The following figures are for a Typical Fw 190D with MW 50 (most
did not have) when it became (officially) operational on 18 December
1944.
Altitude / Speed / Climb
Meters / Mph / Fpm
S.L..........376 [382] / 4428
-1,000...388 [395] / 4388
-2,000...400 [408] / 4124
-3,000...406 [412] / 4103
-4,000...416 [421] / 3985
-5,000...427 [432] / 3493
-6,000...427 [432] / 2991
-7,000...421 [426] / 2499
-8,000...413 [418] / 1987
-9,000...403 [408] / 1485
10,000...391 [396] / 984
Speed with ET 504 [without].
Combat weight: 9,590 lb.
Jumo 213A (MW50): 2,071 hp. (2,100 PS) / 1.8 ata
Wing Area: 196.98 sq. Ft.
Wing Loading: 48.69 lb./sq. ft.
Power Loading: 4.631 lb./hp.
Ceilings:
Combat (1000fpm): 32,700 ft.
Operational (500fpm): 36,200 ft.
Service (100 fpm): 38,575 ft.
Pilot plus Notes:
Donald Caldwell wrote of the Fw 190D-9 operational debut in his
"The JG 26 War Diary Volume Two 1943-1945". December 17, 1944:
"The new airplane lacked the high turn rate and incredible rate of
roll of its close-coupled radial-engine predecessor. Its 2,240 hp. with
MW 50 gave it an excellent acceleration in combat situation. It also
climbed and dived more rapidly than the Fw 190A. Many of the
early models were not equipped with tanks for methanol, which was
in very short supply in any event. The D-9 was a bit faster."
From
www.luftwaff-experten.org(
http://www.luftwaff-experten.org)) :
"The 2240 PS maximum output that is often quoted for the Jumo213A
with MW 50 is a bit of a mystery. My collection of reports from
Junkers that date up to the end of the war, never mention a 2240 PS
setting. According to Junkers and Focke-Wulf documents the 2100 PS
SEP was the maximum output for all production D-9s that entered
service during WW2."
On Pages 119-121 in "Longnose" by Deitmar Hermann, Lt. Ossenkop
summarized the differences between the Fw 190D-9 and Fw 190A-8.
Page 121 part 7, "Takeoff and climb were rather better than in the
A-8. It was possible to make tighter turns before the onset of flow
separation. In a dive, the D-9 was far superior to the A-8 with its
drag-producing radial engine." He felt that the D-9 was equal to
most enemy A/C above 4,000 meters up to its maximum boost
altitude (est: 6-7,000 meters).
Lt. Ossenkop compared the Fw 190D-9 to its opponents:
vs. Tempest (V): Almost equal in level flight, a lengthy pursuit was
usually fruitless. The D-9 climbed and turned better, but was
inferior in a dive. Lt. Wssenkop compared the D-9 to the Spitfire,
Mustang and Thunderbolt, but that's another story.
The Fw 190D-9 was tested by the Army Air Forces Air Materiel Command.
Maneuverability and Aerobatics: The outstanding maneuverability trait
of this airplane is its rate of roll. In this respect it compares well with the
P-51D or P-47, but it cannot match the rate of roll of the F-80 or P-38J.
The radius of turn, however, is poor and elevator forces in tight turns are
excessive. Constant stabilizer adjustments is required in turns and if pulled
in too abruptly a fast stall with little warning will occur. The airplane
responds well to controls in all other fly through maneuvers attempted.
OK then, I would gladly do a side by side comparison of the Fw 190D-9
and Tempest V but by the time the D-9 with MW 50 came along the
Tempest was using 100/150 fuel with +13 lb. boost, I think....?
If anyone has dates of when +11 and then +13 lb. boost was introduced
into operational squadrons, I would greatly appreciate the information and
the sources.