ROYAL AIRCRAFT ESTABLISHMENT
SOUTH FRANBOROUGH, HANTS

SECRET

Air Fighting devlopment Unit
R.A.F. Station, Duxford

1. In accordnace with instructions contained in Air Ministry, Dept.O.A., letter C.S.14560/D.D.A.T., dated 29th June 1942, the FW.190 Recently captured at Pombrey Aerodrome was attached to this unit on 13.7.42 for tactivcal trials.
It is understood that this aircraft is a de-rated version which is normally given to inexperienced squadrons, and that the performance of the rated version is considerably better. The reason for this appears to be due to the apparent unreliability of the engine.

2. As it was important for those trials to be carried out as quickly as possible, it was decided to conduct them at the R.A.E., Franborough, and their assistance eand special facilities for dealing with enemy aircraft proved invaluable.

3. The trials eventually had to be abandoned owing to continuous engine trouble and this unfortunately prevented the completion of the trials against the Typhoon. Arrangements have been made with the R.A.E., however, to complete these as soon as the trouble with the engine has been cured.

4. The FW.190 is a small, compact, single-seater, single-engined, low wing monoplane fighter. there are fittings under the fuselage to enable it to carry bombs or jettisonable fuel tank. It has a fully retractable undercarriage and partially retractable tailwheel. Tha mainplane is fully cantilever and is fitted with split flaps of metal construction. The flaps have four positions:- retracted, 15° for take-off, 30° for in the event of a baulk landing, and fully down for landing. Operation is by means of 3 electric push buttons.

5. The power unit is a BMW.801-D, 14-cylinder, 2-row radial engine, fitted with a two-speed supercharger giving the best performance at 9,000 and 18,000 feet.
The estimated power of the engine is 1700 h.p. at the maximum power altittude of 18,000 ft. The engine oil coolers and induction system are totally enclosed by an extremely neat cowling and cooling is assisted by an engine driven fan behind the propeller.

6. The constand speed V.D.M. 3-bladed metal propeller is electrically operated. It is automatically controlled by an hydraulic governor and if required manually, by an electric switch on the pilot's throttle lever.

7. The undercarriage is retracted by pushing a red button. The operation for lowering the undercarriage consists of pushing a green button and releasing the undercarriage locks by pulling a lever which is situated on the left-hand side of the cockpit. In the event of an electrical failure, gravity completing the operation. Tha tailwheel is partially retracted, and lowered, mechanically by a cable attached to the starboard undercarriage leg. It is fully catsering and can be locked for take-off and landing by holding the cotnrol column right back.

8. All the control surfaces are fabric covered and are fitted with metal trimming tabs which can only be adjusted on the ground.

9. For trimming, the tailplane is adjustable in flight over a range of +5° to -3°. It is operated electrically by two push buttons governing the up and down movements. There is a visual indicator on the cokpit.

10. The armement consists of 4 x 20 mm. guns in the wing and 2 x 7.92 mm. machine guns in the engine cowling.

11. The all-up weight of the aircraft with full war load, including pilot, is approximately 8.600 lbs., and the wing loading is 41.8 lbs.

Pilot's Cockpit (See Appendix 'B')

12. The cockpit is fully enclosed and altough rather narrow is otherwise extremely comfortable. the positioning of instruments is excellent and all controls fall easily to the pilot's hand, the absence of unnecessary levers and gadgets being particularly noticeable. The front panel is on twe pieces, the top containing the primary flying and engine instruments and the lower panel the secondary instruments. Out-out switches for the electric circuits aez housed in hinged flaps on the starboard side.

13. The switches and indicators for the operation of the undercarriage, flaps and tail incidence, are situated on the port side. The control column is the standard German fighter type with a selectore switch and firing button for guns, and a send/receive button for wireless

14. The cockpit canopy, which is made of moulded plexiglas, is well shaped and extends far back along the fuselage. The bullet-proof windscreen has a pronounced slope which is unusual. The canopy can be slid back for entry and exit and for taxying, operation being by means of a crank handle similar to that in the Westland Whirlwind. The enclosure can be jettisoned in emergency by pressing a red lever on the starboard side; this unlocks the hood and detonates a cartridge which breaks the runners and blows the canopy off. Heating for the cockpit appears efficient, and cooling is effected by a small flap on the port side and seems quite sufficient for the pilot's comfort.

