My experience with FW 190

[Gambit21]

Keeping some altitude in the bank is definitely a must.

It's not going to shine for the most part on the Lapino map unless you're patient and go spiral climb beyond

your base for a while like I tend to do. 

 

It doesn't reward bulldogish behavior like the Yak will (if you know what you're doing) it rewards a smart pilot who plans, and

knows when to get out of Dodge. 

 

It's not the 'death from above' aircraft that it was in the old IL2 - control surface authority is severely limited at higher speeds, so those diving

750 kph snap shots are not possible anymore.

When you see '620kph', you'd better not be nosed 90 degrees into the deck, and you'd better be pulling up.

[II/JG17_HerrMurf]

I'm waiting for good bomber missions for this aircraft to really shine. I've shredded a couple of solo Pe's and Il's in airquake and it whets my appetite for larger formations.

 

Conversely, I've also had my @## handed to me trying to fly it in a dogfight like a 109 against single engine fighters. I stopped lawndarting after the first day once I figured out my horizontal stab authority and critical descent rates. Although, I still have had some close calls diving through those awful Russian clouds.

[Gambit21]

Yeah getting together with a few other pilots and attacking a convoy will be good fun.

I think in it's current state, staying high and fast and waiting for a target of opportunity is the ticket, then just blowing through

if you miss, at least of there are multiple hostiles around. 

 

Not really the real life reputation of this bird though.

My suspicion is, and it's simply my own subjective opinion and therefore meaningless...

The 109 might be a tad too good, the 190 maybe should be a hair better.

[II/JG17_HerrMurf]

Roll rates need to be looked at for all aircraft but the Bf "feels" fine other than rudder authority, which doesn't bother me. I think the Fw FM needs to be tweaked a little (ground handling/horiz stab authority) but purely speculative on my part. I can learn to love it with time.

[Leaf]

OK, so it can outmanoeuvre me and outclimb me. That means that once I've got the same energy as him, I can only run and hope he gives up? 

[Finkeren]

OK, so it can outmanoeuvre me and outclimb me. That means that once I've got the same energy as him, I can only run and hope he gives up?

Welcome to the world of a La-5 pilot one week ago.

[II/JG17_HerrMurf]

"The legs feed the wolf (Wulf) boys."

 

Point her downhill and run like h#!! Then a shallow climb once you've gained a little breathing room.

 

It illustrates the absolute need for wingmen. All of these aircraft are fairly close in performance. Even the LaGG can be formidable in the right hands and with a surplus of E. Always bring friends to a gun fight.

[Finkeren]

Btw a lot still depends on the pilot. I've flown LaGG and managed to turn the tables on a 109 who got the jump on me.

 

Likewise I've been completely outflown in the 109 against some great LaGG and La-5 pilots.

Edited July 30, 2014 by Finkeren

[Sunde]

I think its completely possible to perform well in the Focke Wulf at the moment, however i do not think the devs did a good job at making the aircraft. They gave it a slower climb speed than what it had in reality. It was know for great controle at low speeds, now its more like its trying to kill itself at speeds below 300kmh. Atleast this is what i'v been able to read on the internet, obviously i cant tell if what i read is the truth. I do know that the FW was a formidable aircraft. And it sure is in BOS aswell. 

[Valok]

Flaps on full at that speed!  Should that be possible or desirable?

Possible? No idea. Desirable? For me at least I'd say yes. After 700Km the FW locks really hard and flaps have already saved my life more than once after some miscalculated dives.

[Uriah]

I just took up the 190 for the first time in this game just moments ago.  My first impression was the how restricted the cockpit is.  And it was good thing someone here mentioned to use full throttle to stay straight on the runway.  Starting out slow just makes one an ice skater.  But boy does it take to the sky in a hurry.  It seemed easy and stable to fly.  And after a few tries easy to land.  With such a few and such power think hit and run surprise is the only way to fight with it.  I prefer turn and burn.

[Leaf]

I just took up the 190 for the first time in this game just moments ago.  My first impression was the how restricted the cockpit is.  And it was good thing someone here mentioned to use full throttle to stay straight on the runway.  Starting out slow just makes one an ice skater.  But boy does it take to the sky in a hurry.  It seemed easy and stable to fly.  And after a few tries easy to land.  With such a few and such power think hit and run surprise is the only way to fight with it.  I prefer turn and burn.

