Manual Focke Wulf 190A-8

FW190A-8
AircraftHandbook
D. (Luft) T. 2190A-8
For Official Use Onlv!
Aircraft Handbook
(Effective July 1944)
Issued September 1944
Luf twaf f e Hi gh Command
Ber l i n, 5 September 1944
Chi ef of Technj cal Ser vi ces
Nr . 280513/44 (EISte. Re. E2V)
Ihereby approve D. ( Luf t l T.2190A-8 -- "Fw 190A-8
A i r c r a f t h a n d b o o k ( Ef f e c t l v e J u l y 1944) I ssued
Septernber 1944."
I t i s i n e f f e c t f r om t he dat e o f i ssue.
By or der
W i t t mer
To r educe t he pr epar at ion t ime of t he Fw 1 9 0 A - 8
t echni ca l handbooks, t he a r t i s t s have used some
dr awi ngs o r i g i n a l l y pr epar ed f o r e a r l i e r marks of
t h i s a i r c r a f t . Where t her e a r e p o i n t s o f d i f f e r -
ente between them and t he Fw 1 9 0 A - 8 , t hey a r e
marked wf t h an a s t e r i s k i*). See t he genera1
arrangement dr awi ngs at t ached as Annex A t o Par t O
t o r esol ve any dl f f er ences.
D. (Luft) T. 2190A-8
For Official Use Only!
Aircraft Handbook
Part O
General
O1 Genera l
I. General data
A. Specifications
1. Purpose
TheFw190A-8 isasingl e - s e a t fighteraircraft
possessing both a,hightopspeedand goodmaneuver-
ability. It canalsobeeniployed asafighter-bomber
carryingb o m b s, orasanextendedrangefi g h ter
carryinganunderfuselagedroptank.
Fig. 1: Generalview
2. Type of construction
The aircraft 1s a single-engined, cantilever low-
Wi ng monoplane, of ali-metal construction,witha
singlevertical tail andretractableundercarriage.
a.Fuselage
Thefuselage is composedof aDuralcoveringovera
monocoque frame. At itsforwardend i t isof circu-
larcross-section tomatch thes h apeof thepower-
plant. At therearend i t isof ovaicross-section.
It c o m p r i s e s twomajorsubsections, the fonvard
fuselage[firewalltobulkhead8) and therearfuse-
lage[bulkhead8 tobulkhead141.
Theenginebearerassembly isattached to the fire-
wall [bulkhead1 ) . Thecockpita n d fuel tanksa r e
housed in theforward fuselage. Inanemergency; the
cockpitcanopyconbe jettisonedby theactuationof
anexpiosivecharge.
A r m o u r platingprotectsthepilot againste n e m y
fire.
An equipmentbay, accessible throughahingedcover,
is located in therearfuselage. A fabricbulkhead,
alsolocated in theaft fuselage,preventsthesuck-
ing of engineexhaust fumesforward into the cock-
pit.
b.Undercarriage
Theundercarriage consists of atwostrutmain gear
unitandatailwheel. Thetailwheelcanbeswivelled
through36P andconbe locked intoposition.
Undercarriage actuation Iselectrical; operation is
monitored electrically, by anundercarriageposition
indicator,andmechanically,by an indicatorrod.
T h e mainundercarriagemembersareattached tot h e
mainspar, retractinginwards. Whenretracted, they
a r ecarpletelystoredwithin apertures in thewing
leadingedge and arefu1ly covered by fairings and
covers.
D u r i ng undercarriageretraction, thetailwheel is
pulled up end held in place by 'acableattached to
theradiusrodhingepoint on theri ght undercar-
riageleg. The lower half of thetailwheelremalns
exposedafterretraction, serving, in thatposition,
asanemergencytailskid.
C. Control surfaces
Thehorizontalandvertical tail surfaces ore posi-
tionedc e n t r a l l y on thetailunlt; theailerons,
o utbo ard on thewing trail ingedge. Thelanding
flapsarepositioned inboardof theaileronson the
wing lowerrearsurface.
d.Flying controls
Elevatorsandaileronsareactuatedby t h epilot's
control~stick;therudderby footpedais. kovement
of thecontrols1saccomplished throughcables, DUZ
flexiblepush-rods and bellcranks. Throughdiffer-
ential gears built intotheele v a t o r andrudder
c o n t r o Is,thestickforcesarekept toaminimum
C I o s e totheneutra1positions of thesesurfaces.
Recently, in placeof therudder contro1 differen-
tialb e l l c r a n k , atorsion bar fixture [without
differentialmovementlhasbeen instailed.
Thehorizontalstabilizerand fiapsareelectrically
actuated. Synchronizedmovementoftheflapd r ive
motors isaccomplished throughsynchronizingswitch-
es.
