Airman 1st Class
- Jul 13, 2020
Was FW190 Cowling unique? Does later US and Soviet designs have the same features?
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I have read that the British learned from captured FW 190s to improve the Tempest Centaurus engined types, to me the jury is out on that, they may have learned some stuff but a Centaurus isnt a BMW 801 so the air has to go to different places.
Mitsubishi used a fan in the very streamlined cowling for the J2M (14 cyl engine) and for the equally shaped nacelles in the Ki-67 bomber (18 cyl engine) and its derivatives (es Ki-109). Japanese are probably also the only ones to have extensively used individual exhaust stacks for their radials each fitted with a conical nozzle as thrust augmenterWhich features?
The oil cooler in the leading edge of the cowl was pretty much unique.
The use of a fan was less so but fan cooled radials were still pretty rare. Some Martin PBMs had them for their Wright R-2600s, early versions didn't and later versions with P & W R-2800s did not.
Use of exhaust to help pull air through the cowl did become more widely used after the Fw 190.
Any other features of the FW 190 cowl?
Yes, I've heard the same, but I'm also dubious as there is no mention in type specific publications on the Tempest or Sea Fury. The decision to fit radials to the type go back to the Hawker Tornado, whose original Centaurus cowl was unsatisfactory, and this work transferred through to the Typhoon II, which became the Tempest and the Tempest II variant, powered by the Centaurus, so research on the matter was being done before the Brits first got their hands on an intact Fw 190 in 1942.
Perhaps our friend Callum might have reference from the archives that can confirm or deny its veracity?
What about the Ki-100?A number of the Japanese exhaust systems, like the one on the A6M5 used paired exhausts (2 cylinders per pipe) for 12 of the 14 cylinders. 2 cylinders got their own pipes.
The K-67 may have used paired pipes?
The B-25 used individual pipes on a number of versions.
View attachment 646901
Works well on a bomber, no so good on a fighter as the upper cylinders would be blowing the exhaust right at the cockpit.
Later US fighters with R-2800s used 3 cylinders per pipe.
Using more cylinders per pipe really degraded the exhaust thrust and even 3 per pipe was not as good as two per pipe.
what made it unique was the build-in armored oil radiator cooled by the fan and the multiple exit pipes from the radiator allowing the engine to operate under neg-G's almost indefinetily (until oil was consumed or rather until the fuel pump couldn't anymore )
Seems so, from this drawingA number of the Japanese exhaust systems, like the one on the A6M5 used paired exhausts (2 cylinders per pipe) for 12 of the 14 cylinders. 2 cylinders got their own pipes.
The K-67 may have used paired pipes?
Also this oneWhat about the Ki-100?
Out of curiosity, didn't some inter-war planes like the Polish PZL p.7 and p.11 have a bronze or brass cooling ring at the front of their cowls?
Exactly. This plane used a domestically produced version of the Bristol Jupiter. Bristol radials had 4 valves per cylinder, with those on the front being used for exhaust since they were better cooled by the incoming fresh air. For this reason the engine necessitated an exhaust collector ring on the front of the engine; sometimes this was made to be part of the cowling itself.The front ring is an exhaust collector, the oil radiator is the big black stuff under the machine gun on your picture
Subsequent British radial installations were heavily influenced by the German design.
You might find this document interesting:Surprised they never used the same cooling fan in cowl arrangement on the B29 which suffered a lot from lack of cooling...