 

That's how I think I'm going to fight it. Bit difficult considering the current race-in-and-kill-everything-quick multiplayer; but still the most sensible (&safe) way to fly it.

[303_Kwiatek]

It's not the 'death from above' aircraft that it was in the old IL2 - control surface authority is severely limited at higher speeds, so those diving

750 kph snap shots are not possible anymore.

When you see '620kph', you'd better not be nosed 90 degrees into the deck, and you'd better be pulling up.

 

Pity that for now it only affect Fw 190.  Rest BOS planes have no problem with high speed dives and pull up. Not mention that russian fighters have too high maximum safe dive speed  - all could keep 750 IAS without damage even if some got  Vne 650 km/h IAS.

Edited July 31, 2014 by Kwiatek

[Brano]

Pity that for now it only affect Fw 190.  Rest BOS planes have no problem with high speed dives and pull up. Not mention that russian fighters have too high maximum safe dive speed  - all could keep 750 IAS without damage even if some got  Vne 650 km/h IAS.

I don´t remember myself flying any soviet fighter at 750km/h without losing some substantial part of my crate.Best would be to do some tests and maybe make some videos later this evening to serve as evidence.Written statement does not work as objective evidence.

 

Btw Fw190 experience and recomendations that some guys posted here (Finkeren,HerrMurf) are coresponding with actual soviet combat reports.LW pilots always tried either head-on passes or quick slashing attacks with height advantage.If not succesful,they mostly disengaged and either flew away or created distance and thought over next manouver.

Edited July 31, 2014 by Brano

[Wulf]

Pity that for now it only affect Fw 190.  Rest BOS planes have no problem with high speed dives and pull up. Not mention that russian fighters have too high maximum safe dive speed  - all could keep 750 IAS without damage even if some got  Vne 650 km/h IAS.

 

 

Yeah, bit weird frankly.  As far as I can tell, the only two fighters in the game that lose elevator authority in a dive, are the German ones.  They should lose elevator authority of course (although I'm not sure the current values are strictly correct) but so should the Russian machines.  And roll rate, which should be exceptional in the 190 and better than average on the 109 is pretty much no better or worse than what's available in any of the Russian aircraft.

 

I trust this situation will be subject to some sort of fine tuning process prior to general release otherwise we just have some sort of lop-sided Tai Fighter game.. 

[6./ZG26_5tuka]

La-5 also loses great amounts of elevator authority apparently and shouldn't be dived steeply above 620km/h either. Unlike the 190 is doesn't feauture a moving stabilezer, whic is why it is somewhat inferiour in comparison.

 

Make sure to trim your stabilizer at high to full upward deflection, than push into a dive and you'll be able to pull out fine (infact the electrical stabilizer is moving very slow, so be sure to set it in time).

If it still isn't enought ditch your flaps shortly to assist you once pulling out, they work fine even at higher speeds (also moving slowly so yea set them in time).

Edited July 31, 2014 by [Jg26]5tuk4

[Matt]

It always surprised me how the flaps would cause the nose to pitch up in these planes.

[Brano]

I think in this case they act more like airbrakes then lift changers.

[RydnDirty]

Okay the biggest advantage the FW190 has is attack speed ! Top speed in a dive it can happily do 800km/h plus and no Russian play can stay on your tail at that speed.

 

Also your engine makes better power than the Russian planes above 4000m. So once you're over that height you are safe .

 

That is all you need to win every time...

 

You start out very high. You always need the height advantage.  You dive down and attack at 800km/h. you hit and kill him and that's that, or you miss and go straight back up.  There is no way your target can follow you back up. no way!

He does not have the energy. Once you are back above 4000m out run , or out dive him. So the trick is to start with the E advantage and never loose it. stay fast and vertical.

 

I like it because it is more challenging than the Bf109. If you screw up and loose your E you are in trouble . The Bf109 can just run and climb away anytime.

[Wulf]

Okay the biggest advantage the FW190 has is attack speed ! Top speed in a dive it can happily do 800km/h plus and no Russian play can stay on your tail at that speed.