02 General
e.W i n g unit
Thewing 1sof onepiececonstruction. Themain spar
iscontinuous, therearsparisdivided by thefuse-
lage. Wingsand fuselageareconnected at both t h e
mainandrearspars.
M o n o c o q u etypeconstruction. Them i n spar forms
partof the lowershell; therearspar, part of the
upper.
4. Powerplant
a. Engine
W 801Dai rc ooi ed,14-cylinder twin row radiai
enginewith twospeedsupercharger, reductlon gear-
ingandenginecooling fan.
Acontro1unit l~omnandogeriit) automaticaily adjusts
a n d monltorsairscrewRPM, boost p r e s s u r e , fuel
mixture, ignition timingadjustmentandsupercharger
switchover.
b. Airscrew
Threebladed adjustableairscrewwithconstantspeed
u n i t . Incaseof thefailureof thea u t o m a t i c
adjustment controls, or of theengine, theblades
c a nbeelectrically positioned by athumbactuated
manualswitch.
Airscrewdiameter is3,30 m 110'1 0").
C. Tonks
Fuel tanks: 'iwoself-sealing fuselage tankswitha
total capacity of 524Liters (115.5 gal). For-
w a r d tank232Liters(51gal), rear.tank292
Liters (64.5 gall.
Adrop tankof 300Liter(66.2 gall capacitycan
beCarri edon an ETC501 rackbeneat hthe
fuselage.
011 tank: Acircular tank,protected by anarmoured
nosering, withacapacityof 55Li t e r s (12.1
gal).
An armouredringalsoprotectstheoilcooler.
Hydraullcfluid tank (forcontro1unitla Theenglne
mountingringserves as container. Capacity5,6
Liters (4.94 qt1.
Primerfuel tankr BuiIt intot h e rearfuel t a n k .
Capacity3Liters (2.64 qtl.
Behind bulkhead 8 t h e r e isalsoprovisionfor t h e
installation of aG L I tank, 85.Liter (18.7 gall
capacity, or anauxiliaryfuel tank, 115Liter
(25.3 gal1 capacity.
5. Equiprnent
a.Radioequipmeni
FuG250- IFF transponder unit
FuG16ZY-- Air-to-air anda i r - t ~ ~ r o u n d VHF
comnunicatfonsandhoming set
b. Built-in armament
Fuselager2x MG 131
Wing-rootsa 2xf f i 151/20E
Wingsr2xMG 151/20E
C.Armament rnodifications
Varlousweapons installationsareavailable;. the
changesapply tothewingmountedweaponso n l y.
Thesub-designations areasfollcwsi
B. Aircraft da t a
1. General measurernents
Dimensions:
Span......................... 10,50 134'5ia1 m
Overall length............... 8,95 m (29'44'1
Height ....................... 3,95 m L12'11hm)
Wingsi
Span.........................10,50m (34'54")
Maximumchord ................ 2,30 m (7'6")
Wingarea....................18,30 sqm
(196.6 sqft 1
Control surfacesa
Horizontal tal1area... 2.73 sqm (29.4 sq ft)
Vertical tailarea..... 1,56 sqm (16.8 sq f t l
Aileronarea ........... 1,93 sqm (20.7 sqftl
Flaparea .............. 1,69 sqm (18.2 sqf t )
Undercarriagea
Track.................. 3,50 m (11'6")
Main tiredimensions... 700x 175
Tail 'tiredimensions... 350x 135or380x150
Mainwheel.rims......... VDM/&2090 B-2 orA-3;
w a 2 m i LI
Tailwheel rims......... KPZ/a35128-2 orA-2
Mainwheel brakes....... hydraulic
Gearretraction........ electro-mechanlcal
"-
03
Genera l
Ml ssi on type:
2. Engine performance
I: Fl ght er oper at i ons wi t h 2 MG 131s and 4 MG I ~I / ZOES
I V r Fi ghter-bomber o p e r a t l ms wi t h 2 MG 131s, 4 f f i 151/20Es, ETC 501
wi t h 4 ETC 508-1s o r 50L-2s 03 ER-4 adapt er
a. Rated a l t i t u d e i wi t hout dynamic a i r pr essur el
supercharger low s e t t i ng: For ml ssi on t ypes I and 11, 21-cm r ocket l aunchers and al so t he addi -
t i o n a l f usel age f u e l tank can be i ns t al l ed.
A l t i tude Power Speed aoost
f t hp RPM PS 1
Cl i mb and combat power
i 30 ml n l 2300 1500
Mi ssl on t ype
Maxi m~mendurance c r u i se 3940 1350
Maxlmum econany c r ul s e 5900 1045
b. Rated a l t i t u d e i wl t hout dy nml c a l r pr essur el
supercharger hi gh s et t l ngr
Al t 1 tude P a e r
f t hp
~ak e- off and emergency power
i 3 mi n m ~ l
1970 1705 2XXI 20.2
Wel ght i n Ibs.
