I was doing some tests with the Fw 190 A-1, A-5, and A-8 on the desert map test drive, and of the three, the A-8 gave me the most trouble. When the oil temperature was at 85 degrees Celsius for more than 20 minutes, it would overheat to the point where I couldn’t lower the temperature even by reducing the power to 0%. I had to turn off the engine to cool it down, only for it to overheat again after a while when I restarted it. But as I said, I didn’t experience this in actual matches. I don’t know if it was because the maps weren’t desert-themed, but I didn’t have any problems.
3 Likes
doesnt overheat for some reason
only one with problems together with the A-4
(on paper you can also at least let this happen with a fw190d12 without the radiator uprgrade but youd need to wep like nearly an entire match for that to happen)
2 Likes
It’s curious that the model that by far had the most temperature problems is the one that gets the least hot.
This is a bit off topic from this thread, but I’m going to present evidence here that definitively shows the Fw 190 FM is broken.
I expected that a sharp turn would cause the left wing to stall, leading into a left roll and then a spin, so I immediately tried to recover. However, as you can see in the video, the aircraft flipped 180 degrees into an inverted, hanging like state.
From there it started rotating to the right just like a helicopter. It makes absolutely no sense. Neither counter torque nor kinetic energy is involved.
Also, while checking other replays I confirmed that unnatural sideslip occurs during low-speed turns.
This inexplicable spin phenomenon can also be confirmed on the Do 335. In fact, the Do 335 FM is even worse.
3 Likes
I dunno about that. When I do passes on people below me, I connect a lot of shots solely thanks to the roll rate, making me feel like “butcher bird” is a very deserved nickname for the plane.
it probes that you’re a very nice fighter.But that doesn’t change the fact that the Fw 190 A-5 got over-nerfed
1 Like
I don’t think there’s anything inherently wrong with this. In reality, the Fw 190 family’s high wing loading did hurt its low-speed handling. The problem lies in Gaijin’s selective realism—the Fw 190 A-5 and its later variants were well known for their excellent cooling, yet in the game, the A-5’s cooling performance is extremely mediocre.
1 Like
Yeah, the FW190A series FMs are shit beyond comprehension especially in full real control. I don’t think this is realistic in any meaningful ways. Anyway, the stall behavior and AoA pull is abysmal. Any other flight sims don’t make FW190 fms like this. I’m so used to Fw190 flying like this in war thunder solely because I only play War thunder and for years I’m seeing this exact plane. We just collectively stopped questioning if this is realistic or not. Even then, the cooling issue is not something to be underlooked. It has forced cooling fans to enhance the cooling, the HP consumption varied with the flight speed&altitude, taking 80hp away from the propellers just to cool the engine. Instant overheating is just… insane. Not to mention other radial engines having borderline physically impossible cooling efficiency. We shouldn’t disregard the fact real aircraft ran on 50~100% throttle the most time, and the use of WEP is limited to situations, like during a combat and take-off&climb. So expecting WEP to be sustainable in terms of cooling the engine is wrong to begin with, the selective realism here is showing. It’s just that La-5, XP-50 are factually wrong in the efficiency. Especially Japanese radials without water injection in general should be overheating more quickly. It’s a relative thing. Or rather, literally 95% of radials in game.
3 Likes
What I assume is that Gaijin can’t regulate the AoA of the vehicle in mouse aim during a roll maneuver. So that the only way to make FW190 flyable in mouse aim is to restrict AoA and lower the peak lift AoA, so that it won’t tip stall. In full real control, you actively reduce the pitch before rolling to prevent a snap roll. I know the root and tip incidence of the wings and the spar twist of Fw190. Doesn’t mean shit when the aircraft enters an uncontrollable tail heavy flat spin at 13AoA. Sure, loading the extra fuel allows for more AoA by +2, but the extra 300kg fuel weight worsens the performance. Whatever, the FM is just broken. Spitfire too. I’m sad about the current spitfire FM with the messed up lift and CoG placement. Why are the spitfire wings having different lift coefficient for the same wing type btw?
1 Like
Haven’t you watched the video I posted?
In the video, the Fw 190 A-5, while falling, has its nose rotate 180 degrees downward and maintains an inverted hanging position for several seconds.
Such a phenomenon cannot occur in an airplane whose center of gravity is close to the nose.
It might be possible with a very lightweight Extra EA-300 that has a high power-to-weight ratio, but as you said, the Fw 190 is a high wing-loading aircraft, so the phenomenon in the video is odd.
2 Likes
I see it now, the lack of propwash. The same shit for N1K. Even with high root incidence, the propwash forces a local flow angle to be lower, the high speed wake energizes the surface so that the low AoA wing stall won’t be imminent at low speed. This game doesn’t have a proper propwash interaction on the main wings so. I think this is the definitive answer to the shitty turn performance. The wing area near the tip is still seeing the low angle, resulting in overall low lift coefficient(the entire wings are averaged in the fm). This is probably where the turn performance issue is stemming from.
1 Like
I’m really sorry, I honestly didn’t watch the video because I don’t have a compatible player.😭
I’m starting to doubt whether you’re even really human…
wtf You talk to me like that and it really breaks my heart