 

Also your engine makes better power than the Russian planes above 4000m. So once you're over that height you are safe .

 

That is all you need to win every time...

 

You start out very high. You always need the height advantage.  You dive down and attack at 800km/h. you hit and kill him and that's that, or you miss and go straight back up.  There is no way your target can follow you back up. no way!

He does not have the energy. Once you are back above 4000m out run , or out dive him. So the trick is to start with the E advantage and never loose it. stay fast and vertical.

 

I like it because it is more challenging than the Bf109. If you screw up and loose your E you are in trouble . The Bf109 can just run and climb away anytime.

 

 

Hmmm ... I'm not so sure.  In my experience, at anything like 800kph your elevator will be locked solid so not only will you not be able to correct your aim, or regain altitude, but you'll go straight into the deck like a nuclear powered ballista bolt.  

[Leaf]

So sofar we've established a few things:

 

(i) Roll rates across the board are so high that the FW 190 doesn't stand out as much as it should

(ii) Only Luftwaffe planes have control lock-up at high speeds, which seems a little unfair

(iii) As in another thread there seems to be quite a spread in data regarding the FW 190's performance

(iv) Dive speeds for VVS planes may be a tad too high (?)

 

Regarding tactics: if you haven't got an altitude advantage, don't engage, just run.

Edited July 31, 2014 by LeafyPredicament

[SeriousFox]

Regarding tactics: if you haven't got an altitude advantage, don't engage, just run.

 

RoF all ove again 

[Wulf]

So sofar we've established a few things:

 

(i) Roll rates across the board are so high that the FW 190 doesn't stand out as much as it should

(ii) Only Luftwaffe planes have control lock-up at high speeds, which seems a little unfair

(iii) As in another thread there seems to be quite a spread in data regarding the FW 190's performance

(iv) Dive speeds for VVS planes may be a tad too high (?)

 

Regarding tactics: if you haven't got an altitude advantage, don't engage, just run.

 

 

Although I believe a significant amount of fine tuning is still required to get the various models as right as they can reasonably be, I don't think anyone could reasonably expect to overcome a serious tactical disadvantage if the opposing pilots are equally skilled. 

 

If you happen to look up and see a swarm of enemy aircraft looming above you, well, your probably going to be royally screwed no matter what you're flying.  Air combat is essentially about tactics and of course, in WW 2 no one in their right mind would willfully engage an enemy with a clear tactical advantage unless that was the only course of action available.  Maybe in war comics you would or in the movies but not in real life.  So, yeah, run like hell.

[donkeycods]

The biggest thing I've noticed with the 190 is you absolutely must make coordinated turns (i.e. rudder and aileron coordinated to reduce yaw and "sliding" out of the turn).  If you fail to fly coordinated when turning or doing more vertical maneuvers, you will stall, and probably spin.

[Matt]

The controls on the Russian planes definately lock-up aswell at about the same speed, but maybe it's not as apparent because the terminal velocity of the Russian planes is lower than that of the German fighters (and probably too high for all planes, i got close to 1000 km/h TAS in a 109 which i can't really believe would be possible) and maybe because the German planes maneuver more often at such high speeds (when boom&zooming).

 

You can pull out of a high speed dive with locked-up elevator by using trim/adjustable stabilzer, though you have to be careful not to lose your wings. That's also true for all planes.

[303_Kwiatek]

Vne for russian planes from original russian manuals:

 

Lagg3  ( 1943)  -   600 km/h IAS

 

LA 5  ( 1942)  -   625 km/h IAS

 

La5 FN (1944) -  650 km/h IAS

 

I know also from book wrote by one of Normande Niemen French pilot that their Yak-3 at 750 km/h IAS in dives there were seriously wing damages which cost life a few French pilots. So they avioided dives above 700 km/h IAS.

Edited July 31, 2014 by Kwiatek

[MiG21bisFishbedL]

Vne for russian planes from original russian manuals:

 

Lagg3  ( 1943)  -   600 km/h IAS

 

LA 5  ( 1942)  -   625 km/h IAS

 

La5 FN (1944) -  650 km/h IAS

 

I know also from book wrote by one of Normande Niemen French pilot that their Yak-3 at 750 km/h IAS in dives there were seriously wing damages which cost life a few French pilots. So they avioided dives above 700 km/h IAS.