I
Take-of f and emrgency power
( 3 ml n max) 18,700 1420
Cl l mb and combat paver
I 30 ml n l
17,400 1300
~axl mumendurance c r ul s e 18.000 1165
Maximum econany c r ul s e 17,700 970
Il
2400
2300
2100
Speed
RPM
2700
2400
2300
2100
18.7
17.0
15.6
lean
BOOS~
p s i
20.2
18.7
17.0
15.6
lean
I 1 1
Empty wel ght
Addi t i onal equtpment
Empty equl pped wel ght
Pi l o t
Fuel , f orward 151.1 gal J
Fuel , r ear (64.4 g a l l
Drop tank 166.2 gal i
Oi l (12.1 gal 1
h u n i t i o n ffi 131
L2 x 450 r oundsl
h u n l t l o n MG 151/20E
i wl ng- r oot sl i 2 x 250 r oundsl
krmun It ion MG 151/20E
i out boar dl l 2 x 140 r oundsl
Ol sposabl e wel ght on ETC 501
Winter-emergency equlpment
IV
137 137 137
-- 1 1' ; ~ 1140 ~ 650
55 55 55 55
Loaded n e i ght 9452* 10160* 10724*** 10404**
3. Flight performance When 21-cm p r o j e c t l l e s and l aunchers a r e i ns t al l ed, t he a i r c r a f t
wei ght i s l ncreased by 624 Ibs.
F o r d e t a i l ed dat a see t he F i ight perf ormance t ab l es. ** When the 4 501-2 r el eases ar e f it t e d t o t he ER4 adapter, ai r c r af t
wei ght I s decreased by 71 Ibs.
4. Weight data
*** At t h l s t ake- of f wei ght, t he t i r e s ar e overl oaded. Use i ncreased
t i r e pr essur e i see Par t 21 and t ake of f onl y f r o n a paved runway
o r hard, even f i e l d .
Wl t h t h e a d d l t i o n a l f usel age f u e l tank, 115 L t r (25.3 g a l l I nst al l ed,
t he a l r c r a f t wei ght 1s i ncreased by about 265 Ibs.
-
Fi g. 2: Maj or dl mensi ons
03 Genera l
11: Fl ght er oper at l ons wl t h 2 M5 13l s, 4 ffi 151/20Es and I ncr easd
range
2. Engine performance 111s Fl ght er-banber oper at l ons wt t h 2 MG 1315, 4 MG 151/20Es, and ETI.
501
i V i Fl ght er-banber oper at l ons wi t h 2 MG 1315, 4 MS 151/20Es, ETC 50'
wi t h 4 ETC 508-1s o r 50L-2s on ER-4 adept er
a, Rsted al t i tude (wl t hout d y n a l c a l r pressurel
supercharger low set t 1ng1
For mi ssl on t ypes I and 11, 21-cm r ocket Iaunchers anc al so t he addi.
t i o n a l f usel age f u e l t ank can be i ns t al l ed.
Al t lrude Power
f t hp
Speed Boost
RPM PSI
Take-of f and emergency power
13 mln maxl 1970 1705
Ml s s l on t ype
Cllmb and combat power
130 ml nl 2300 1500
I 1 I 1
Welght i n Ibs.
Moxlmum endurance c r ul s e 3940 1350
Enpt y wel ght
Addl t l onal equlpment
haxlmum econmy c r ul s e 5900 1045
II!
2100 15.6
l ean
I V
6750
858
Empty equi pped wei ght
~
P1 l o t
l
6750
1050
b. Rated a l t l t u d e ( wl t hout dy nml c a l r pressurel
supercharger hl gh s et t l ngr
Al t ltude P a e r
f t rp
Fuel , f orward (51.1 gal l
I
6750
990
Fuel , r ear (64.4 gal l
I
6750
1160
Speed Boost
RPM PSI
Drop t ank (66.2 g a l l I
011 (12.1 gal l
I
Amnunl t l on MG 131
I 2 x 450 r oundsl
Amnunl t I on MG 151/20E
I wl ng- r oot sl 12 x 250 r oundsl
Take-off and emergency power
l 3 m!n maxl 18,700 1420
Cl lmb md combat p me r
i3C ml nl 17,400 1300
h mi i i i r i o n MG 151/20E
I out boar dl l 2 x 140 r oundsl
Dl sposabl e wel ght on ETC 501
.hiaxlmum endurance c r ul s e 18,000 1165
Moxlmum econmy cr ul se 17,700 970
Wlnter-emergency equl pment
3. Flight performance Loaded wei ght 1 5452. 10160. 10724*** 10404'.
F~~ d e t a i l ed d a t a see t he F l ight performance t ab l
When 21-cm p r o j e c t l l e s and l aunchers a r e i n s t a l led, t he a i r c r a f t
wel ght 1s I ncreased by 624 Ibs.
