CORSNING
Tech Sergeant
Fw 190A-3 vs. Mustang I, May 1942: Match I
I have piles of research everywhere on my work desk. I have just finished
research on the P-61 performance and timeline, but that is totally off topic
here. What is on topic here is the following:
In this dual of Fw-190 vs P-51 the Fw 190 goes uncontested from its first
entry into service. August 1941 the first Fw 190A-0s are delivered. They
are not entered into combat because they suffer from engine overheating.
Later that same month the Fw 190A-1 becomes operational with II/JG.26.
So from August 1941 until the first Mustang I enters service on 10 May
1942 with No.26 Squadron of the Army Cooperation Command the Fw
190 is uncontested by the Mustang. By the time the Mustang Is become
operational in May 1942 the Fw 190 has graduated to the A-3 version
starting in March with II/JG.26. So the performance comparison of No.26
vs. JG.26 looks like the following.
Altitude / Speed / Climb
Meters / mph / fpm / minutes to altitude
Mustang I (Fw 190A-3)
S.L......355 / 1860 / --------(335 / 3150 / ----)
1,000...371 / 1875 /-1.7 (354 / 3150 /-1.2)
2,000...386 / 1915 /-3.5 (357 / 2755 /-2.3)
3,000...390 / 1955 /-5.1 (357 / 2460 /-3.5)
4,000...385 / 1895 /-6.85 (373 / 2460 /-4.8)
5,000...379 / 1460 /-8.8 (389 / 2460 /-6.1)
6,000...361 / 1110 /11.4 (405 / 2160 /-7.6)
7,000...NG. / -790 /14.7 (406 / 1700 /-9.3)
8,000...NG. / -460 /21.0 (NG. / 1220 /11.55)
9,000...NG. / -150 /NG. (NG. / --775 /15.0)
Maximums: 392.5 mph./2,408.5 m. / 1,980 fpm./3,445 m. (410 mph./6,400 m.
3,150 fpm./1,200 m.)
Test Weights: 8,515 lb. (8,489 lb.)
Combat Ceiling: 6,303 m./20,680 ft. (8,492 m. 27,860 ft.)
Wing Areas: 233 sq. ft. (196.98 sq. ft.)
Wing Loadings: 36.55 lb../sq. ft. (43.10 lb./sq. ft.)
Maximum engine power:
Mustang I: A special notation need to made here. The 'official power' of
the V-1710-F3R (V-1710-39) was 1,220 hp. at 10,800 ft. with ~ 47.2"Hg
boosting. However, pilots in the Middle East were boosting their engines
to 66"Hg as the standard setting. Australian pilots admitted to boosting
their engines to 70"Hg and Pilots in Africa were boosting their aircraft
to 72"Hg for 20 minutes at a time without harming the engines.
70" Hg at 2,000 ft.= 1,780 hp. That was the maximum altitude that
this kind of overboosting could be used.
Power Loading, best: 6.681 lb./hp. or more likely 4.784 lb./hp.
(Fw-190A-3: 1,730 PS @ 1.42 ata. boosting/1,070 m.{1,706 hp.}).
Power Loading, best: 4.976 lb./hp.
Armament: 4 x 0.5in. + 4 x 0.3in. (4 x 20 mm. + 2 x 7.9 mm.)
The Mustang needed to stay low and fast. That is were its best performance
was. It could match the roll rate of the Fw 190A-3 at 368 mph. and was superior
at higher speeds. Control surfaces of the Mustang did not stiffen at high speeds
like the Fw's.
There is no question that the Fw-190A-3 was a better all rounder IMO. But the
Mustang had its place and did its job well.
Did I mention the fact that in a sustained turn there times were almost identical,
the Mustang's turn was at a slower speed but tighter circle.
I have piles of research everywhere on my work desk. I have just finished
research on the P-61 performance and timeline, but that is totally off topic
here. What is on topic here is the following:
In this dual of Fw-190 vs P-51 the Fw 190 goes uncontested from its first
entry into service. August 1941 the first Fw 190A-0s are delivered. They
are not entered into combat because they suffer from engine overheating.
Later that same month the Fw 190A-1 becomes operational with II/JG.26.
So from August 1941 until the first Mustang I enters service on 10 May
1942 with No.26 Squadron of the Army Cooperation Command the Fw
190 is uncontested by the Mustang. By the time the Mustang Is become
operational in May 1942 the Fw 190 has graduated to the A-3 version
starting in March with II/JG.26. So the performance comparison of No.26
vs. JG.26 looks like the following.
Altitude / Speed / Climb
Meters / mph / fpm / minutes to altitude
Mustang I (Fw 190A-3)
S.L......355 / 1860 / --------(335 / 3150 / ----)
1,000...371 / 1875 /-1.7 (354 / 3150 /-1.2)
2,000...386 / 1915 /-3.5 (357 / 2755 /-2.3)
3,000...390 / 1955 /-5.1 (357 / 2460 /-3.5)
4,000...385 / 1895 /-6.85 (373 / 2460 /-4.8)
5,000...379 / 1460 /-8.8 (389 / 2460 /-6.1)
6,000...361 / 1110 /11.4 (405 / 2160 /-7.6)
7,000...NG. / -790 /14.7 (406 / 1700 /-9.3)
8,000...NG. / -460 /21.0 (NG. / 1220 /11.55)
9,000...NG. / -150 /NG. (NG. / --775 /15.0)
Maximums: 392.5 mph./2,408.5 m. / 1,980 fpm./3,445 m. (410 mph./6,400 m.
3,150 fpm./1,200 m.)
Test Weights: 8,515 lb. (8,489 lb.)
Combat Ceiling: 6,303 m./20,680 ft. (8,492 m. 27,860 ft.)
Wing Areas: 233 sq. ft. (196.98 sq. ft.)
Wing Loadings: 36.55 lb../sq. ft. (43.10 lb./sq. ft.)
Maximum engine power:
Mustang I: A special notation need to made here. The 'official power' of
the V-1710-F3R (V-1710-39) was 1,220 hp. at 10,800 ft. with ~ 47.2"Hg
boosting. However, pilots in the Middle East were boosting their engines
to 66"Hg as the standard setting. Australian pilots admitted to boosting
their engines to 70"Hg and Pilots in Africa were boosting their aircraft
to 72"Hg for 20 minutes at a time without harming the engines.
70" Hg at 2,000 ft.= 1,780 hp. That was the maximum altitude that
this kind of overboosting could be used.
Power Loading, best: 6.681 lb./hp. or more likely 4.784 lb./hp.
(Fw-190A-3: 1,730 PS @ 1.42 ata. boosting/1,070 m.{1,706 hp.}).
Power Loading, best: 4.976 lb./hp.
Armament: 4 x 0.5in. + 4 x 0.3in. (4 x 20 mm. + 2 x 7.9 mm.)
The Mustang needed to stay low and fast. That is were its best performance
was. It could match the roll rate of the Fw 190A-3 at 368 mph. and was superior
at higher speeds. Control surfaces of the Mustang did not stiffen at high speeds
like the Fw's.
There is no question that the Fw-190A-3 was a better all rounder IMO. But the
Mustang had its place and did its job well.
Did I mention the fact that in a sustained turn there times were almost identical,
the Mustang's turn was at a slower speed but tighter circle.