WWII FW190's, how good were they in dogfights?

wrote in message
...
Trying to fly these in the game IL2 is a waste of time, they are
really
crap. I can't believe this was realistic in comparison to other
fighters of
the time. Anyone know how good the real planes were and/or what
their major
weaknesses were?

Their major strength, for the FW190A was in roll rate. They could
roll and thereby execute a faster turn. They could also zoom up and
down in the vertical very well. Turning circle was a little less than
a spitfire but if the roll rate as used properly it didn't matter:
they could stay one step ahead. The BMW701 radial engine while
nearly unbeatable at low altitude suffered at high altitude hence the
FW190D was equiped with a jumo 213 water cooled engine to give the
Luftwaffe a high altitide fighter other than the Me109. It lost some
of its impressive roll rate and because of the unenlarged wing the
wing loading went up, nevertheless its performance was good.

The TA152H was a mdodifed FW190D with bigger wings for high altitude
interceptions. (nearly 50,000 feet at 480mph). The TA152C was as
for the TA152H only with clipped wings for low altitude fights.

Even the FW190A had some interesting features: a standard auto-pilot
and also a fully automatic throttle. No mixiture controls. You just
pushed the throttle forward (not backward as on allied aircraft) and
everything was taken care of.

The aircraft could also carry heavy armament.

In article ,
"The Enlightenment" wrote:


Even the FW190A had some interesting features: a standard auto-pilot
and also a fully automatic throttle. No mixiture controls. You just
pushed the throttle forward (not backward as on allied aircraft) and
everything was taken care of.

The 190 had a single-lever power control that worked the throttle and
prop...not sure about the mixture.

The throttle in "allied" aircraft was pushed forward to increase power.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

In article ,
Dale writes:
In article ,
"The Enlightenment" wrote:


Even the FW190A had some interesting features: a standard auto-pilot
and also a fully automatic throttle. No mixiture controls. You just
pushed the throttle forward (not backward as on allied aircraft) and
everything was taken care of.

The 190 had a single-lever power control that worked the throttle and
prop...not sure about the mixture.

Mixture, too. and it also managed the blower gear shift. It was a
complicated beast, and prone to getting itself confused.
Unfortumately, there wasn't any otehr way to manipulate the engine.
If the Kommando-Gerate went stupid, you had to limp along as best you
could.

The throttle in "allied" aircraft was pushed forward to increase power.

As was the prop (Full Increae) and Mixture (Full Rich). And, for
those airplane with turbosuperchargers as the first stage of the
supercharging system, the manual wastegate control. (Unless it had the
electronic turboregulators, (Late B-17s, B-24s, and B-29s), in which
case you had a "Volume Control" knob graduated between 1 and 10.

The P-47 had a fairly complicated throttle quadrant, with the
Throttle, Prop, Mixture, and Wastegate controls on it. Republic's
solution to provide "One Lever Control" was a pair of fold-out "ears:
on the throttle lever shaft, which engaged the Prop, Mixture, &
wastegate levers & moved them with the throttle. It worked great,
total cost was about a Quarter, and if you didn't need or want it, you
folded the ears up & worked each lever independantly.


--
Pete Stickney
A strong conviction that something must be done is the parent of many
bad measures. -- Daniel Webster