Armour Plate (See Appendix 'C')

15.The pilot's bucket seat is made of 8-mm armour plate and in the unprotected gaps behind are fitted shaped strips varying in thickness between 5 and 6 mm. The pilot's head and shoulders are protected by shaped armour plate 13 mm thick and the windscreen is of bullet-proof glass about 1X in thick.

16. Both fuel tanks are self-sealing. The oil tank, which is situated in front of the engine cowling, is protected by a ring of armour plate varying in thickness, and the tank itself is surrounded by a toughened steel ring.

Radio

17. The wireless installation is the old type FuG7 and the only unusual feature is that there is no wireless mast, there being instead a short aerial between the tail fin and the cockpit canopy.

Oxygen

18. The aircraft is fitted with standard improved Hohenatem oxygen equipment with Blaser attachment, giving pure oxygen at high altitude. Three bottles of unusual shape are the source of supply. It was not possible to test the efficiency of this equipment but it is understood that the RAE are carrying out investigations and will render a report in due course.

Compass

19. Details not yet available.

20. The armament consists of:

Gun Buttons and Switches

21.The guns are fired by means of a button on the front of the control column. A small selector switch at the side of the column enables the pilot to select the following alternatives:

In addition to this it is possible, by means of cut-out switches which are situated on the starboard side of the cockpit, to fire each pair of guns independently. There are ammunition counters in the cockpit for each gun.

Heating

22. Hot air from the engine cowling is led by means of ducts to the ammunition chutes of the MG 17 guns and thence upwards to the breech mechanism. The Oerlikon FF 20-mm guns are also heated by hot air from the engine cowling. No special provision is made for heating the MG 151/20 guns and it is thought that owing to their position near the engine this is unnecessary.

Sight

23. A reflector sight, type Revi 12-D, is mounted 1/4 in to starboard of the vertical centre line. The graticule is .5 48' in diameter, which is the equivalent to approximately 95 m.p.h. for the high muzzle velocity of the German armament. Vertical and horizontal lines are marked off in degree steps from the centre of the graticule. Seven such lines are visible each way, these lines assist the pilot in range estimation and allowing for line.

Harmonization

24. The harmonization ranges for each pair of guns are:

25. The sight line crosses the vertical center line at 30 yards and is therfore considerably offset to port, i.e. 2feet at 500 yards range. The sight line is also depressed relative to the gun lines. Even after allowing for the gravity drop of the bullets, the sight line is still about 6 feet below the center of the bullet pattern at 500 yards range. it is a possibility that the depression af the sight is intentional in order to counteract the usual tendency of aiming too low. On the other hand, it may be due to incorrect harmonisation.

Bullet Patterns

26. The bullet patterns, obtained with the guns harmonised above, are shown in Appendix 'B' (???)

Sighting View

27. The sighting view, when sitting comfortably in the normal position, is about a half ring better that from a Spitfire. The view downwards from the center of the sight gratricule to the edge of the reflector plate holder, is about 5 degrees. This view is not obtained by elevating the guns (and consequently the sight) relative to the line of flight, but is entirely due to the altitude of the aircraft in flight, which is nose down. In terms of deflection allowance the vie downwards is 160 mph. and this enables the pilot to sight and fire at angles of attack as follows:

General

28. The Fw 190 is considered an excellent low and medium altitude fighter. It is fast, well armed and very manoeuvrable. The fighting qualities have been compared with a Spitfire VB, Spitfire IX, Mustang IA, Lockheed P-38F, Typhoon and the prototype Griffin-engined Spitfire. All aircraft were carrying full war load.

