Stopping the Blood Loss
By 1944, German infrastructure and manufacturing capabilities were being ravaged on a daily basis by hundreds, sometimes thousands, of American bombers in the day and British bombers at night. Additionally, word of the new high-altitude, long-range Boeing B-29 Superfortress had soon spread throughout the German authority and a pressing matter for defense of its war industry soon became critical. As such, the Air Ministry (RLM) looked to fulfill a new requirement for a high-altitude interceptor and tapped both the proven Messerschmitt and Focke-Wulf firms for a viable solution. To this point, Messerschmitt had proven their mastery of the skies with their Bf 109 single-seat fighter - one of the most produced military aircraft of her time - and, later, the Me 262 Schwalbe jet-powered fighter. Likewise, the Focke-Wulf bureau delivered a potential war-winner with their development and subsequent production of the excellent Fw 190 single-seat fighter.
The Focke-Wulf Fw 190D-9
Taking the Fw 190D-9 as its starting point, Focke-Wulf and fabled German aircraft engineer Kurt Tank set to work. The Fw 190D ("Dora") was a long-nose production fighter of the base Fw 190 with improvements throughout and clearly identified from earlier Fw 190 forms by her streamlined design and annular cowling. The Fw 190D-9 became the definitive Fw 190 production fighter version for the German Luftwaffe in the fall of 1944 and was highly-regarded by both sides in the post-war years as Germany's best piston engine entry, reaching speeds of 426 miles per hour and armed with a pair of cannons and further backed by a pair of machine guns. Water-methanol was used to boost engine performance out of the Junkers Jumo 213A to an impressive 2,240 horsepower, allowing for high-altitude, high-performance work.
The Focke-Wulf Ta 152
The Fw 190D-9 was reconstituted by Focke-Wulf for the new RLM requirement in three distinct prototypes - a fighter, high-altitude fighter and a ground-attack platform. Only the high-altitude prototype survived further evaluation and evolved into the Ta 152C prototype. The fighter and ground attack versions were cancelled outright and the Messerschmitt submission - the Bf 109H (based on the Bf 109G with a pressurized cockpit and lengthened wings) - was not accepted by the RLM and dropped from consideration on July 18th, 1944, the Ta 152 and upcoming Me 262 proving the better high-altitude alternatives.
The Ta 152 received its "Ta" designation from the first two letters of designer Kurt Tank's last name to honor his earlier contributions to the Focke-Wulf company (the "152" portion of the designation was rather generically assigned by the RLM). From the outset, the Ta 152 family would, itself, have encompassed three distinct production variants - the Ta 152C lower-altitude fighter, the Ta 152E fighter-reconnaissance platform and the Ta 152H high-altitude fighter.
At its core, the Ta 152 was nothing more than a heavily modified Fw 190. The fuselage was kept largely intact though noticeably lengthened to adapt the revised airframe to its new center of gravity. The wings were also noticeably altered and lengthened beyond the original Fw 190's 35 feet, 5 inches (H-model was 48 feet, 6 inches while the C-model was 36 feet, 1 inch). All tail surfaces were increased in area and the flaps and undercarriage were now hydraulically-controlled (as opposed to electrically). Additional features included a pressurized cockpit (H-model) upgraded radio equipment, navigation systems, an autopilot and heated forward armored windscreen (the latter to combat the freezing temperatures to be encountered at higher altitudes). Within the wings resided tanks to hold fuel, the MW 50 methanol-water solution (for lower-altitude work - this rated under 32,800 feet) and GM-1 nitrous oxide (required for high-performance, high-altitude flight).
Ta 152 Power
Kurt Tank had initially wanted the Ta 152 to be powered by the Daimler-Benz DB 603 series engine but a previous mating of said engine with the Fw 190C proved too temperamental in the eyes of the German Air Ministry, forcing Tank to put his design efforts into using the Junkers Jumo 213E series liquid-cooled, inverted V12 engine that could deliver up to 1,750 horsepower. The Junkers Jumo 213E series was a high-altitude version of the Jumo 213A/C series already being utilized by the Fw 190D models. This powerplant worked off of a two-stage, three-speed supercharger that relied on an MW 50 methanol-water mixture to boost overall engine performance, particularly at high-altitudes where air ran thinner. Top speed of the Ta 152 was a reported 472 miles per hour, a grand increase from the 426 as exhibit by the similar Fw 190D-9 - putting her on par with, or beyond, anything the Allies could field by this time. Range was equally impressive at 1,240 miles and the Ta 152's service ceiling could top 48,550 feet when using the integrated GM-1 boost. Rate-of-climb was approximately 3,445 feet per minute allowing the aircraft to speed up to height quickly to counter incoming bombers and fighters. In the end, the Ta 152 design proved to be one of the fastest piston-powered aircraft of the entire war.
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