EDIT:  A correction to the title. It should be the proposed Fw-190C variant (I think). The different V# are the prototypes.  I believe five were built. 

 

 

 

Origins - FW 190 C Prototype
The FW 190 V18 was designed and built as a prototype for the high-altitude FW 190 C, and in V18/U1 form it had the DB 603 A engine driving a four-bladed propeller. The FW 190 C was a projected high-altitude fighter that never came to fruition; even so five prototypes were completed, the FW 190 V18, V29, V30, V32 and V33. Each of these aircraft had DB 603 inline engines, annular radiators, Hirth 9-2281 turbochargers and four-bladed propellers. The FW 190 V18 was coded CF + OY and received a white outline Balkenkreuz and Hakenkreuz. By 1944 the project had been halted by technical problems and opposition to use of the DB 603 (which was needed for other aircraft types).  D. Donald, Warplanes of the Luftwaffe, Grange Books, Rochester, 2000, p.81

 

 

Scan10169cr.jpg

Scan10288.JPG

v18.jpg

Edited by CheapSushi
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As premium plane, maybe yes, why not.

Edited by Budgie_
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There's a lot of cool stuff going on with that Fw-190C (which I assume is the V18) variant.  

 

 

 

I assumed the bottom section was similar in usage such as the P-51 to take advantage of the "Meredith effect". 

 

 

 

The Meredith Effect is a phenomenon whereby the aerodynamic drag produced by a cooling radiator may be offset by careful design of the cooling duct such that useful thrust is produced. The effect was discovered in the 1930s and became more important as the speeds of piston-engined aircraft increased over the next decade. It has also found application in Formula One racing cars, where ultimate performance is required.

 

p-51.jpg

 

And better cooling

 

 

mustang-11.jpg

 

But from reading, the bottom part is mentioned as being a turbocharger:

 

 

Focke-Wulf then concentrated on an improved high-altitude fighter variant, the "FW-190C", with the DB-603 inline engine. Following an initial prototype adapted from an FW-190B, six FW-190C prototypes were built. They featured a DB-603 inline engine, an annular radiator that gave the engine some appearance of a radial installation, and a four-bladed propeller. The six final prototypes featured an elaborate turbocharger installation, with two fitted with a Hirth 9-2281 turbocharger and four with a DVL TK-11 turbocharger.  

 

The turbocharger scheme had some similarities to that on the US Republic P-47 Thunderbolt but wasn't as clean, resulting in a large assembly on the belly that gave the type the nickname "Kangaruh (Kangaroo)", since it suggested a kangaroo's pouch. The program was finally abandoned in the fall of 1943, the turbocharger systems having proved unreliable.
 

turbo_2.jpg

 

 

Also the front of it looks like they use an annular radiator:

 

post-5311-1230408382.jpg

 

 

 

The exhaust pipes (top one) does give the impression of it using the Meredith effect though:

FW190C.jpg

 

cleaver190cf.jpg

Edited by CheapSushi
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Any performance data ? It would be lovely if it was next great high alt interceptor.
Hell we could use second premium next to D-13..

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Here's another site that talks about the C model.  I should have named the thread Fw-190C variant but I'm learning more as I go! =D

From the reading, it sounds like, if put into WT, it would be a lower BR than the D series but higher than the A-8 because of better high altitude performance (engine). 

 

 

http://www.fockewulf190.net/uk/fockewu/develuk/fwcuk.htm

 

 

 

The Fw190C
 

The project of Fw190C was launched against the opinion of Technische Amt (Engineering departments of the RLM), especially because K.Tank wanted to equip it with engine DB603 to 12 cylinders on line. This engine, competitor direct of Jumo 21Á which had the preferences in high place, was developed by Daimler Benz without the directives of the technische Amt and in fact found itself classified as "undesirable" in the programs of Luftwaffe (and one little easily to imagine that the reasons of this attitude are not technical...). K.Tank, being known in position of force, did not hold any account of the opinion of its detractors and launched this program. The program of Fw190C was officially launched in July 1942, by the taking away and the modification of N° 0036 which was redésigné V13. This prototype, equipped with a DB60Á developing 1750 CV with takeoff was ready to fly in September. It had a long cap which covered an annular radiator, an oil radiator imposing under the cap and the wings had been advanced to rebalance the plane. V13 like V15 and V16 were mainly used to perfect the  installation of the engine and were not pressurized. 