Flying Characteristics

29. The aircraft is pleasant to fly, all controls being extremely light and positive. The aircraft is difficult to taxi due to the excessive weight on the self-centring tailwheel when on the ground. For take-off, 15° of flap is required, and it is necessary to keep the control column back to avoid swinging during the initial stage of the take-off run. The run is approximately the same as that of the Spitfire IX.

30.Once airborne, the pilot immediately feels at home in the aircraft. The retraction of the flaps and undercarriage is barely noticeable although the aircraft will sink if the retraction of the flaps is made before a reasonably high airspeed has been obtained.

31. The stalling speed of the aircraft is high, being approximately 110 m.p.h. (177 k.m./h.) with the undercarriage and flaps retracted, and 105 m.p.h. [169 k.m./h.| with the undercarriage and flaps fully down. All controls are effective up to the stall.

32. One excellent feature of this aircraft is that it is seldom necessary to retrim under all conditions of flight.

33. The best approach speed for landing with flaps and undercarriage down is between 130 and 140 m.p.h. |209 and 22.5 k.m./h.| indicated, reducing to about 125 m.p.h. [201 k.m./h.| when crossing the edge of the aerodrome. Owing to the steep angle of glide, the view during the approach i.s good and the actual landing is straightforward, the touchdown occurring at approximately 110 m.p.h. The landing run is about the same as that of the Spitfire IX. The view on landing is poor due to the tail-down attitude of the aircraft. The locking of the tailwheel again assists in preventing swing during the landing run.

34. The aircraft is very pleasant for aerobatics, which can be carried out at high speed.

Flying Characteristics

35. The all-round performance of the Fw 190 is good. Only brief performance tests have been carried out and the figures obtained give a maximum speed of approximately 390 m.p.h. True at 1.42 atmospheres bst, 2,700 r.p.m. at the maximum power altitude of about 18,000 ft. All flights at maximum power were carried out for a duration of 2 minutes only.

36. There are indications that the engine of this aircraft is de-rated, this being supported by the pilot's instruction card found in the cockpit. Further performance tests and engine investigation are to be carried out by the R.A.E. and more definite information will then be available.

37. Throughout the trials the engine has been running very roughly and as a result pilots flying the aircraft have little confidence in its reliability. The cause of this roughness has not yet been ascertained, but it is thought that it may be due to a bad period of vibration at certain engine speeds which may also affect the injection system. ot is understood from P/Wo. who have flown the aircraft that the roughness of the engine is usual and that they also have little faith in its reliability, in fact they dislike flying the FW.190 over the sea.

Endurance

38. The total of 115 gallons (522 1| of fuel is carried in two self-sealing tanks and each tank is fitted with an immersed fuel pump for use at altitude. A total of 9 gallons |40.8 I) of oil is carried in a protected oil tank. (For position of tanks, see Appendix 'C') The approximate endurance under operational conditions, including dogfights and a climb to 25,000 ft [7,622 m| is approximately 1 hour 20 minutes. There is a red warning light fitted in a prominent position which illuminates when there is only sufficient fuel left for 20 minutes flying.

Climb

39. The rate of climb up to 18,000 ft |5,488 m) under maximum continuous climbing conditions at 1.35 atmospheres boost 2,450 r.p.m., 165 m.p.h. is between 3,000 and 3,250 ft/min |15.24 to 16.51 m/sec|. The initial rate of climb when pulling up from level flight at fast cruising speed is high and the angle steep, and from a dive is phenomenal. The operational ceiling of the version of the FW.190 is considered to be about 22,000 to 23,0000 feet, at which height the power is gradually falling off.

Dive

40. The Fw 190 has a high rate of dive, the initial acceleration being excellent. The maximum speed so far obtained in a dive is 580 m.p.h. |934 k.m./h.l True at 16,000 ft [4,880 m|, and at this speed the controls, although slightly heavier, are still remarkably light. One very good feature is that no alteration of trim form level flight is required either during the entry or during the pull-out. Due to the fuel injection system it is possible to enter the dive by pushing the control column forward without the engine cutting.

