U4 was a reconnaissance version with two RB 12.5 cameras in the rear fuselage and an EK 16 gun camera or a Robot II miniature camera in the leading edge of the port wing root. Armament was similar to the U3, however, and the ETC 501 was usually fitted with a 300 L (80 US gal) drop tank. See A-2 for production numbers.

In autumn 1942, a political decision diverted 72 new aircraft to Turkey in an effort to keep that country friendly to the Axis powers. These were designated Fw 190 A-3a (a=ausländisch (foreign), designation for export models) and delivered between October 1942 and March 1943. The Turkish aircraft had the same armament as the A-1: four 7.92 mm synchronized MG 17 machine guns and two 20 mm MG FF cannon. There was no FuG 25 IFF device in the radio equipment.

Fw 190A-4

Introduced in July 1942, the Fw 190 A-4 was equipped with the same engine and basic armament as the A-3. Updated radio gear, the FuG 16Z, was installed replacing the earlier FuG VIIa. A new, short "stub" vertical aerial mount was fitted to the top of the tail fin, a configuration which was kept through the rest of the production Fw 190s. In some instances, pilot-controllable engine cooling vents were fitted to the fuselage sides in place of the plain slots. Some A-4s were outfitted with a special Rüstsatz field conversion kit, comprising the fitting of a pair of under-wing Werfer-Granate 21 (BR 21) rocket mortars, and were designated Fw 190 A-4/R6. The most important innovation introduced by the A-4 was, however, the fitting of various Umrüst-Bausätze factory-refit packages.

The A-4/U1 was outfitted with an ETC 501 rack under the fuselage. All armament except for the MG 151 cannon was removed. The U3 was very similar to the U1, and later served as the prototype for the Fw 190 F-1 assault fighter. Some U3s used for night operations had a landing light mounted in the leading edge of the left wing-root. The U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and an EK 16 or Robot II gun camera. The U4 was equipped with fuselage-mounted 7.92 mm MG 17s and 20 mm MG 151 cannon. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Adolf Galland flew a U7 in the spring of 1943.

The A-4/U8 was the Jabo-Rei (Jagdbomber Reichweite, long-range fighter-bomber), adding a 300 L (80 US gal) drop tank under each wing, on VTr-Ju 87 racks with duralumin fairings produced by Weserflug, and a centerline bomb rack. The outer wing-mounted 20 mm MG FF/M cannon and the cowling-mounted 7.92 mm MG 17 were removed to save weight. The A-4/U8 served as the model for the Fw 190 G-1.

A new series of easier-to-install Rüstsatz field kits began to be produced in 1943. The first of these, the A-4/R1, was fitted with a FuG 16ZY radio set with a Morane "whip" aerial fitted under the port wing. These aircraft, called Leitjäger or Fighter Formation Leaders, could be tracked and directed from the ground via special R/T equipment called Y-Verfahren. More frequent use of this equipment was made from the A-5 onwards. The Fw 190A-4 could achieve 1,700 hp (2,100 with MW-50 boost). Its maximum speed was 670 km/h (420 mph) at 6,250 m (20,510 ft). Operational ceiling was 11,400 m (37,400 ft). Normal range was 800 km (500 mi). Normal takeoff weight was 3,800 kg (8,400 lb). A total of 976 A-4s were built between June 1942 and March 1943.

Fw 190A-5

The Fw 190 A-5 was developed after it was determined that the Fw 190 could easily carry more ordnance. The D-2 engine was moved forward another 15 cm (6 in) as had been tried out earlier on the service test A-3/U1 aircraft, moving the center of gravity forward to allow more weight to be carried aft. Some A-5s were tested with the MW 50 installation: this was a mix of 50% methyl alcohol and 50% water, which could be injected into the engine to produce a short-term power boost to 2,000 PS (1,973 hp, 1,471 kW), but this system was not adopted for serial production, yet. New radio gear, including FuG 25a Erstling IFF, and an electric artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the A-4.