H When t he 4 5OL-2 r el eases ar e f it t e d t o t he ER4 adapter, a i r c r a f t
wel ght 1s decreased by 71 Ibs.
4. Weight dat a
Ml ssi on type:
At t h l s t ake- of f wel ght , t he t l r e s ar e overl oaded. Use i ncreased
t i r e pr essur e l see Pa r t 21 and t ake o f f onl y f r o n a paved runway
o r hard, even f l el d.
I:Ff ght e; oper at i ons wI t h 2 ffi 131s and 4 ffi 151/XIEs
Wl r h t h e a d d l t l o n a i f usel age f u e l tank, 115 Lf r (25.3 g a l l i ns t al l ed,
t he a l r c r a f t wel ght 1s I ncreased by about 265 Ibs.
I 10500
Fl g. 21 Maj or d! nensi ons
Genera l 04
15
Fig. 31 Bulkhead andrib layout
C. Aircraft assernbly
1. Major components
No Designation
1 Wlngs
2 FLaps
3 Allerons
4 Englnebearer assernbly
5 Powerunlt
6 Horizontalstabillzer
7 Elevator
8 Tal1 unitwlthvertlcal
stablllzer
9 Rudder
10 Undercarrlage
1 1 Tallwheel unlt
Fig. 4: Majorcomponents
Attached to
Fuse l age
Wings
Wings
Bulkhead 1
Enginebearerassernbly
Vertlcal stabilizerspar,
spindledrivea n danti-
stressframe/guide
Horizontal stabilizer
Rearfuselage
Vertical stabilizer
Wingandu/cradiusstruts
Tall unit
Genera l
2. Covers and panels
Location
2 2 Enginecowlings, side
lrt6lefti
I l
3 2 Enginecowlings, bot-
t m Irt L left 1
4 1 Forward fuselage, rt
In fuselage arrnament
pane l
Fusel age armamen t
pane l
I~ulkhead1, rt L left
Windscreen mounting
unit, rt6lef t
Bul khead5, lef t
10 1 Forward fuselage, rt
I I
1 Behlnd pilot's seat
1 Rt f uselage between
bulkheads8L9
1 Fomardf u s e l o g e ,
I left
1 Rt fuselage between
bulkheads 11 L 12
lomi tted l
2 Tal1 unit, rt & left
Fuse l age unders ides,
rt L lef t , beneath
enginesupport frame
Fuselage undersides,
rt L l ef t , fonvard
of fuel tankcover
Forward fuselage, rt
6left
Fonvardf u s e l ag e ,
undersides
Fuselage undersldes,
between bulkheads 8
Fuselage undersldes,
between bulkheads 9
I
Fonvardfus e l ag e ,
Ieft
Purpose
Engineservicing
spection
and in-
Engineservicing
spection
and in-
Engineservicing and in-
spection
Fonvard fuel tank filler
pipecover
ioopenarmarnent panel
Fuselage weapons instal-
l ationand removal
Accesstorudderpedals
Fuselage weapons instal-
lationandremoval
Control surfaces locking
cordstowage
R e a r fuel t a n k filler
pipecover
Stowagebagcoverflap
Oxygenand air tankfill-
erpipecover
Hand hold cover
Firstaid kit
Installation, servicing
andremoval of horizon-
tal stabilizer
Toc o v e r theu / c lower
wheel halves
Installation and removal
of W i ng- root weapons
a m u n ition boxes
Servicing and inspection
of engineaccessories
Fuel tanks installation
andremoval
Equipment troughcover
Bottomsheil accesscover
Entrystepcoverplate
No
23
24
25
26
27
2 8
29
3 0
31
32
33
34
3 5
3 6
3 7
Qty
1
1
2
1
2
2
2
2
2
4
2
2
2
1
1
Locat ion
Left fuselagebetween
bul kheads9610
Rt fuselage between
bul kheads10L11
Rearfuselagelifting
tube
Verttcal stabilizer,
left
Wlng lower surfaces,
rt& left
Wing lower surfaces,
rt& left
Wingroots, rt 6left
rt L left
Wing leadingedge, rt
6 left, betweennose
ribs767a
2 p e r s i d e I I e f t L
rt1, betWe e nmid-
betweenrnid-ribs6L
7
betweenmid-ribs 7L
9
betweenmid-ribs9L
1o
Rt fuselage between
bulkheads6L8
Left fuselagebetween
bulkheads969a
Purpose
of equipment i n equip-
ment bay
External powerconnection
Liftingtubecovers
Servicing tailwheel unit
andvertice1 stabilizer
Extenslonof u/c fairings
whenETC501 fi tted
Undercarriage lowerfair-
lngs
Servicing, installation
andrernoval of wing-root
weapons
Undercarrlageupperfalr-
ing
Centre wlng leadingedge
cap
Installation, servicing
a n d removal of flap
drivemotors
of u/c. Rernoval of wing
guncartridgecaslngs
Installation, servlclng
andremovalof wingguns
Servlclngaileroncontrols
Radiobat accesspanel
Supplementary tankfiller
pipecover( W 1 orextra
fuel tankl
Genere!