Search View

41. The view for search from the Fw 190 is the best that has yet been seen by this Unit. The cockpit hood is of moulded plexiglas and offers an unrestricted view all round. No rear view mirror is fitted and it is considered unnecessary as the backward view is so good. The hood must not be opened in flight as it is understood that tail buffeting may occur and that there is a chance of the hood being blown off. This, however, is not a disadvantage for day search as the quality of the plexiglas is excellent. During conditions of bad visibility and rain, or in the event of oil being thrown on the windscreen, the fact that the hood must not be opened in flight is obviously a disadvantage.

Search View

42.The aircraft, although extremely light on all controls, is reasonably easy to fly on instruments. There are no artificial horizon or climb and dive indicators, which are naturally missed by British pilots. It appears that instrument flying is carried out by use of the gyro compass, turn and bank indicator, altimeter and air speed indicator.

Low Flying

43.The good all-round view from the aircraft, particularly over the nose, makes the Fw 190 very suitable for low flying and ground strafing. Another good point is that the sight is depressed, which would probably help in preventing pilots from flying into the ground. In conditions of bad visibility, however, low flying is likely to be unpleasant as the hood must not be opened in flight.

Formation Flying

44. The aircraft is easy to fly in formation and due to the good view, all types of formation can be flown without difficulty. The aircraft has a wide speed range which greatly assists in regaining formation, but care must be taken to avoid over-shooting as its clean lines make deceleration slow.

Night Flying

45. The aircraft was not flown at night but was inspected with the engine running on a dark night, with no moon. The cockpit lighting appeared very efficient and did not reflect on the canopy. The exhaust flames viewed from about 100 yards ahead were seen as a dull red halo, and viewed from the beam could be seen from about .500 yards away. The flame can be seen from astern 200 yards away. It is considered that the glare will badly affect the pilot, particularly during take-off and landing. Although the aircraft carried full night-flying equipment, there is no indication that flame dampers are normally fitted. It is possible that the cause of the red flame may be due to faulty mixture.

Engine Starting and Takeoffs

46.It is possible to start the engine by means of the internal battery, or an external battery, and in the event of emergency by hand. The method of starting is similar to the Me 109, being an inertia system. If the engine is cold it will require running for a considerable time before the oil temperature reaches the safety level for take-off and even with a warm engine some minutes are necessary as the cooling is so effective on the ground. This is obviously a disadvantage and coupled with the fact that the aircraft is not easy to taxi, makes the Fw 190 inferior to our aircraft for quick take-offs.

Fighting Qualities

47. The fighting qualities of the Fw 190 have been compared with various aircraft, and each comparison is dealt with separately. The trials against the Griffin Spitfire were only brief and against the Typhoon had to be abandoned before completion owing to the unsatisfactory state of the engine of the Fw.190.

FW.190 v. Spitfire VB

48. The FW.190 was compared with a Spitfire VB from an operation squadron for speed and all-round manoeuvrability at height up to 25,000. The FW.190 is superior in speed at all heights, and the approximate differences are as follows:

Climb

49. The climb of the FW.190 is superior to that of the Spitfire VB at all heights. The best speeds for climbing are approximately the same , but the angle of the FW.190 is considerably steeper. Under maximous continupous climbing conditions the climb of the FW.190 is about 450 ft/min. better up to 25,0000 feet.

50. With both aircrafts flying at high cruising speed and then pulling up into a climb, the superior climb of the FW.190 is even more marked. When both aircraft are pulled up into a climb from a dive, the FW.190 draws away very rapidly and the pilot of the Spitfire has no hope of catching it.

Dive

51. Comparative dives betrween the two aircraft have shown that the FW.190 can leave the Spitfire with ease, particularlyduring the initial stages.

Manoeuvrability

52. The manoeuvrability of the FWW.190 is better than that of the Spitfire VB except in turning circles, when the Spitfire can quite easily out-turn it. The FW.190 has better acceleration under all conditions of flight and this must abviously be most useful during combat.