Those Vne figures might not be hard limits. They may just be "Hey stupid, don't go past this IAS." You keep lower than it actually is to allow operators some wiggle room and so they don't panic if they near that speed, or if they do panic, they still have a decent way to go before the chance for structural damage becomes a guarantee. I just tried all three VVS fighters and all 3 suffered structural damage between 700kmh and 800kmh, with damage seeming to be more likely with lower altitudes.

 

EDIT: I just pegged the ASI in the 190 in a dive from 6000M, pulled out below 500 and it was a lot better than I thought I would be. Considering that any pursuing VVS fighter would've torn apart in the dive alone, I still fancy the Butcher bird in the dive game.

Edited July 31, 2014 by MiG21bisFishbedL

[Mac_Messer]

At this stage I'm using all four cannon.  I'm doing this because I can't really employ any additional agility that comes with reduced weight, because of the visibility issues already mentioned.   The increased 'lead in the air' does, however, increase the potential for a crippling hit so, I'm going with that.  Typically I try to use my cannon in high angle-off deflection shots by putting a wall of (death) projectiles out in front of an enemy as he crosses my nose.

You`d have to evaluate the effectiveness of the outer MGFF cannons. Not very good on the Emil and I sincelery doubt they score most of the 190 kills.

 

As for the first post.

We need to wait a bit to let the 190 come into context of online sorties. It should be a great aircraft when given the opportunity to fly in teams and missions that suit it. We can`t do that in airquake servers.

Edited July 31, 2014 by Mac_Messer

[Uriah]

So I'm thinking I see this 190 dive down on some poor fellow.  I am lower altitude then the 190 but higher than the poor fellow.  I consider the likely path of the 190 and fly to where he is likely to climb up and be ready give him some little gifts.

[Wulf]

I managed to dive to 1050 km/h in the fw190 and still have control over the plane. Actually can retain fine control up to 850 km/h, but that's the same for the bf109 so nothing impressive for that. Both the fw190 and the bf109 breaks at the same speed. I think the main problem is that for the role the fw190 is supposed to be doing, the bf109 perform all those tasks better and the only advantage is increased firepower. It is definately not the high-speed performer like in all the other sims.

 

 

I don't understand.  You say you dived the 190 at 1050 kph and still had control and yet you then go on to say it isn't the high speed performer it is in other sims!!!!    

 

Gee ...when I fly the thing I lose the ability to change direction at about the 700 kph mark.  

[LegioX]

Fw-190 can make a tight turn if you drop the 1st notch of flaps for a couple of seconds. I use it to do tight loops or get that extra "lead" on the target while doing a high speed attack, while they are banking either right/left.

[SeriousFox]

I hate the fact that at the current stage of build, everyone can spam flaps regardless of their speed.

[6./ZG26_Gielow]

BMW engine battle damage is horrible. One shot and you are out    It doesnt look sturdy like a radial engine should be in theory :/

[II/JG17_HerrMurf]

I hate the fact that at the current stage of build, everyone can spam flaps regardless of their speed.

They solved the Soviet flaps to some extent in this regard. Isn't the first position a combat setting in the Fw? What would their typical deployment envelope be? I honestly do not know.

[startrekmike]

BMW engine battle damage is horrible. One shot and you are out    It doesnt look sturdy like a radial engine should be in theory :/

 

 A cannon shot can really mess up just about any engine to be honest, radial or liquid cooled.

 

  The radials tended to have good durability against machine gun or other small arms fire but a cannon round is no joke, it will mess up whatever it hits pretty badly.

[Wulf]

The following is an extract from Captain Eric Brown's Book, Wings of the Luftwaffe.  Some of you will have a copy and others not.  I found this particular extract on another forum.

 

Although there will be those who say the A-4 Brown was flying was 'de-rated' or 'tired' or had the wrong spark plugs or whatever, this is probably the very best account we will ever have of what it was actually like to fly a FW 190 A series aircraft at combat speeds.  Eric Brown was a combat and test pilot with immense experience, possibly unparalleled when it comes to Luftwaffe aircraft.   