Fi g. 5: Covers and panel s
Il.General maintenance instructions
A. General serving instructions
met al p a n e l l i n g (see LgN 11 11 9 Sheet 11.
3. Ri v e t s ar e loose:
Thi s s ec t i on i ncl udes a l 1 i n s t r u c t i o n s r equi r ed f o r
a l when t hey can be rnoved by a probe o r s i r ni i ar
gener ai s e r v i c i n g dut i es.
b l w h e n t hey a r e seated a t an obl i aue a n Q I e i nst rument ;
t l oose r i v e t s whi ch w e r e pushed t hrough i h e
1. threaded plugs
s k i n a t an angl el ;
CIwhen a 0,l mnt h i c k probe can be i nser t ed bet -
B e f o r e use, c a r e f u l l y cl ean t hr eads wi t h a cl ean
ween t he r i v e t head and t he a i r c r a f t s k i n up
rag. Due t o t he danger of expl osi on, e n s u r e t hat
t o t he r i v e t s haf t Icaused by j o i n i n g a s t r ong
component t o a weak s k i nl.
Oxyqen connect i ons a r e kept f r e e of o i l and grease.
~ o . i r e v e n t s e i zur e of bol t threads, smear t h e i wi t h 4. Ri v et s ar e not l oose:
Gr aphi t e pas t e bef or e use. C o v e rscrews wi t h tape a l when t hey o n l y have bl ack ri ms;
a f t e r removal . b l when a probe cannot be pushed under t he r i v e t
head.
2. Loose rivets
5. Ri vet s, as descr i bed i n par as 381 t h r o u g h CI,
must be r epl aced dur i ng overhaul .
I n deci di ng whet her o r not a r i v e t i s loose, consi d-
e r t he f ol l owi ng:
3. Push-rod connections
1. Tr ul y l oose r i v e t s r a r e l y occur; t hey a r e al most
al ways due t o poor workmanship. Dur i ng i n s t a l l a t i o n , t he dept h of push-rod connect or
2. Ri vet s withbl ack around their h e a d s are
screws can be checked usi ng t he connect or i nspect i on
o f t e n consi der ed t o be l oose; f rom past exper-
hol e. When i nser t ed, t he i nspect i on probe must con-
ience, however, t hey a r e norma1ly not . The f or -
t a c t t he screw t hreads. Pr ot ect bal l - bear i ng bushed
m e t i o n o f t h e s e r i m s i s c a u s e d b y a n a t u r a l p u s h - r o d s a g a i n s t d i r t ( g r e a s e a n d w a p i n o i l
' s et t i nge, due t o st r esses wi t h i n deepl y molded paperi.
,-
Genera l
4. Covers and panels
Coversandaccesspanelsmust f i t properlyandclose
fully. Theenginec o v e r tension locksmust, when
locked, remainunder tension. They are sodesigned
that the lockc o v e r canbeclosedwithnorma1 hand
pressure.
5. Pipes and tubes
Ail open pipeends are tobe sealedwith caps, or
other similarm e a n s , toprevent the entry of dirt
and foreignobjects. Lines,whereabrasioncannotbe
avoided, m u s t becoveredwith leather. Beforethe
engine isfirstr u n, and before installation of its
fittings, the linesmust becheckedwith airp r e s -
sure. The linestobecheckedmust be tightlysealed
and then testedusinga linep r e s s u r e about 5 0 %
greater thanmaximumsystempressure. After theair
isshutoff, t h e linesm u s t not losemore than5%
pressure in 5minutes. Leakage inspection of fluid
b e a r i ng lines iscarried out while theengineis
runningon ateststand. Upon theirreachingsystem
operatingpressure, check the linesfor leaks.
Pipesa n d tubeserec o d e d with colouredrings, or
g iued-on coloured bands, in accordancewithDIN 5,
to identify thecircuitstowhich theybelong.
6. Cleaning the painted surfaces
Checktheconditionof thee x t e r n al painted sur-
faces. Carefully remove oil and engine exhaust
depositswith"Ikarol 237"detergent. Then, tho r -
o u g h l y rinseoff theseareaswithw a t e r anddry
them. Cleaning theexternal paintwithgas, Benzol,
terpentineoralcoholmixtures, even if they are in
dilutedsolutionor in paint thinner, tsforbidden.
Thesesolventswill loosenthepaint.
Torecognize and thenremovecorrosiondamage, th e
a i r c r a f t must becleaned from timeto time, a n d
especia l l yduringoverhaul.
