A
Anonymous
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I believe the standard armament of the D-12 was two MG151/20's in the wing roots and one MK108 firing through the prop hub - I would assume the D-13 would be the same but???
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Lunatic
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Lunatic
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The Focke-Wulf Fw-190D-13 was "the ultimate Dora," in that it was the final development of the basic Focke-Wulf fighter to see operational service, with at least one example serving with JG26 during the final month of the war. Powered by the same Jumo 213E engine that was used by the Ta-152H and Fw-190D-11, the Fw-190D-13 was armed with one 20mm motorkannon and two MG151 20mm cannon in the wingroots.
Major Franz Goetz, last Geschwader Kommodore of JG26, flew the Fw-190D-13 during April, 1945, marked as "Yellow 10," his "lucky number" during his career as a 67-victory experte with JG53. He scored no victories with the airplane, as the unit only made five combat sorties during that month.
Goetz's Dora would end up having one of the most interesting existences of any airplane to survive the war. It was among several Fw-190D aircraft gathered after the war and shipped to the United States for evaluation. It could well be the "slightly different long-nose Focke-Wulf" famed test pilot Chuck Yeager recalls having flown at Wright-Patterson immediately after the war when he was a member of the Army Air Force evaluation team testing captured enemy aircraft.
By 1946, further testing was moot, and the Fw-190D-13 was flown to Freeman Field, Indiana, where many other captured aircraft were awaiting disposition. It was apparently disassembled here. Later that year, a request was made by promoters of an air show in Atlanta, Georgia, for the Air Force to provide some captured aircraft for display, at the same time the Air Force had decided to save a long-nose Focke-Wulf for eventual display at the Air Force Museum. The Fw-190D-13 and an Fw-190D-9 were reassembled for these events. At the time, no one paid attention to the fact that the wing of the Fw-190D-13 was attached to the fuselage of the Fw-190D-9, and vice-versa. After the show in Atlanta, the Fw-190D-13 was left where it was. It was later purchased by a collector, who disassembled it and stored it in a vacant lot outside Atlanta while he came up with a way to restore it. In the 1960s, the airplane was recognized for the rare item it was - though not for how rare a Dora it was - and was eventually purchased by Doug Champlin. The airplane was restored in Germany in the 1970s, allegedly to "flight status," though it was announced it would not be flown due to its rarity. According to Ed Maloney and Steve Hinton from the Chino Air Museum, the airplane is in no way flyable, due to the poor quality of the work done in the restoration. If one looks at pictures of this airplane in the Squadron in the "Fw-190D-9 Walkaround" book, it is immediately apparent that many of the parts - such as the supercharger intake - bear little resemblance to an operational piece of gear.
The good news is that - later this year - the Air Force Museum and Doug Champlin are going to swap wings on their respective Doras, so that the aircraft can be accurately restored as an Fw-190D-9 and an Fw-190D-13. Fortunately, it has already been determined that the airplane will not under any circumstances be flown, regardless of what is done during the restoration.
http://modelingmadness.com/reviews/axis/luft/cleaverd13.htm
The Fw 190D-12 was the definitive ground attack fighter. It was powered by 1 × Jumo 213F, rated at 1,750 hp (1.305 kW) for take-off or 2,060 hp (1.536 kW) with the MW HD high-pressure methanol/water power-boost system. It had a three-stage supercharger, was fitted with a fixed armament of 2 × 20 mm MG 151/20 cannon in the wing roots and 1 × 30 mm MK 108 cannon between the cylinder banks of the engine. A sheathing of armor was designed and installed to protect it from anti-aircraft fire during low-level missions.
None of these aircraft were used operationally, probably because of a lack of fuel.
http://www.xs4all.nl/~fbonne/warbirds/ww2htmls/fockfw190.html
The Jumo 213 was a World War II-era V-12 liquid cooled aircraft engine, a development of Junkers Motoren's earlier design, the Jumo 211. The design added two features, a pressurized cooling system that required considerably less cooling fluid that allowed the engine to be built smaller, and a number of improvements that allowed it to run at higher RPM. Although these changes sound fairly minor, they boosted power by over 500 hp, making it one of the most sought-after engine designs in the late-war era.
When the Jumo 211 entered production in the late 1930s it used a normal liquid cooling system based on an "open cycle". Water was pumped through the engine to keep it cool, but the system as a whole operated at outside air pressure, or slightly greater. Since the boiling point of water is effected by pressure, this meant that as the aircraft climbed the temperature of the cooling water had to be kept quite low to avoid boiling. This meant that the water removed little heat from the engine before having to be move to the radiator to cool it. In contrast, the Daimler-Benz DB 601 used a pressurized system that ran at the same pressure at all altitudes, and actually had a boiling point of about 110°C. This allowed it to use considerably less water, and the engine itself to be smaller. Although otherwise similar in most respects, the 601 was smaller and lighter than the 211, making it popular in fighter designs. The 211 was relegated to "secondary" roles in bombers and transports.
Junkers was not happy with this state of affairs, and started their own efforts to produce a pressurized cooling system as early as 1938. Experiments on the 211 proved so successful that it became clear that not only could the engine be built smaller, but could be run at higher power settings without overheating. Additional changes to strengthen the crankshaft, add a fully-shrouded supercharger for increased boost resulted in the Jumo 211F model, which delivered 1,400 hp at 2,400 RPM, up from 950 hp at 2,200 RPM.
But this was only the beginning. After redesigning the engine casing to a smaller size to suit the increased cooling power, increasing boost settings on the supercharger the new 213A model was able to deliver a whopping 1,750 PS (metric hp) at 3,250 RPM.
Specifications
Configuration: Twelve-cylinder inverted-Vee liquid-cooled (pressurized water up to 120°C)
Bore by stroke: 150 by 165 mm
Displacement: 35 litres
Compression ratio: 6.5:1 (B4 fuel, 87 octane)
Power: 1,750 PS (1287 kW) at 3,250 rpm for takeoff
Supercharger: Two-stage (213A,C), three-stage two-speed (213E)
Rated altitude: 6,000 m (213A,C), 9,600 m (213E)
Dimensions: Length: 2.266 m
Weight: 920 kg (213A,C), 940 kg (213E)
Jumo 213 versions
213A: First version, 1,750 PS (2,100 PS with MW50 boost) take-off power
213B: Project, a 213A with C3 fuel (100 octane) and up to 2,000 PS take-off power
213C: Optimized 213A, re-arranging of secondary equipment allowed mounting of a cannon firing through the propeller axis
213E: High altitude version of 213A with 1,750 PS (2,050 PS with MW50 boost) take-off power
http://en.wikipedia.org/wiki/Junkers_Jumo_213