The A-5 too, saw several Umrüst-Bausätze kits. The U2 was designed as a night Jabo-Rei and featured anti-reflective fittings and exhaust flame dampeners. A centerline ETC 501 rack typically held a 250 kg (550 lb) bomb, and wing-mounted racks mounted 300 L drop tanks. An EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two 20 mm MG 151 cannon. The U3 was a Jabo fighter fitted with ETC 501s for drop tanks and bombs; it too featured only two MG 151s for armament. The U4 was a "recon" fighter with two RB 12.5 cameras and all armament of the basic A-5 with the exception of the MG FF cannon. The A-5/U8 was another Jabo-Rei outfitted with SC-250 centerline-mounted bombs, under-wing 300-liter drop tanks and only two MG 151s; it later became the Fw 190 G-2. A special U12 was created for bomber attack, outfitted with the standard 7.92 mm MG 17 and 20 mm MG 151 but replacing the outer wing 20 mm MG-FF cannon with two underwing gun pods containing two 20 mm MG 151/20 each, for a total of two machine guns and six cannon. The A-5/U12 was the prototype installation of what was known as the R1 package from the A-6 onwards. The A-5/R11 was a night fighter conversion fitted with FuG 217 Neptun (Neptune) mid-VHF band radar equipment with arrays of three dipole antenna elements vertically mounted fore and aft of the cockpit and above and below the wings. Flame-dampening boxes were fitted over the exhaust exits. 1,752 A-5s were built from November 1942 to June 1943.

Fw 190A-6

The Fw 190 A-6 was developed to address shortcomings found in previous "A" models when attacking U.S. heavy bombers. Modifications of the type to date had caused the weight of the aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a structurally redesigned lighter, stronger wing was introduced. The normal wing armament was increased to four 20 mm MG 151/20E wing root and outer wing cannon with larger ammunition boxes while retaining the two MG 17 fuselage machine guns. New electrical sockets and reinforced weapon mounts were fitted internally in the wings to allow the installation of either 20 mm or 30 mm (1.18 in) ammunition boxes as well as for underwing armament. Because the outer wing MG 151s were mounted lower than the MG/FFs, new, larger hatches incorporating bulges and cartridge discharge chutes, were incorporated into the wing lower surfaces. It is believed the fuselage MG 17s were kept because their tracer rounds served as a targeting aid for the pilots. A new FuG 16 ZE radio navigation system was fitted in conjunction with a FuG 10 ZY. A loop aerial for radio navigation, mounted on a small "teardrop" base was fitted under the rear fuselage, offset slightly to port, with an additional short "whip" aerial aft of this. These aerials were fitted on all later Fw 190 variants.

The A-6 was outfitted in numerous ways with various sets, Rüstsätze (field modification kits); more flexible than the factory upgrade kits for previous versions, these field upgrade kits allowed the A-6 to be refitted in the field as missions demanded. At least 963 A-6s were built from July 1943 ending in April 1944, according to Ministry of Aviation acceptance reports and Focke-Wulf production books. In late 1943, the Erla Maschinenwerke's Antwerp factory designed a simpler rack/drop-tank fitting, which was more streamlined than the bulky ETC 501 and could be quickly fitted or removed. Several A-6s, A-7s and A-8s of JG 26 were fitted with these racks (one such aircraft was A-8 W.Nr.170346 Black 13 flown by Obstlt. Josef Priller during the Normandy invasion on 6 June 1944.)

Fw 190A-7

The Fw 190 A-7 was a production derivative of the Fw 190 A-5/U9 prototype, and entered production in November 1943. Production totaled only 80 aircraft before the advent of the Fw 190A-8. The A-7 had a maximum take-off weight of 8818lb (4000 kg). The A-7 was equipped with the BMW 801 D-2 engine, again producing 1,700 PS (1,677 hp, 1,267.5 kW). The BMW 801 D-2 is a two-row radial engine with fourteen cylinders. Designed to combat the USAAF's heavy bombers, the basic armament was upgraded to include two fuselage-mounted 13 mm (.51 in) MG 131s, replacing the MG 17s. Because the larger-breeched MG 131s had to be mounted further apart, the upper gun cowling, just in front of the cockpit, was modified with faired bulges and a new upper engine cowling was manufactured. This left insufficient room for the three cowling toggle latches, which were moved to the side panels. The rest of the armament fit stayed the same as earlier versions; two wing root-mounted 20 mm MG 151s and two outer wing-mounted 20 mm MG 151s. The Revi gunsight was updated to the new 16B model. The additional weight of the new weapon systems required strengthening of the wheels, adding a reinforced rim to better deal with typical combat airfield conditions. The A-7 was usually outfitted with the centerline-mounted ETC 501 rack. There were several major Rüstsätze for the A-7, many including Werfer-Granate 21 WGr 21 rockets. A total of 701 A-7s were produced from November 1943 to April 1944, according to Ministry of Aviation acceptance reports and Focke-Wulf production books.