After dustingoff theoutside surfaceswithasoft-
haired b r u s h , washoff thefirmlyfixeddirtwith
clean, luke-warmwater. Or, wash them withaweak,
non-alkali soapand rinsewithw a ter. Afterwards,
wipeoff thesurfaceswith sponges and rags. Clean
t h e mainand tailwheelsfrequentlywithwatera n d
brushes toremoveanydirt. The"Paint Chartngives
informationasto thecareof paint applied tosteel
and aluminumparts.
7. Cleaning plexiglass
Tor e m o v e dustanddirt fromPlexiglasssurfaces,
clean them withwater at 4 P C to5PC, appliedwith
a natura1 orviscoussponge, and thenbuffdrywLth
apolishingcloth. Tocut through theheavierdirt,
add l iquidsoaporsoda. "Glasl~r it-Aircraft cleanerN
withw a ter, in a1x20solution, canalsobe used.
W h e n buffingawet glasspanel, put some"Plexipol
1 1 " on thebuffingcloth. Theuseof a b r e s i v e or
oilypolishing-,scouring-, or varnish compounds,
orof gasor Benzol, is forbidden itheglasspaneis
will becomeopaquel. Removevarnish, grease, oil or
paintwith nSangajoln.
Duringbuffing, removeanyremaining grease and oil
with"Plexipol 11". Rubsmall scratches and opaque
glasspanelswith 'Plexipol I" unti1 theprobiem is
eiiminated. Thenfinish off thejobwith "Plexlpol
11". Small scratchescanalsober e m o v e d mechani-
callywith a twill fabricbuffingwheel and polish-
ingcompound.
B e f o r e painting the.aircraft,c o v e r ail glassed
areaswlth 011-paper. Furtherservicing information
1sincludrd in Luftwaffe pamphlet No. 1/96 of 3.8.
193&-'Flight Safety InspectionsandRequired Equip-
mentn. T h e same pamphlet includes maintenance
instructions for the buiiet-resistant giassp a n e I
and thewindscreensidepanels.
8. Overhaul
TAGLNo. 257/42provides for an airframe inspection
c y Cl eof 200/5. This means thatafter200engine
hoursapartial o v e r h a u 1 , and after fivepartial
overhauls a complete overhaul takes place. An
inspection cycle of 100/2has been set for theW
engine. A c o m p l et e overhaul is tobecarried out
onlyat aMaintenanceDepot. If, over thespaceof a
year, nopartial o v e r h a uI iscarried out on the
e n gin e or airframe, aspecial inspection is tobe
carriedout to confirm theserviceableconditionof
that airframeorengine, and so permit i t toretain
itsstatus. After200take-offscarryoutanunder-
carriageactuationtest.
B. General instructions for aircraft
assembly and disassembly
1. Basic instructions
Avoid theuseof unsuitable toois. Usespecial toois
only fortheirprescribed tasks. Carefully plan each
jobbeforebeginning it. Ensure that theelectricai
circults are disconnectedsothat inadvertant trip-
ping of switcheswon't causeana c c i d e n t . Fire-
fi g h t i n-gequipmentshouldbepositioned near the
workarea. DONOTapproachanaircraftwith an open
flame, or smoke in theworkarea. Only use elect-
ricalequipment that isfittedwith asparksuppres-
sor. Duringdrilling, ensurethateithernored-hot
chips ore generated or thatadequatecoolingof the
dril l bit 1smai.ntained.
General 08
2. Aircraft walk zones
attached to thesane liftinghook. Aft e r lifting,
theaircrafth a n g s in awell-balanced position; i t
Forworklng in or on thealrcraft,w e a r onlysoft
issteered, duringmovernent, by acable attached to
soledshoes. Forsteppingon theouterwingpanels,
thetailwheel.
first lay thematsprovided.
Fig. 6rAircraft walkzones
3. Placernent of parts and tools
Toavoid damage toremovedparts, remove them c o m
pletely, on padded sheetingormatting, out of fhe
workarea. Toolsrequiredforservicing and overhaul
must be carefullyplaced on padded sheetingon the
aircraft. Afterjobcompletlon, aforeigno b j e c t s
checkmust becarried outbeforethefirst flight.
4. Marking of parts
formajordisassembly tasksi t isadvisabletoimne-
di at eI ymarkeachremoved part , and soensurea
s m o o t h work flowdurlngreassembly. Specialcare
m u s t be taken tocorrectly mark thecontrol stick
control rod attachment pointsm d therelatedpush-
rods.
5. Control wire and cable tensions
Cable tension is tobe measured withanFY-tension
meter. New cablesmust beprestretched aftersplic-
ing.
C. Liftingand trestling
1. Lifting
Theshort liftingcableisplaced around therod In
t h e rearfuselage, the longo n e around the lifting
I ugs on theenginemounting ring; both cablesare
Vmr A
I.\
Fig. 7: Lifting theaircraft
2. Trestling
Flg. 8*i Trestling thealrcraft
T h e aircraft istobe trestled onlyon t h e trestle
pointsprovided on the undersides of therighta n d
I ef t wingpanelsbehind t h e undercarriagepi v o t
points. Therearf u s e l a g e isplaced in asling,
lifted, and after placement of theliftingrodonto
th e rearfuselage trestle iW8-190.00-1021, isr e -
l eased..