 

 

 

The AFDU trials confirmed what the RAF already knew - that the Fw 190 was a truly outstanding combat aircraft. They also produced vitally important information which went some way towards restoring the situation in so far as the RAF was concerned and in eradicating something of the awe in which the Focke-Wulf had come to be held by Allied pilots. It was concluded that the Fw 190 pilot trying to “mix it” with a Spitfire in the classic fashion of steep turning was doomed, for at any speed -even below the German fighter's stalling speed- it would be out-turned by its British opponent . Of course the Luftwaffe was aware of this fact and a somewhat odd style of dogfighting evolved in which the Fw 190 pilots endeavoured to keep on the vertical plane by zooms and dives, while their Spitfire-mounted antagonists tried everything in the book to draw them on to the horizontal. If the German pilot lost his head and failed to resist the temptation to try a horizontal pursuit curve on a Spitfire, as likely as not, before he could recover the speed lost in a steep turn he would find another Spitfire turning inside him! On the other hand, the German pilot who kept zooming up and down was usually the recipient of only difficult deflection shots of more than 30 deg. The Fw 190 had tremendous initial acceleration in a dive but it was extremely vulnerable during a pull-out, recovery having to be quite progressive with care not to kill the speed by 'sinking' ”

[...]

“ I recall clearly the excitement with which I first examined the Focke-Wulf fighter; the impression of elegant lethality that its functional yet pleasing lines exuded. To me it represented the very quintessence of aeronautical pulchritude from any angle. It was not to my eye, more beautiful than the Spitfire, but its beauty took a different form – the contrast being such as that between a blonde and brunette!”

[...]


"My first opportunity to fly the Focke-Wulf did not arise until 4 February 1944, the actual aircraft being the previously-mentioned Fw 190A-4/U8 PE882. This fighter had seen a lot of flying from the RAE and was destined, 10 weeks later, to be transferred to N° 1426 Flight at Collyweston with which it was to fly until 13 October 1944, when, after a fire in the air it was to crash on the road between Kettering and Stamford, demolishing there three walls before coming to rest in the garden of a house. On this cold February morning at Farnborough, however, the sad demise of this particular Focke-Wulf was still some way into the future, and despite the substantial number of hours that it had flown since reaching British hands, it gave every impression of youthfulness.

The BMW 802D engine was started by an inertia starter energized by a 24-volt external support or by the aircraft's own battery. The big radial was primed internally, both fuel tanks and pumps selected ON and the cooling gills (sic?) set to one-third aperture. We had found that the BMW almost invariably fired first time and emitted a smooth purr as it ran, such being the case on this particular morning, and once i had familiarized myself with the self-centering tailwheel – a feature that had been criticized by some AFDU pilots – I found taxying the essence of simplicity as the fighter could be swung freely from side to side on its broad-track undercarriage. Furthermore, the brakes were very good, although the view with the tail down left much to be desired.

I soon felt completely at home in the cockpit. After lining up for take-off, I moved the stick to an aft position in order to lock the tailwheel, applied 10 degrees of flap, set the elevator trimmer to neutral and the propeller pitch to AUTO and gently opened up the engine. I encountered some tendency to swing to port but easily held this on the rudder, and using 2,700 rpm and 23.5 lb (1.6 atas) boost, found the run to be much the same as that of the Spitfire Mk IX. Unstick speed was 112 mph (180 km/h) and after retracting the undercarriage by depressing the appropriate button, I reduced boost to 21.3 lb (1.45 atas) and at 143 mph (230 km/h) activated the pushbutton which raised the flaps. I then set up a climbing speed of 161 mph (260 km/h) using 2,500 rpm and this gave a climb rate of 3,150 ft/min (16m/sec).

A remarkable aspect of this fighter was the lack of retrimming required for the various stages of the flight. There was no aileron trimmer in the cockpit, but if the external adjustable trim tab had been inadvertently moved as a result, for example of a member of the groundcrew pushing against it, an out-of-trim force of considerable proportions could result at high speed. Decidedly the most impressive feature of the German fighter was its beautifully light ailerons and its extremely high rate of roll. Incredible aileron turns were possible that would have torn the wings from a Bf 109 and badly strained the arm muscles of any Spitfire pilot trying to follow. The aileron maintained their lightness from the stall up to 400 mph (644km/h), although they heavied up above that speed.

