Flight Report Fw 190/733705
Nr. 2
Bad Eilsen 

Fl. Nr.:Date:Take-off:Landing:Duration:Pilot:
2519.10.44  9.3210.0735'Schnier
281.11.44  9.34  9.406'Märschel
327.11.44  9.00  9.1414'Märschel
337.11.4412.3312.37  4'Märschel
347.11.4417.0017.04  4'Prof. Tank



Engine 801 D-2/316248
A-8 production condition (without outer wing weapons).
Armament: 2 Mg 131, 2 MG 151 (MG 151 with 230 rounds ammunition each).
ETC 501. Rigid wheel door panels.
Perlon-landing-gear tires the Firm Conti 25.10. ./. 10.11.
Ballast: In the FT area 10 kg.
In fuselage center instead of internal extra tank 125 kg.
Between floor panel and master compass 75 kg.
30.10. ./. 6.11.44 Take-off weight G  =  4224 kg
                            Center of gravity position = 0.78 m.


1.Determination of level speeds with engine, Werk-Nr. 316248.
2.Recording of the cooling pressures in climb and level flight.
3.Flight characteristic investigations with rear positions of the center of gravity.


1.After replacement of the engine that failed from supercharger damage, serial No. 328909, level speeds using combat and take-off power were determined in the as-delivered condition. Using the ram pressure calibration as shown in Flight Report Nr 1 the important points of the speed plots are as follows:
Speed at SL with combat power  VwKC = 321 mph (516 km/h)
      "       "       "    take-off power VwKC = 334 mph (537 km/h)
Speed at full throttle height with combat power (5650m) VwKC = 366 mph (589 km/h)
    "      "            "                  "   take-off power (6100m) VwKC = 383 mph (617 km/h)
The necessary conditions are fulfilled for a later comparison and the airplane can be converted to the intended improved aerodynamic condition.
2.Since a modification of the cowl flaps as well as the cooling air outlet cross-section is also scheduled with the conversion, the pressures in the engine were determined during climb and level flights. The chart of the values obtained in the climb show, that from 6000 m height upwards the necessary cooling pressure drop as required by BMW for 220° cylinder temperatures is reached only with fully opened cowl flaps.
3.For the check of the rearmost position of the center of gravity for bad weather fighters the machine was brought, through ballast, to a rear center of gravity with full drop tank from s = 0.78 ./. 0.76 m . With this the airplane is significantly unstable and must be flown carefully. Only after consumption of the fuel supply down to approximately 100 litres for each main fuselage tank, thus a cog-position of 0.72 m, a sufficient stability around the transverse axis is present.
In the case of standard pre-setting of the horizontal stabilizer of 2° toward nose-heavy (indicated 0) and neutral elevator trim tab edge resulted in the following trim indicator positions:

Center of Gravity position 0.78 m (unstable): Take-off + 1°
Climb +1.8°
Center of Gravity position 0.72 m (stable): Level flight + 0.5°
Climb +1.0°

Further flights conducted with trim tab edges adjusted to ~ 25° nose-heavy resp. tail-heavy show that no movement of the neutral point is caused through this. Judged purely by feel, however, the upward slope of the stability line seems thereby influenced by, and in the favorable sense with trim tab edges adjusted nose-heavy.

Langenhagen, 21 November 1944

Fw 190 A-8 733705 Climb and Level Flight Performance Chart


Flugbericht Fw 190/733705 Nr 2  (pdf)

Translation by Jörn Dietrich and Mike Williams

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