Therearfuselagetrestlemust havea7 0 kg i157
Ibi weight a d d e d toi t when thecorrgleteair-
craft, includingengineand tail unit, istrest-
led; when thetail unit is removed, thisweight
must be increased to175kg (386Ib).
If arearfuselaget r e s t l e iW8-190.00-102) isnot
fl
09 Genera l
ava i able, a makeshift arrangement ispossible. In
this therearfus e I ag e issupported by asuffi-
cien.ly long lifting bar, between two suitable
tres,lesand isweighed downas i ndicated above.
Therearfuselage tre st I e, W8-190.00-105, i sused
for trestlingonly theaircraft tail. Thetrestleis
placed in t h e designated position beneath therear
fuselage, andwheel chocks areplaced both in front
of andbehind themainwheels.
D. Towing
Towingcanbe carried outwitheitheratowingcrew
or towingvehicle. When towingwithavehicle, avoid
pulling i t rearwards (Tailstrut fracturel.
Fig. 9: Towingwithatowingvehicle
.:..
. . _, _
l g : Pf %l \. , . . : i.-.". .
.
-.i ,..-.
-
-?". .. -.--. -
' -
Fig. IO*: Towingforwardwith atowingcrew
.
.
,'
Fig. Il*: Towingrearwardwlthatowingcrew
Thetowing cables areinserted through loopson the
u ppershockstruts. Aforkedbar attached tothe
tai I w h e e l isused tosteertheaircraft.A v o i d
backing up theaircraftduring towing.
Wh e n towinganaircraftwith atowingcrew,ensure
that theaircraft c o n t r o I surfacesarenot pushed
against.
Totowtheaircraft rearwardsusingatowingc r e w ,
slideapipe (ortube),sufficiently long toall o w
roomfort w o men pustiingpers i d e , t h r o u g h the
liftingtube. One man handlestheforked tailwheel
bar.
Before towing,firstensure that thetailwheel lock-
ingunit isdisengaged.
E. Anchoring and covering
3 r n e e l chochs 6 P1101 t u ~ ecor cr
7 unacr car r l aqe ancner i ng l i nes 7 El c r a t o r guai I ocks
J 2car l u z r l a y r cnchorl n; l i n c s a Al l cr on qust I ocks
4 G T O Y ~ Csnchors 9 r7ua3cr g u i ? l ocka
5 P r o p ~ l l e r n u ~cnvt r 10 Engl nc sna f er r ar a l ~ s e l a q cc or c r
11 Gun cor cr s
Fig. 12: Aircraft anchored andcovered
Aircraft leftstanding in theopenmust beanchored,
tof o u r ground anchors,andcovered. Placew h e e I
Cho c k s in frontof and behind eachmainwheel. The
c c n t r o I surfaceslockingcord ishooked ontotIie
left r u d d e r pedal and connected tothec o n t r o 1
c o l u m n . Thevariouscontrolsurfacesereheld in
position by gust locks. Fort e m o r a r y parking in
calmweatherconditions, useof thecontrol surfaces
lockingcord issufficient.
At thefront,theaircraft isanchored by thetowing
loops;at the rear; by therearfuselage l i f t i n g
tube.
Theaircraft rearanchoring lineis inserted in o n e
Genera l 1O
s i d e of t h e l i f t i n g t u b e , i s p u l l e d s l i g h t l y more
t han h a l f way t hr ough, w r a p p e d over t he f usel age,
r e i n s e r t e d i n t h e l i f t i n g t ube, a n d p u l l e d t hr ough
t o t he ot her si de.
T h e ai r s c r ew must be so p o s i t i o n e d t hat one pr opel -
l e r bl ade p o i n t s v e r t i c a l l y upwards.
The a n c h o r i n g l i n e s ar e p u l l e d t i g h t . I n case of
r ai n, t h e l i n e s must be l oosened as t hey w i l l con-
t r a c t when wet t ened. On t he o t h e r hand, i n st or my
weat her ( h i g h wi nds l , t he l i n e s must be t i ght ened.