53. When the FW.190 was in a turn and was attacked by the Spitfire, the superior rate of roll enabled is to flick into a diving turn in the opposite direction. the pilot of the Spitfire found great difficulty in following this manoeuvre and even when prepared for it was selden able to allow the correct deflection. A dive from this manoeuvre enabled the FW.190 to draw away from the Spitfire which was then forced to break off the attack.

54. Several flights were carried out to ascertain the best evasive manoeuvre to adopt is 'bounced'. It was found that if the Spitfire was cruising at slow speed and was 'bounced' by the FW.190, it was easily caught up even if the FW.190 was sighted when wwell out of range, and the Spitfire was then forced to take avoiding action by using its superiority in turning circles. If on the other hand, the Spitfire was flying at maximum continuous cruising and was 'bounced' under the same conditions, it had a reasonable chance of avoiding being caught, provided the FW.190 was seen in time, by opening the throttle and going into a shallow dive. This forced the FW.190 into a stern chase and altough it eventually caught the Spitfire, it took some time and as a result was drawn a considerable distance away from its base. This is a particularly useful method of evasion for the Spitfire is it is 'bounced' when returning from a sweep. This manoeuvre has been carried out during recent operations and has been successful on several occasions.

55. If the Spitfire V is 'bounced' it is thought unwise to evade by diving steeply, as the FW.190 will have little difficulty in catching up owing to its superiority in the dive.

56. The above trials have shown that the Spitfire V must cruise at high speed when in an area where fighters can be expected. It will then, in addition to lessening the chances of being successfully 'bounced', have a better chance of catching the FW.190, particularly if it has the advantage os surprise.

57. Owing to the trials being abandoned, it was not possible to compare the Spitfire V using 16 lbs.boost. It is thought, however, that the extra performance gained by the increased boost would reduce the all-around superiority of the fW.190.

FW.190 v. Spitfire IX

58. The FW.190 was compared with a fully operational Spitfire IX for speed and manoeuvrability at heights up to 25,000 fett. The Spitfire IX at most heights is slightly superior in speed to the FW.190 and the approximative differences in speeds at various heights are as follows:

Climb

59. During comparative climbs at various heights up to 23,000 feet, with both aircraft flying under maximum continuous conditions, little difference was found betwween the two aircraft altough in the whole the Spitfire IX was slightly better. Above 22,000 feet the climb of the FW.190 is falling off rapidly, whereas the climb of the Spitfire IX is increasing. when both aircraft were flying at high cruising speed and were pulled up into a climb from level flight, the FW.190 had a slight advantage in the initial stages of the climb due to its better acceleration. This superiority was slightly increased when both aircraft were pulled up into the climb from a dive.

60. It must be appreciated that the difference between the two aircraft are only slight and that in actual combat the advantage in climb will be with the aircraft that has the initiative.

Dive

61. The FW.190 is faster than the Spitfire IX in a dive, particularly during the initial stage. This superiority is not as marked as with the Spitfire VB.

Manoeuvrability

62. The FW.190 isd more manoeuvrable than the Spitfire IX except in turning circles, when it is out-tunred without difficulty.

63. The superior rate of roll of the FW.190 enabled it to avoid the Spitfire IX if attacked when in a turn by flicking over into a diving turn in the opposite directions and as with the Spitfire VB, the Spitfire IX had great difficulty in following this manoeuvre. It would have been easier for the Spitfire IX to follow the FW.190 in the diving turn if its engine had been fitted with a negatige 'G' carburettor, as this type of engine with the ordinary carburettor was found to cut very easily.

64. The spitfire worst heights for fighting the FW.190 were found to be between 18,000 and 22,000 feet and below 3,000 feet. At these heights the FW.190 is a little faster.

65. Both aircraft 'bounced' one another in order to ascertain the best evasive tactics to adopt. The Spitfire IX could not be caught when 'bounced', if it was cruising at high speed and saw the FW.190 when well out of range. When the Spitfire IX was cruising at low speed its inferiority in acceleration gave the FW.190 a reasonable chance of catching it up and the same applied if the position was reversed and the FW.190 was 'bounced' by the Spitfire IX, excpet that it took a little longer.