The elevators proved to be heavy at all speed and particularly so above 350 mph (563 km/h) when they became heavy enough to impose a tactical restriction on the fighter as regards pull-out from low-level dives. This heaviness was accentuated because of the nose-down pitch which occurred at high speeds when trimmed for low speeds. The critical speed at which this change in trim occurred was at around 220 mph (354 km/h) and could easily be gauged in turns. At lower speeds, the German fighter had a tendency to tighten up the turn and I found it necessary to apply slight forward pressure on the stick, but above the previously-mentioned critical figure, the changeover called for some backward pressure to hold the Focke-Wulf in the turn.

At low speeds rudder control proved positive and effective, and I found it satisfactory at high speeds, seldom needing to be used for any normal manoeuvre. It was when one took the three controls together rather than in isolation that one appreciated the fact that the Fw190's magic as a fighter lay in its superb control harmony. A good dogfighter and a good gun platform called for just the characteristics that this German fighter possessed in all important matters of stability and control. At the normal cruise of 330 mph (530 km/h) at 8000 ft (2400 m), the stability was very good directionally, unstable laterally, and neutral longitudinally.

Some penalty is, of course, always invoked by such handling attributes as those possessed by the Fw 190, and in the case of this fighter the penalty was to be found in the fact that it was not at all easy to fly on instruments. Of course, Kurt Tank's aircraft was originally conceived solely as a clear-weather day fighter. It is significant that all-weather versions were fitted with the Patin PKS 12 autopilot. I checked out the maximum level speed of my Fw190A-4/U8- which incidentally, had had its external stores carriers removed by this time- and clocked 394 mph (634 km/h) at 18,500 ft (5640 m), and I ascertained that the service ceiling was around 35,000 ft (10 670 m), so it matched the Spitfire Mk IX almost mile per hour and foot per foot of ceiling. Here were apparently two aircraft that were so evenly matched that the skill of the pilot became a vital factor in combat supremacy. Skill in aerial combat does, however, mean flying an aircraft to its limits, and when the performance of the enemy is equal to one's own, then the handling characteristics become vital in seeking an advantage. The Focke-Wulf had one big advantage over the Spitfire Mk IX in that it possessed an appreciably higher rate of roll, but the Achilles Heel that the AFDU had sought with Armin Faber's Focke-Wulf was its harsh stalling characteristics which limited its manoeuvre margins.
The AFDU comparisons between the Focke-Wulf and the Spitfire Mk IX - with the former's BMW 801 at 2,700 rpm and 20.8 lb (1.42 atas) boost and the latter's Merlin 61 at 3000 rpm and 15lb (1.00 ata)- has revealed that the German fighter was 7-8mph (11-13km/h) faster than its British counterpart at 2,000 ft (610 m) but that the speeds of the two fighters were virtually the same at 5,000 ft (1525 m). Above this altitude, the Spitfire began to display a marginal superiority, being about 8mph (13km/h) faster at 8,000 ft (2440 m) and 5 mph (8km/h) faster at 15,000 ft (4570 m). The pendulum then swung once more in favour of the Focke-Wulf which proved itself some 3 mph (5km/h) faster at 18,000 ft (5485m), the two fighters level pegging once more at 21,000 ft (6400 m) and the Spitfire then taking the lead until at 25,000 ft (7620 m) it showed a 5-7 mph (8-11 km/h) superiority.