 

Others were built, the V19 prototypes in V21 prototypes for the Fw190C-1 series, and V25 with V27 for the series Fw190C-2. The latter was to be pressurized and armed with 2xMG152/20 in the roots of wings and 2xMG131 with cap. The V16 prototype equipped with a compressor Daimler Benz "standard G" was tested in Langenhagen at the end of November 1942 and immediately gave satisfaction from the point of view of the performances. It went up to 12200 meters with a climbing speed of 22 m/s and reached 724 Km/h in smooth configuration with 7000 meters. Although promising, these performances were declared unsatisfactory for Technische Amt which suddenly claimed a practical ceiling of 13700 meters. In order to meet this new requirement and to improve the performances of the DB603, K.Tank asked its engineers to study the installation of a turbocompressor pulled by exhaust pipes. Solicited manufacturers of turbine, Hirth and DVL (Deutsche Versuchsanstalt für Luftfahrt) although they already missed at that time steel alloys able to tolerate high temperatures, obtained appropriations to carry out tests of assembly of gas turbine. The first apparatus with being equipped was the prototype V18 (N° 0040), equipped with standard a Hirth turbine 9-2281 this prototype had the appearance of V16, and, was equipped with a four-bladed propeller VDM, the turbo compressor was gone up under the fuselage (practically under the pilot).

 

A bulky air intake allowed the aspiration of the air to be compressed which was then sent by a conduit to the compressor of the DB603. the drive was carried out by the exhaust fumes which arrived thanks to 2 pipes of strong diameter which connected the pipes of exhaust, followed the connection wing/fuselage and disappeared with the back from the compressing group, after having actuated the turbine the exhaust fumes left directly under the compressing block. The prototype redésigné for the Fw190V18/U1 occasion (are nickname was "Känguruh") was registered CF+OY and made its first flight on January 25, 1943 with Hans Sander head pilot of Focke Wulf to the orders. Eleven other flights followed one another quickly and the pilot considered it unstable in rise and piqué, very difficult to compensate, of the significant vibrations in several flight envelopes, the overheating of the oil of the engine and the lack of performance of the turbocompressor with several ruptures of blades. In order to cure the defects, the engineering and design department supervised itself the construction of 5 other V29 prototypes in V33 (see summary table) between February and May 1943 of which several accepted standard turbines DVL TK11 which did not make any improvement. During this time, the tests continued intensively with the V18/U1 which ends up reaching 680 Km/h with 11000 meters. In April 1943 one of Fw190C was compared with Fw190 of series equipped with an improved device GM1, and, these tests were not in favour of the FW with Hirth turbocompressor! At the same time the RLM reconsidered its decision and expressed their disinterest for the series C and asked for the acceleration of program of the series D engine Jumo213A.

Edited by CheapSushi
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Ooooo I would like to fly in this! Its plane from my dreams :Os FW190A and P51 in one plane :Os sexiest plane ever!

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Ooooo I would like to fly in this! Its plane from my dreams :Os FW190A and P51 in one plane :Os sexiest plane ever!