66. The initial acceleration of the FW.190 is better than the Spitfire IX under all conditions of flight, except in level flight at such altitudes where the Spitfire has a speed advantage and then, provided the Spitfire is cruising at high speed, there is little to choose between the acceleration of the two aircraft.

67. The general impression gained by the pilots taking part in the trials is that the Spitfire IX compare favourable with the FW.190 and that provided the Spitfire has the initiative, it has undoubtedly a good chance of shooting it down.

FW.190 v. Mustang IA

68. The FW.190 was compared with a fully operational Mustang IA for speed and all-round manoeuvrability at heights up to 23,000 feet. There was little to choose between the aircraft in speed at all heights except between 10,000 and 15,000 feet, where the Mustang was appreciably faster. Approximate differences are as follows:

Climb

69. The climb of the FW.190 is superior to that of the Mustang IA at all heights. the best climbing speed for the Mustang is approximately 10 mph. slower than that for the FW.190; the angle is not nearly so steep and the rate of climb is considerable inferior. when both aircraft are pulled up into a climb after a fast dive, the inferiority in the initial stage of the climb is not sp marked, but if the climb is continued the FW.190 draws away rapidly.

Dive

70. Comparative dives have shown that there is little to choose between the two aircraft and if anything the Mustang is slightly fatser in a prolonged dive.

Manoeuvrability

71. The manoeuvrability of the FW.190 is better than that of the Mustang except in turning circles, where the Mustang is superior. In the rolling planeat hight speed the Mustang compares more favourably with the FW.190 than the Spitfire.

72. The acceleration of the FW.190 under all conditions of flight is slightly better than that of the Mustang and this becomes more marked when both aircraft are cruising at slow speed.

73. When the FW.1090 was attacked by the Mustang in a turn, the usual manoeuvre of flicking into a diving turn in the opposite direction did not appear so effective against the Mustang as against the Spitfire, particularly if the aircraft were fluing at high speed. The fact tha the engine of the Mustang does not cut during the application of negative 'G' proved a great asset and gave the Mustang a reasonable chance of following the FW.190 and shooting it down. It must be appreciated, hower, that much depends on which aircraft has the initiative and that abviously the FW.190 can escape if the Mustang is seen when well out of range. The FW.190 in this case will almost certainly utilise its superior climb.

74. Trials were carries out to ascertain the best manieuvre to adopt when 'bounced'. If the Mustang was cruising at high speed and saw the FW.190 about 2,000 yards away, it usually managed to avoid by opening up to full throttle and diving away, and once speed had been built up it was almost impossible for the FW.190 to catch it. When the Mustang was 'bounced' by the FW.190 when flying slowly, it was unable yo get away by diving and was forced to evade by means of a quick turn as the FW.190 came into firing range.

75. When the FW.190 was 'bounced' by the Mustang, it could avade by using its superiority in the rolling plane and then pull up violently from the resultant dive into a steep climb which left the Mustang behind. If the Mustang is not seen until fairly close, it will get the chance of a short burst before it is out-climbed.

76. Against the fW.190, the worst heights for the Mustang IA were above 20,000 feet and below 3,0000 feet where the FW.190 was slightly superior in speed. The best height for the Mustang was found to be between 5,000 and 15,000 feet.

FW.190 v. Lockheed P.38F

77. The FW.190 was compared with an operationally equipped Lockheed P.38F flown by an experienced U.S. Army Air Coprs pilot. The two aircraft were compared for speed and all-round manoeuvrability at heights up to 23,000 feet. The FW.190 was superior in speed at all heights up to 22,000 feet where the two aircraft were approximately the same. The difference in speed decreases as the P.38F gains altitude, until at 23,000 feet it is slightly faster. The approximate differences in speeds are as follows:-

78. Climb - The climb of the P.38F is not as good as that of the FW.190 up to about 15,000 feet. Above this height the climb of the P.38F improves rapidly until at 20,000 feet it becomes superior. The climbing speed for the P.38F becomes increasingly better.