In climbing little difference was found between the Fw 190 and the Spitfire MkIX up to 23,000 ft (7010 m), above which altitude the German fighter began to fall off and the difference between the two aircraft widened rapidly. From high-speed cruise, a pull-up into a climb gave the Fw190 an initial advantage owing to its superior acceleration and the superiority of the German fighter was even more noticeable when both aircraft were pulled up into a zoom climb from a dive. In the dive the Fw190 could leave the Spitfire Mk IX without difficulty and there was no gainsaying that in so far as manoeuvrablity was concerned, the German fighter was markedly superior in all save the tight turn – the Spitfire could not follow in aileron turns and reversals at high speed and the worst height for its pilots to engage the Fw 190 in combat were between 18,000 and 22,000 ft (5485 and 6705m), and at altitudes below 3,000 ft (915m).
The stalling speed of the Fw 190A-4 in clean configuration was 127 mph (204 km/h) and the stall came suddenly and virtually without warning, the port wing dropping so violently that the aircraft almost inverted itself. In fact, if the German fighter was pulled into a g stall in a right turn, it would flick out into the opposite bank and an incipient spin was the inevitable outcome if the pilot did not have its wits about him.
The stall in landing was quite different, there being intense pre-stall buffeting before the starboard wing dropped comparatively gently at 102 mph (164 km/h).
For landing on this and the numerous subsequent occasions that I was to fly an Fw 190, I extend the undercarriage at 186 mph (300km/h), lowering the flaps 10 deg at 168 mph (270km/h), although the pilot's notes recommend reducing speed below 155 mph (250 km/h) and the applying 10 deg of flap before lowering the undercarriage. My reason for departing from the recommended drill was that the electrical load for lowering the undercarriage was higher than that required for the flaps and German batteries were in rather short supply at Farnborough - that in the Fw190A-4/U8 was most definitely weary- so I considered it prudent to get the wheels down before taxing the remaining strength of the battery further!

The turn onto the final approach was made at 155mph (250km/h), and full flap was applied at 149 mph (240km/h), speed then being eased off to cross the boundary at 124 mph (200 km/h). The view on the approach was decidedly poor because the attitude with power on was rather flat and unlike most fighters of the period, it was not permissible to open the cockpit canopy, presumably owing the risk of engine exhaust fumes entering the cockpit. The actual touch-down was a little tricky as the prefect three-point attitude was difficult to attain and anything less than perfect resulted in a reaction from the very non-resilient undercarriage and a decidedly bouncy arrival. If a three-pointer could be achieved, the landing run was short and the brakes could be applied harshly without fear of nosing over.
I was to fly the Fw 190 many times and in several varieties -among the last of the radial-engined members of Kurt Tank's fighter family that I flew was an Fw 190 F-8 (AM111) on 28 July 1945- and each time I was to experience that sense of exhilaration that came from flying an aircraft that one instinctively knew to be a top-notcher, yet at the same time demanded handling skill if its high qualities were to be exploited. Just as the Spitfire Mk IX was probably the most outstanding British fighter to give service in WW II, its Teutonic counterpart is undoubtedly deserving of the same recognition for Germany. Both were supreme in their time and class; both were durable and technically superb, and if each had not been there to counter the other, then the balance of air power could have been dramatically altered at a crucial period in the fortunes of both combatants.”

Extract from Wings of the Luftwaffe by Eric Brown, McDonald and Jane's, 1977, p.80 to p.87

Edited August 1, 2014 by Wulf

[SkillyJ]

i've been flying the 190 almost exclusively since it's release into MP and from what i've learned, it can either be a close-in dogfighter when going against La5's and LaGG-3's (trackIR or similar makes this possible), or as a traditional BnZ aircraft. i have yet to lose in a turnfight with either of the aforementioned aircraft, even with the extra 20mm's in the wings (120rds). however, going against the Yak you have to go exclusively BnZ (with the only exception being when he's tunnel-visioned on an ally). if you fly together with someone then you've got a truly devastating aircraft. also note that the engine/plane likes to catch on fire if it's sneezed at by the gunners of a Pe-2 or IL2.

 

a few tips:

you can fly without the canopy flying off up to around 450kph. great for leaning your head out and spotting ahead of you

if you put the extra 20mm's in the wings, the nose will be forced down when you fire, so aim a little high if you're not within ~100m

flap control will be the determining factor of whether you live or die in a dogfight; 60 degree flaps give you control down to ~230kph

don't pull too hard on the elevator unless you have to; the plane shakes violently if you pull too hard for your speed

[pixelshader]

Why fly a 190 and get a few kills for your efforts, when you can fly a 109 and take on the entire soviet team?

[MiG21bisFishbedL]

Why fly a 190 and get a few kills for your efforts, when you can fly a 109 and take on the entire soviet team?

Some people like to have fun?

[Leaf]

[...]

 

Magnificent extract; great information -- especially regarding its quirks.

Edited August 1, 2014 by LeafyPredicament