Flight Report Fw 190/174014
Bad Eilsen 

Fl. Nr.: Date: Take-off: Landing: Duration: Pilot:
10 24.5.44 16.38 16.58 20' Motsch

47 21.7.44 18.43 19.15 32' Kampmeier
A total of 41 flights with 19.02 h flight time.

Condition: A 8 - series.
Engine BMW 801 D-2/85741
Ball bearings in the controls partially replaced with changeover bearings or backup solutions (see memo of control prototype construction dated 23.5.44 regarding changes for ball bearings)
Control column with friction type bearing 11.6. ./. 20.7.
New, simplified oil tank pendulum valve 11.6 ./. 18.7.
Tailwheel flutter supression.
Machine compartment cover made of wood 8-190.125-29.
Rear view mirror.
Tubular rivits in aileron and elevator control rod, KBV 29970.
4 additional friction type bearings for the aileron bell crank 190.402.07+08 15.7.
ETC 501 with armament kit 8861 from 7.7. onwards.

1. Testing of the new control column with friction type bearing.
2. Examination of the simplified pendulum valves in the oil tank venting system.
3. Assessment of the wooden machine compartment panels.
4. Behaviour of the C 2 drop tank on the ETC 501.
5. Assessment of the rear view mirror.
6. Behaviour of the tail wheel with flutter supression.
7. Speed indicator calibration over the test course.
8. Speed check.


1. The VA-ME informs about the stationary friction forces with various rudder loads of this friction type bearing (as per memo of control prototyp construction) equipped machine in their memo Nr. 20.047. Flight tests, which were performed in the as-delivered condition, gave no significant disturbing changes of the forces in the rudder and aileron control. Only in the elevator control the forces were increased considerably, which in a landing causes the loss of the feeling for the right moment for pulling up. As a result, the control stick often is pulled fully back too late and the machine drops onto the wheels.
An increase of the friction forces at low outside air temperatures was not registered during a flight of ~25 min duration in 8 ./. 10 km altitude with temperatures of -40 ./. -45°.
The controls forces for aileron and elevator control as well as the clearances were considerably increased when the ball bearing control stick was replaced by a friction type bearing control stick on 11.6. In order to achieve acceptable forces for the elevator, ball bearings had to be reinstalled at the bell crank (8-190.401-0709). This reduced the friction forces without a load to 1 kg. Clearances with fixed control stick measured at the control surface was: For the ailerons 4.8 mm, for the elevator 5.7 mm, and with fixed control surface, measured at the stick, for the elevator 2.5 mm. In flight, in particular for the elevator control, friction forces become increasingly noticeable. In combination with the increased clearances, a feeling of uncertainty is created during take off, landing and in rough weather. The aircraft does not react to small control input and will be overcontrolled in the following larger input due to the high forces. In sustained turn fights, the right arm of the pilot will probably slacken very soon.
During the installation of the tubular rivits into the control rods, the removal of the control stick was necessary. After the reinstallation stationary friction forces for the elevator control of 2 kg, which could, in spite of every effort to install the base of the stick perfectly aligned, not be reduced to less than 1.5 kg. Through longer exposure to sunshine, this value increased to 2.5 kg. The flights carried out after the reinstallation, with and without previously heating the machine through sunshine, gave unacceptable elevator forces, so that, in order to continue flying, the ball bearing stick had to be reinstalled. It therefore shows, that the floor of the Fw 190 produced the largest obstacles for a stick base installation free of tension. While the ball bearing stick compensates for minor misalignments, the friction type bearing stick reacts with stiffness.
The installation of friction type bearings for the bell crank shaft (190.402.07+08) into the aileron control was done on 15.7. In flight, no objections resulted from this, a reduction of the ailerons forces through changes in the aileron settings was not necessary.

With the ball bearing stick base with clearances in the controls with fixed stick measured on the control surface was: For the aileron 2.3 mm, for the elevator 4.0 mm, with fixed control surfaces and measured at the stick, for the elevator 1.5 mm.
2. The simplified pendulum valve in the oil tank venting system, which is composed only of a pendulum along the longitudinal axis, was checked for tightness in aerobatics. After 15 right and left rolls and several dives no measurable oil loss from the tank occured.
3. The wooden machine compartment panel, according to document 8-190.125-29, which is only secured by two bars, was investigated for strength in dives to Va = 700 km/h with side slips to left and right. An in flight observation was not possible, after the landing no change could be found with the panel.
4. Based on a report from the armed forces, which says that the drop tanks at the ETC 501 get loose and turn sideways in flight, tests were done with the C 2 - tank (with supports). After attachment and filling of the tank, the machine was sent several times through the jumping course (alternating concrete and grass runways) at high speed, after which the suspension was checked. It was revealed, that the tank had loosened considerably and the fastening bolts could be readjusted with up to 6 turns. In the following flight with high stresses no further loosening occurred. In case the readjustment done in this case is not carried out, it is easily possible for the tank to turn sideways in flight.

To check if the glass bends which were added to the fuel and intake air lines as predetermined breaking points fulfill their purpose, the tank was dropped. The bends did not break, but were pulled from the rubber hoses.
5. The narrow rear view mirrors installed on top of the roll bar do not meet the requirements, since the field of vision is much too small and does not give the pilot an overview over the air space behind him.
In terms of field of vision the mirrors installed in the corners of the hood are considerably better, but give, due the view going through the curved hood at a shallow angle, considerably distorted images. Good adjustment possibility of these mirrors is advantageous.
6. Since it is not possible to land on concrete runways at Langenhagen, the assessment of the tail wheel flutter suppression could so far only be done during take offs. With tail wheel lock engaged, no flutter occurred in several take offs including take offs in cross winds, also no tendency to fluttering showed.
7. No indication error was found with the speed indicator on the outside pitot tube on the test course.
8. The attached chart shows the level speeds established with combat power up to 8000 m altitude. Without a correction for compressibility, the results are in 0 m Vwc = 320 mph (515 km/h) and at the full throttle altitude of 19520' (5950 m) V wc = 373 mph (600 km/h).
Note: As already stated during the testing of the French rpm gauge in Fw 190/410258, it is, due to its jerky and inaccurate indication generally poor and in particular for testing unsuitable.

Langenhagen, 26.7.1944

Level speeds with combat power


Flugbericht Fw 190/174014 Nr.1 (pdf)

Translation by Jörn Dietrich and Mike Williams

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