79. Dive - Comparitve dives between the two aircraft proved the FW.190 to be better, particularly in the initial stage. During prolonged dives the P.38F on occasion was catching up slightly with the FW.190, but during actual combat it is unlikly that P.38F would have time to catch up before having to break off the attack.

80. Manoeuvrability - The manoeuvrability of the FW.190 is superior to that of the P.38F, particularly in the rolling plane. Altough at high speed the FW.190 is superior in turning circles, it can be out-turned if the P.38F reduces its speed to about 140mph at which speed it can carry out a very tight turn which the FW.190 cannot follow.

81. The acceleration of the two aircraft was compared and the FW.190 was found to be better in all respects.

82. When the FW.190 'bounced' the P.38F and was seen when over 1,000 yards, the pilot's best manoeuvre was to go into a diving turn and if it found the FW.190 was catching it up, to pull up into a spiral climb, flying at its slowest possible speed. Altough time did not permit trials to be carried out with the FW.190 being 'bounced' by the P.38F, it is thought that the P.38F would stand a reasonable chance of shooting down the FW.190 provided it had a slight height advantage and the element of suprrise. If the pilot of the FW.190 sees the P.38F when it is just out of range, a quick turn in one direction followed by a diving turn in the opposite direction will give the P.38F a most difficult target, and as the acceleration and speed of the FW.190 in a dive builds up very rapidly, it is likely to be able to dive away out of range.

FW.190 v. 4-Cannon Typhoon

83. Owing to the unsatisfactory condition of the engine of the FW.190 which caused the trials to be abandoned, only brief test coudl be carried out against the Typhoon. Arrangements have been made with the R.A.E., Farnborough, to complete the tirals as soon as the engine of the FW.190 has been overhauled and passed fit for further flights. Trials were carried out against two operationally equipped Typhoons, one from a squadron and the other from the Hawker Aircraft Co.; Both aircraft were flown by experienced pilots.

84. the FW.190 was compared with the Typhoon for speed and all-around manoeuvrability at 2,000 feet and in addition a partial clmib was carried out between 12,000 and 17n000 feet. At 2,000 feet there was little to choose between the two aircraft in speed, the Typhoon being slightly faster. The runs were made from cruising speed to full throottle for a period of two minutes and this did not give the Typhoon time to build up its maximum speed. From the knowledge of both aircraft it can be safely assumed that the Typhoon will be fatser than the FW.190 at all heights, having the best advantage in speed at the following approximate heights:- 8,000 ft., 10,000 ft., 16,300 ft., and 20,500 feet.

85. Climb - During the partial climb from 12,000 to 17,000 feet, the Typhoon was out-climbed by the FW.190 quite easily. The best climbing speed of the Typàhoon is considerably higher than that of the FW.190 and the angle not nearly so steep, the rate of climb at all heights being inferior. The difference in a comparative climb after a dive is unlikely to be so great.

86. Dive - It is thought that the Typhoon will out-dive the FW.190, but the FW.190 is liikely to be slightly better in the initial stage. The controls of the Typhoon, although good in a dive, are not so light and responsive as those of the FW.190.

87. Manoeuvrability - The manoeuvrability of the FW.190 and the Typhoon was compared during one fligyht at 2,000 feet, the Typhoon being flown by a very experienced test pilot from Hawkers, and it appeared that there was little to choose between the two aircraft in tunring cirlces. The opinion of both pilots was that is was doubtful whether either aircraft would be able to hold its sights on sufficiently long for accurate sighting. the Typhoon was unable to follow the FW.190 from a turn in one direction into a diving turn in the opposite direction due to the FW.190's superiority in the rolling plane. The initial acceleration of the Typhoon, particularly from slow speed is not so great. It is considered that the FW.190 would have the greatest difficulty in 'bouncing' the Typhoon provided the Typhoon was flying at a high speed. the Typhoon, however, should have a good chance of 'bouncing' the FW.190 provided it has a slight advantage.

