Fw 190 D-9 210079

[Mike Williams]

Fw 190 D-9 210079 10./JG 54, belly landed at Wemmel, NW of Brussels on 1 Jan 45. Lt. Theo Nibel Pow.

I've read a few passages recently regarding this aircraft and am curious if the Crashed Enemy Aircraft Reports might comment on the engine settings and powers of that particular aircraft at the time it was captured. Has anyone encountered these reports in their reading or research and could share info that could shed light on this? Thanks.

TNA, Air 40/152 Air Intelligence 2(g), FW 190 C, D, F and G aircraft, A.D.I.(K) Report No. 58/1945, Crashed Enemy Aircraft Report No. 263, dated 8 January 1945 and A.I.2(g) Report No. 2305, dated 1 February 1945.

John Manrho & Ron Pütz, Bodenplatte, Stackpole Books, 2010
"Leutnant Nibel had belly-landed his "Black 12" near the village of Wemmel, a few kilometers south-west of Grimsbergen. His Junkers Jumo 213A-1 engine was brought to a halt by a partridge that had lodged into his radiator creating a hole several centimeters in diameter. Nibel's Dora was the first of the type captured intact by the Allies and it was subjected to numerous evaluations."

Calum E. Douglas, The Secret Horsepower Race, Tempest Books, 2020, pp 402-403.
He notes that the aircraft was fitted with a Jumo 213 engine running on 87 octane (B-4) fuel and was the first Fw 190D to be examined by the RAE Farnborough.

For that matter, do any other Crashed Enemy Aircraft Reports comment on the engine set ups of Fw 109D-9s – engine, fuel, MW-50, rpm, boost limits, etc? Thanks.

 

[Greyman]

I've got Report No. 263 -- nothing on boost, but it has a comment on the engine speed indicator:

The rev. counter is marked at the following points:​

​

(1) 2,400 r.p.m.​

(2) 2,700 "​

(3) 3,000 "​

(4) 3,300 "​

​

which indicate, presumably:​

​

(1) Econ. cruising​

(2) Max. continuous cruising​

(3) Climb and combat​

(4) Max. emergency​

Re: MW 50: 'The rear self-sealing tank is fitted in the same position as, and is interchangeable with, the methanol-water tank.'

A summary of crash reports from the 1 January 45 action said: 'The majority of the aircraft carried an extra self-sealing tank of 115 litres (26 gallons) capacity in the fuselage, the size and position of this tank corresponding to the more usual MW 50 installation.'

 

[Mike Williams]

I've got Report No. 263 -- nothing on boost, but it has a comment on the engine speed indicator:

The rev. counter is marked at the following points:​

​

(1) 2,400 r.p.m.​

(2) 2,700 "​

(3) 3,000 "​

(4) 3,300 "​

​

which indicate, presumably:​

​

(1) Econ. cruising​

(2) Max. continuous cruising​

(3) Climb and combat​

(4) Max. emergency​

Re: MW 50: 'The rear self-sealing tank is fitted in the same position as, and is interchangeable with, the methanol-water tank.'

A summary of crash reports from the 1 January 45 action said: 'The majority of the aircraft carried an extra self-sealing tank of 115 litres (26 gallons) capacity in the fuselage, the size and position of this tank corresponding to the more usual MW 50 installation.'

Thanks, Greyman!

Parsing the wording regarding the rear tank seems to suggest that MW-50 was not fitted? One would think that the British testing establishments' evaluation of crashed/captured 190 D-9s would have noted if MW-50 was found in the 115 liter tank.

As I understand it the emergency power setups were as follows:
1.70 ata/3250 rpm/1900 ps - Erhöhung der Startleistung auf n = 1900 PS durch Ladedrucksteigerung
1.80 ata/3250 rpm/2100 ps - Methanoleinspritzung bei Startleistung mit Ladedruckaufstockung

Dietmar Hermann wrote in his book Focke-Wulf Fw 190 "Long Nose, (Schiffer, Atglen, PA, 2003), p. 114
"In its November report, Junkers noted that all the aircraft of the three new Gruppe were being converted to 1,900 h.p. By the end of December 1944 there were 183 Fw 190's in operation with the increased performance modification, and 60 more had been delivered with the MW 50 system and were at the point of entering service."

That all seems to suggest that Fw 190 D-9s were more likely operating with the 1900 PS set up in late December 1944 and early January 1945. I find it interesting to know how the aircraft were actually configured and used in the field for operations.

 

[Greyman]

Yeah from the wording it sounds like the MW50 tank is normally found there, but on examples shot down on January 1st (including the partridge kamikaze attack) the petrol tank was normally found in its place.

 

[Greyman]

Found a later report from Feb 1:

ENGINE PERFORMANCE

The Fw 190 D-9 examined was not fitted with MW-50 (methanol-water) injection system although it is known that this system can be employed with the Jumo 213 A-1. A German document on the Fw 190 D-9 mentioned two forms of emergency power:-

1. "Emergency power" of 1,900 h.p. obtained by means of a cock on the instrument panel (already described) which is set to "On". An increase of 2.8 lb. per sq. in. boost is obtained at 3,250 r.p.m. This power can be used up to 16,500 ft. for a maximum period of 10 mins. at a time. If used at a lower r.p.m., there is a danger of over-heating the engine.
2. "Special emergency power" with MW 50 (2,100 h.p.) This emergency power cannot be used for take-off, but only in flight up to 16,500 ft. for a maximum period of 10 mins. at a time. The boost pressure is increased by 4 lb. per sq. in. The document states that the system is operated as follows:-

(a) Through a button switch on the right-hand side of the cockpit.​

(b) Through a switch (probably automatic) on the throttle lever, which is to be used between 3,100 and 3,200 r.p.m.​

(c) Through a tumbler switch on the left-hand side of the cockpit. (This is probably the master switch).​

​

After the "special emergency power" has been used, a minimum of 5 mins. normal flight must follow before switching on the "Emergency power".

The methanol-water tank holds 25 galls., sufficient for approximately 40 mins. use.

 

[Mike Williams]

Found a later report from Feb 1:

ENGINE PERFORMANCE

The Fw 190 D-9 examined was not fitted with MW-50 (methanol-water) injection system although it is known that this system can be employed with the Jumo 213 A-1. A German document on the Fw 190 D-9 mentioned two forms of emergency power:-

1. "Emergency power" of 1,900 h.p. obtained by means of a cock on the instrument panel (already described) which is set to "On". An increase of 2.8 lb. per sq. in. boost is obtained at 3,250 r.p.m. This power can be used up to 16,500 ft. for a maximum period of 10 mins. at a time. If used at a lower r.p.m., there is a danger of over-heating the engine.
2. "Special emergency power" with MW 50 (2,100 h.p.) This emergency power cannot be used for take-off, but only in flight up to 16,500 ft. for a maximum period of 10 mins. at a time. The boost pressure is increased by 4 lb. per sq. in. The document states that the system is operated as follows:-

(a) Through a button switch on the right-hand side of the cockpit.​

(b) Through a switch (probably automatic) on the throttle lever, which is to be used between 3,100 and 3,200 r.p.m.​

(c) Through a tumbler switch on the left-hand side of the cockpit. (This is probably the master switch).​

​

After the "special emergency power" has been used, a minimum of 5 mins. normal flight must follow before switching on the "Emergency power".

The methanol-water tank holds 25 galls., sufficient for approximately 40 mins. use.

Thank you Greyman! That's very interesting and informative.