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| The Fw190C the project of Fw190C was launched against the opinion of Technische Amt (Engineering departments of the RLM), especially because K.Tank wanted to equip it with engine DB603 to 12 cylinders on line. This engine, competitor direct of Jumo 21Á which had the preferences in high place, was developed by Daimler Benz without the directives of the technische Amt and in fact found itself classified as "undesirable" in the programs of Luftwaffe (and one little easily to imagine that the reasons of this attitude are not technical...). K.Tank, being known in position of force, did not hold any account of the opinion of its detractors and launched this program. The program of Fw190C was officially launched in July 1942, by the taking away and the modification of N° 0036 which was redésigné V13. This prototype, equipped with a DB60Á developing 1750 CV with takeoff was ready to fly in September. It had a long cap which covered an annular radiator, an oil radiator imposing under the cap and the wings had been advanced to rebalance the plane. V13 like V15 and V16 were mainly used to perfect the installation of the engine and were not pressurized.  Others were built, the V19 prototypes in V21 prototypes for the Fw190C-1 series, and V25 with V27 for the series Fw190C-2. The latter was to be pressurized and armed with 2xMG152/20 in the roots of wings and 2xMG131 with cap. The V16 prototype equipped with a compressor Daimler Benz "standard G" was tested in Langenhagen at the end of November 1942 and immediately gave satisfaction from the point of view of the performances. It went up to 12200 meters with a climbing speed of 22 m/s and reached 724 Km/h in smooth configuration with 7000 meters. Although promising, these performances were declared unsatisfactory for Technische Amt which suddenly claimed a practical ceiling of 13700 meters. In order to meet this new requirement and to improve the performances of the DB603, K.Tank asked its engineers to study the installation of a turbocompressor pulled by exhaust pipes.  Solicited manufacturers of turbine, Hirth and DVL (Deutsche Versuchsanstalt für Luftfahrt) although they already missed at that time steel alloys able to tolerate high temperatures, obtained appropriations to carry out tests of assembly of gas turbine. The first apparatus with being equipped was the prototype V18 (N° 0040), equipped with standard a Hirth turbine 9-2281 this prototype had the appearance of V16, and, was equipped with a four-bladed propeller VDM, the turbo compressor was gone up under the fuselage (practically under the pilot). A bulky air intake allowed the aspiration of the air to be compressed which was then sent by a conduit to the compressor of the DB603.  the drive was carried out by the exhaust fumes which arrived thanks to 2 pipes of strong diameter which connected the pipes of exhaust, followed the connection wing/fuselage and disappeared with the back from the compressing group, after having actuated the turbine the exhaust fumes left directly under the compressing block. The prototype redésigné for the Fw190V18/U1 occasion (are nickname was "Känguruh") was registered CF+OY and made its first flight on January 25, 1943 with Hans Sander head pilot of Focke Wulf to the orders. Eleven other flights followed one another quickly and the pilot considered it unstable in rise and piqué, very difficult to compensate, of the significant vibrations in several flight envelopes, the overheating of the oil of the engine and the lack of performance of the turbocompressor with several ruptures of blades.  In order to cure the defects, the engineering and design department supervised itself the construction of 5 other V29 prototypes in V33 (see summary table) between February and May 1943 of which several accepted standard turbines DVL TK11 which did not make any improvement. During this time, the tests continued intensively with the V18/U1 which ends up reaching 680 Km/h with 11000 meters. In April 1943 one of Fw190C was compared with Fw190 of series equipped with an improved device GM1, and, these tests were not in favour of the FW with Hirth turbocompressor! At the same time the RLM reconsidered its decision and expressed their disinterest for the series C and asked for the acceleration of program of the series D engine jumo213A. | ||||||||||||||||
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