FW.190 v. Griffin Spitfire*

88. Two brief flights at between 1,000 and 2,000 feet were carried out between the FW.190 and a prototype Griffin Spitfire flown by an experienced test pilot from Mesars. Vickers(?). Two speed runs were made from high cruising speed over a distance of about 10 miles. The acceleration of the Spitfire seemed superior to that of the FW.190 and its speed appreciably faster. Owing to adverse weather conditions it was not possible to compare the two aircraft for dive and climb.

89. Manoeuvrability - Brief manoeuvrability tests were carried out and the Spitfire had no difficulty in out-turning the FW.190. It should be borne in mind, hower, that the pilot of the FW.190 was reluctant at the time to risk stalling ythe aircraft in the turn at such a low height and it is therefore possible that the turn could have been tighter and the difference between them less marked.

Conclusions

90. The FW.190 is undoubtedly a formidable low and medium fighter.

91. Its designer has obviously given much thought to the pilot. The cockpit is extremely well laid out and the abscence of large levers and unnecessary gadgets is most noticable. The pilot is given a comfortable seating position, and is well protected by armour.

92. The simplicity of the aircraft as a whole is an excellent feature, and anables new pilots to be thoroughly conversant with all controls in a very brief period.

93. The rough running of the engine is much disliked by all pilots and must be a great disadvantage, as lack of confidence in an engine makes flying over bad(?) country or water, most unpleasant.

94. The armement is good and well positioned and the ammunition capability should be sufficient for any normal fighter operation.

95. The sighting view is approximately half a ring better than that from a Spitfire.

96. The all-round search view is the best that has yet been seen from any aircraft flown by this unit.

97. The flying characteristics are exceptional and a pilot new to the type feels at home within the first few minutes of flight. The controls are light and well hamronised and all manoeuvres can be carried out without difficulty at all speeds. The Fact that the FW.190 does not require re-trimming under all conditions of flight, is a particularly good point.

98. The initial acceleration is very good and is particularly noticcable in the initial stages of a climb or dive.

99. Perhaps one of the most outstanding qualities of this aircraft is the remarkable aileron control. It is possible to change from a turn in one direction to a turn in the opposite direction with incredible speed, and when viewed from another aircraft the change appears just as if a flick half roll has been made.

100. It is considered that night flying would be unpleasant, particularly for landing and take-off, due to the exhaust glare and the fact that the cockpit canopy cannot be opened in flight.

101. The engine is easy to start but requires running up for a considerable time, even when warm, before the oil temperature reaches the safety margin for take-off, and this coupled with the fact that the aircraft is not easy to taxy, makes the FW.190 inferior to our aircraft for quick take-offs.

102. The comparative fighting qualities of the FW.190 have been compared with a SpitfireVB, Mustang IA, Lockheed P.38F, 4-Cannon Typhoon and a prototype Griffin Spitfire, all aircraft being flown by experienced pilots.

103. The main conclusion gained from the tacticval trials os the FW.190 is that our fighter aircraft must fly at high speed when in an area where the FW.190 is likely to be met. This will give our pilots the chance of bouncing and catching the FW.190, and if bounced themselves, the best chance of avoiding being shot down.

104. The all-round search view from the FW.190 being exceptionally good makes it rather difficult to achieve the element of surprise. Here again, hower, the advantage of our aircraft flying at high speed must not be overlooked, as they may, even if seen by the pilot of the FW.190 catch it before it has time to dive away.

Signature
Wing Commander,
Commanding, A.F.D.U.

AFDU/3/20/24
9th August,1942

This additional information is being circulated to all holders of A.F.C.
Paper No. 131 and this sheet should be attached to page 7 of that paper.

For the comparative performance trials betwen the F.W.190 and various British and American fighter aircraft shown in this report (Paras. 47 to 87), all level speed runs were for two minutes at maximum emergency ( 3minute )ratings, and all sustained climbs were carried out at maximum continuous climbing conditions ( 30 minute rating ). In the case of the F.W.190 the 30 minute ratings was taken to be 2450r.p.m. 1.35ata.

Speed Runs ( Maximum 3 minute ratings used )