And with the Tempest II's nose :D

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The C model's use of the longer DB 603 engine required more extensive changes to the airframe. As the weight was distributed further forward, the tail of the aircraft had to be lengthened in order to maintain the desired centre of gravity. To test these changes, several examples of otherwise standard 190 As were re-engined with a supercharged DB 603 to experiment with this engine fit, V13 (W.Nr. 0036) with the 1,750 PS 603A, the similar V15 and V16, a 1,800 DB 603 E being fitted to the latter after a time. With this engine, the V16 was able to reach 725 km/h (450 mph) at 6,800 m (22,310 ft), a considerable improvement over the 650 km/h (400 mph) at 5,200 m (17,060 ft) of the basic A models. V18 followed, the first to feature the full high-altitude suite of features, including the pressurized cockpit, longer wings, a 603G engine driving a new four-blade propeller, and a Hirth 9-2281 turbocharger. Unlike the experimental B models, V18 had a cleaner turbocharger installation, running the required piping along the wing root, partially buried in the fillet, and installing both the turbocharger air intake and intercooler in a substantially sized teardrop shaped fairing under the cockpit. This "pouch" led to the "Känguruh" (Kangaroo) nickname for these models. V18 was later modified to the V18/U1, with a "downgraded" 603A engine, but a new DVL turbocharger that improved power to 1,600 PS at an altitude of 10,700 m (35,105 ft). Four additional prototypes based on the V18/U1 followed: V29, V30, V32 and V33.

 

128329-11185.jpg?nr=72033&company=mpm&na

 

Gotta go fast!

Edited by Comett
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The Ta-152 was the evolution of this design. So it seems that this variant didn't perform that well. But it would still be amazing to fly in game.

 

This project came to nothing, and it was decided to convert the airframe to Ta 152H standard as part of the H-series prototype "family", but it only left the prototype shop as series production was starting, and was not used in any testing. It was used instead for pilot familiarisation, and a new wooden tail was fitted after damage sustained in a take off crash on on 23rd December 1944. (Incidentally, Ta 152H series production started after the prototypes had made just 30 hours and 52 minutes of test flights in total.

 

 

I found an author that says he has performance information about the aircraft in his book. The different V#'s prototypes tested different engines. I'm not sure if there was actually a standard in testing the C series.  Some articles mention a Jumo engines and other something else.

 

http://www.amazon.co.uk/Die-Focke-Wulf-H%C3%B6henj%C3%A4ger-H%C3%B6henj%C3%A4ger/dp/3925480692

 

As far as I know it exist no photograph from the cockpit of the Fw190V18U1. The book contains various photos of the machine, also two diagrammes of the flight performances and a summary of the test results.
The book contains also the complete Focke-Wulf construction description Nr. 252 from 17.8.1942 about the Fw 190 with DB603 and an exhaust turbocharger.  The maximum turbocharger rpm was 19000. At 10 200 m height activated the overspeed trip unit and over this height the constant rpm was 19600. The turbocharger switched on automatically.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                             

It was planned to built 6 experimental models for the "Höhenjäger 2", four of them, the Fw190V18U1, Fw190V29, Fw190V30 and Fw190V31 were realised.
The changes referred primarily to the installation of the turbine. The Fw190V29-V31 got greater wings with a span of 12,3 m and a pressurized cabin.

 

-Dietmar Hermann

 

 

This image below is from a Russian model kit, so many the information is deep in some book somewhere.

 

fw190v18-2.gif

190C-Pic01s.jpg

 

jpyMHmg.jpg

Edited by CheapSushi
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I would go for this clamorous necro, but at current stats it could be interesting.

 

Germany misses high-end super-props, especially now that USA has the infamous P-51H. This beast could be a faster and more powerful plane than the almighty D12 (or D13), like an high-height fighter.

 

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46 minutes ago, antiago said:

I would go for this clamorous necro, but at current stats it could be interesting.

 

Germany misses high-end super-props, especially now that USA has the infamous P-51H. This beast could be a faster and more powerful plane than the almighty D12 (or D13), like an high-height fighter.

 

 

No, it couldn't be. It's still just a 1750 hp engine driving an airframe weighed down with a bulky, external turbocharger system.

 

That said, there were Fw 190Cs that could have fought the P-51D on even, maybe even slightly advantageous terms (in 1942!), but thanks to Messerschmitt's machinations, Tank's design was never prioritized to receive the DB 603, which Messerschmitt funneled into their Me 410.

Edited by PainGod85
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