Fw 190A-8

The Fw 190 A-8 entered production in February 1944, powered either by the standard BMW 801 D-2 or the 801Q (also known as 801TU). The 801Q/TU, with the "T" signifying a Triebwerksanlage unitized powerplant installation specifically for single-engined aircraft, was a standard 801D with improved, thicker armour on the front annular cowling, which also incorporated the oil tank, upgraded from 6 mm (.24 in) on earlier models to 10 mm. Changes introduced in the Fw 190 A-8 also included the C3-injection Erhöhte Notleistung emergency boost system to the fighter variant of the Fw 190 A (a similar system with less power had been fitted to some earlier Jabo variants of the 190 A), raising power to 1,980 PS (1,953 hp, 1,456 kW) for a short time. The Erhöhte Notleistung system operated by spraying additional fuel into the fuel/air mix, cooling it and allowing higher boost pressures to be run, but at the cost of much higher fuel consumption. From the A-8 on, Fw 190s could be fitted with a new paddle-bladed wooden propeller, easily identified by its wide blades with curved tips. A new outwardly bulged main canopy glazing format, more in the manner of a Malcolm hood rather than a bubble canopy, with greatly improved vision sideways and forward, had been developed for the F-2 ground attack model, but was often seen fitted at random on A-8s, F-8s and G-8s. The new canopy included a larger piece of head armor which was supported by reinforced bracing and a large fairing. A new internal fuel tank with a capacity of 115 L (30 US gal) was fitted behind the cockpit, which meant that the radio equipment had to be moved forward to just behind the pilot.

Externally, a large round hatch was incorporated into the lower fuselage to enable the new tank to be installed, and the pilot's oxygen bottles were moved aft and positioned around this hatch. A fuel filler was added to the port side, below the rear canopy and a rectangular radio access hatch was added to starboard. Other changes included an ETC 501 under-fuselage rack which was mounted on a lengthened carrier and moved 200 mm further forward to help restore the center of gravity of the aircraft. This fuselage would form the basis for all later variants of the Fw 190 and the Ta 152 series. The Morane "whip" aerial for the Y-Verfahren was fitted as standard under the port wing, just aft of the wheelwell. Nearly a dozen Rüstsätze kits were made available for the A-8, including the famous A-8/R2 and A-8/R8 Sturmbock models. The A-8/R2 replaced the outer wing 20 mm cannon with a 30 mm (1.18 in) MK 108 cannon. The A-8/R8 was similar, but fitted with heavy armour including 30 mm (1.18 in) canopy and windscreen armor and 5 mm cockpit armor. The A-8 was the most numerous of the Fw 190 As, with over 6,655 A-8 airframes produced from March 1944 to May 1945. A-8s were produced by at least eight factories during its lifetime.

Fw 190A-9

The Fw 190 A-9 was the last A-model produced, and was first built in September 1944. The A-9 was fitted with the new BMW 801S, called the 801 TS or 801 TH when shipped as a more complete Triebwerksanlage version of the modular Kraftei or "power egg" concept, unitized engine installation (an aircraft engine installation format embraced by the Luftwaffe for a number of engine types on operational aircraft, in part for easy field replacement) rated at 2,000 PS (1,973 hp, 1,471 kW); the more powerful 2,400 PS (2,367 hp, 1,765 kW) BMW 801F-1 was still under development, and not yet available. The armor on the front annular cowling, which also incorporated the oil tank, was upgraded from the 6 mm (.24 in) on earlier models to 10 mm (.39 in). The 12-blade cooling fan was initially changed to a 14-blade fan, but it consumed more power to operate and did not really improve cooling; thus BMW reverted to the 12-blade fan. The A-9 cowling was slightly longer than that of the A-8 due to a larger annular radiator within the forward cowl for the oil system. The bubble canopy design with the larger head armour was fitted as standard. Three types of propeller were authorized for use on the A-9: the VDM 9-112176A wooden propeller, 3.5 m (11 ft 6 in) in diameter, was the preferred option, however, many A-9s were fitted with the standard Vereinigte Deutsche Metallwerke (VDM) 9-12067A metal propeller and some had a VDM 9-12153A metal propeller with external, bolt on balance weights. The A-9 was also designed originally as an assault aircraft, so the wing leading edges were to have been armoured; however, this did not make it past the design stage in order to save weight. The A-9 was very similar to the A-8 in regards to the armament and Rüstsätze kits. A total of 910 A-9s were built between September 1944 and May 1945, mostly in Focke Wulf's Cottbus factory.

Fw 190A-10

A late-war attempt was made with the Fw 190 A-10, which was to have begun arriving in pilots' hands by March 1945 and was to be fitted with larger wings for better maneuverability at higher altitudes, which, due to internal space, could have allowed additional 30 mm (1.18 in) caliber, long-barreled MK 103 cannon to be fitted. The A-10 was to be powered by the 801 F engine. However, due to the priority given to the Dora variant of the Fw 190 and the new Ta 152, the A-10 never made it past the prototype stage.