FLYING CHARACTERISTICS
The aircraft is pleasant to fly, all controls being extremely light and positive. The aircraft is difficult to taxi due to excessive weight on the self-centering tailwheel when on the ground. For take off, 15 degrees of flap is required and it is necessary to keep the control column back to avoid swinging during the initial stage of the take off run. The run is approximately the same as that of the Spitfire IX.
Once airborne, the pilot immediately feels at home in the aircraft. The retraction of the flaps and undercarriage is barely noticable although the aircraft will sink if the retention of the flaps is made before a reasonably high airspeed has been obtained.
The stalling speed of the aircraft is high, being approximately 110MPH with the undercarriage and flaps retracted and 105MPH with the undercarriage and flaps fully down. All controls are effective up to the stall. One excellent feature of this aircraft is that it is seldom necessary to re-trim under all conditions of flight.
The best approach speed for landing with flaps and undercarriage down is between 130 and 140MPH, Indicated, reducing to about 125MPH when crossing the edge of the aerodrome. Owing to the steep angle of glide, the view during an approach is good and the actual landing is straightforward, the touchdown occurring at approximately 110MPH. The landing run is about the same as that of the Spitfire IX. The view on landing is poor due to the tail-down attitude of the aircraft. The locking of the tailwheel again assists preventing swing during the landing run.
The aircraft is very pleasant for aerobatics, even at high speed.
PERFORMANCE
The all-around performance of the FW190 is good. Only brief performance tests have been carried out and the figures obtained give a maximum speed of approximately 390MPH, True, at 1.42 atmospheres boost, 2,700RPM at the maximum power altitude of about 18,000ft. All flights at maximum power were carried out for a duration of two minutes only.
There are indications that the engine of this aircraft is de-rated, this being supported by the pilot's instruction card found in the cockpit. Further performance tests and engine investigation are to be cartried out by the RAE and more definite information will then be available.
Throughout the trials the engine has been running very roughly and as a result, pilots flying the aircraft have had little confidence in its reliability. The cause of this roughness has not yet been ascertained but it is thought that it may be due to a bad period of vibration at certain engine speeds which may also affect the injection system (Author's note: this toughness was later found to be due to fouling of the Bosche spark plugs after short periods of running; the fault was cleared by fitting Siemens type plugs taken from the BMW801A engine of a crashed Do217).
ENDURANCE
The total of 115 gallons of fuel is carried in two self-sealing tanks and each tank is fitted with an immersed fuel pump for use at altitude. A total of 9 gallons of oil is carried in a protected oil tank. The approximate endurance under operational conditions, including dog-fights and climb to 25,000ft is approximately 1 hour 20 minutes. There is a red warning light fitted in a prominent position which illuminates when there is only sufficient fuel left for 20 minutes flying.
CLIMB
The rate of climb up to 18,000ft under maximum continuous climbing conditions at 1.35 atmospheres boost, 2,450RPM, 165MPH is between 3,000 and 3,250ft/min. The initial rate of climb when pulling up from level fliht at fast cruising speed is high and the angle steep, and from a dive is phenomenal. It is considered that the de-rated version of the FW190 is unlikely to be met above 25,000ft as the power of the engine starts falling off at 22,000ft and by 25,000ft has fallen off considerably. It is not possible to give the rate of climb at this altitude.
DIVE
The FW190 has a high rate of dive, the initial acceleration being excellent. The maximum true speed so far obtained in a dive is 580MPH True, at 16,000ft and at this speed the controls, although slightly heavier, are still remarkably light. One very good feature is that no alteration of the trim from level flight is required either during the entry or during the pull-out. Due to the fuel injection syhstem it is possible to enter the dive by pushing the control column forward without the engine cutting.
SEARCH VIEW
The view for search from the FW190 is the best that has yet been seen by this unit. The cockpit hood is of moulded plexiglass and offer an unrestricted view all around. No rear view mirror is fitted and it is considered unnecessary as the backward view is so good. The hood must not be opened in flight as it is understood that tail buffeting may occur and that there is a chance of the hood being blown off. This, however, is not a disadvantage for day search as the quality of the plexiglass is excellent. During conditions of bad visibility and rain, or in the event of oil being thrown on the windscreen, the fact that the hood must not be opened in flight is obviously a disadvantage.