The power pl ant and f or war d f us el age a r e cover ed by a
s i n g l e sheet . Pu l l o v e r cover s a r e a l s o pr ov i ded f o r
t h e a i r s c r e w spi nner , t he p i t o t t ube and t he cannon
bar r el s .
v
C
Anner A 01 Genero1
(Wi t hundcrring 21-cm BR weopons system)
Rscoqnizing the Fw 190A- 8:
1 BuIgea f u ~ ~ l o g e armoment pane1 hourtng l r o
MG 131 13mm machine gunr (olro on 0-71
2 FuG l 6 2 1 Morane antenna on undei ri de af
I sf t inner r t ng pone1
3 Pi tol tube .t ri pht r i ng t i p
12 EC-ruddcr pedol i i l h Integra1 bmLI pump
1 3 St L 131/5 8 f i i ed nmunt aod caiitrr bmcket
14 Imlrumant PQMIS
l 5 &l kt resistant r ndr cr cm (50mm thlck at 25O)
16 Rni I68 ref l ect ~f p w m
1 7 Conow octuatm pam
1 8 KG 138 can?fd rti ck
19 Inrtrurnem couo*
2 0 W\ saaf r i t h a-d raar pane1
2 1 iiaad a r w r (14rnm thi ckl
2 2 FuG 1627 tranimltter-recehor uni1
2 3 FVG 1621 porer IranrtCfmar
2 4 ma d ormour suppor1 st rui
2 5 Canopy c a t m guida tube k mt ai u axci ai ~n
1 VDM 3-bladrd, gd 10ble mh , constani swrd, charge for Canapy j et t l unl
ai i r ci ni (IO IO & 2 6 FuG 250 tranrmtter-recei rer unti
2 0il coalei norr rinp (5mm arrnwrl 2 7 FuG 16ZY homer bearing conveiter
3 8arch t r i n mopnelo 2 8 DUZ iuddsi actuation mds
4 BMW 8010-2 14-cylindar radial rnqine (1700 hp1 2 9 Elerator control cables
5 Synchronizalion pear for -in ,001 weapwis 3 0 Rudder dei i eci m n u a 0.w
6 Enqtne mounting rmp i i l n ln?&ral contrai uni1 31 Reai f urel qe 11ftsnq tube
011 tank 3 2 Tri nqul ai stress frame
7 Erigine bearer arsembly 33 St abl wr ti l m d r w rnatm
8 Cockpt fresh alr pipe 34 TaiI rneel i etracl l on cable W!4e tuba
9 MG 131 13mm machine grn 3 5 Relraction cabk
1 0 Fureiape reapon ommunilion boi 1400 mindsl 3 6 Toi1 r heel snock strut CM8
pe; punl 3 7 TaiI rneel extenslon losk
11 A8leion contro' aclualion rod 3 8 Toil rheel ertension spiinp
3 9 Tail Iipht
4 0 Fabiic cuff
41 Tail rheel stock strut
4 2 Tail r heel (350 i 135 tire)
4 3 Tail rheel Iack act wt i on i 06
4 4 Elewo?ai di fferenti al bellcmnk
4 5 FuG 250 a n t m
4 6 0uIkhead 12 conmmlnp fabric pancl
4 7 Mastei co
4 8 FuG 16ZY :da??o,inp amerma
4 9 Oiypen bol t l es (91
5 0 Tonk far M-l(S.7 aal) Cf tue1 (253 a011
51 Retractable step
5 2 Furrbqe rmar tue1 mnk (64.5 p011
5 3 Fuseiape forword tue1 tank (51 paO
5 4 Whp mal pun amrmnitwn box i250 mi ndsl
5 5 Lmk bdt wamsnt/cartridae C& chi te
(Or fuSe6ga W ~ ~ P O N
5 6 Fud de-aemtoi
5 7 Enpine n a r t n un11
5 8 Yam mdei carrl ape shock st rul
5 9 Yah rhmel (700 i 175 Ilre)
6 0 Enpine o1 pump
61 011 rump
62 Ckwlar o11 tank (12 1 qall
6 3 Ckcular o11 caolar
6 4 Enplne coollnp fan
6 5 Ropr l l r r pl t ch adJustment r nechnl m
Aircraft Handbook
Part 1
Fuselage
(Effective July1944)
"-
Fuselage
Description
TheDural fuselage,ofmonocoqueconstruction,isof
circularcross-sectionat theforwardend formatch-
ingtotheradial engine;andof ovalcross-secti on
at therearend formatchingtothetailunit.
Thefuselageisdividedintoaforwardsection (1,l)
andarearsectioni1,21.
Thef u s e I ag e forwardsectioncomprisesthewind-
screenframework(1,31, theengine bearer assemb ly
i1,41,and thefuel tankcoverpanel 11,5).
Fig. 3:Fuel tankcoverpanel
Theforwardfuselage(Fig.21extendsfromthefire-
wall (2,lI toBulkhead8i2,21. Onthefirewallare
theottachmentpointsforboth thee n g i ne bearer
a s s e m b l y 12,3)and thewingmainspari2,4). The
Wi n g rearsparattachmentpointsareonbothsides
of Bulkhead4.
I t c o n tai n s thecockpit (2,6)and thefuel tank
compartment i2,71. T h e latterisenclosed by t h e
fuel tankcoverponel (Fig.3).
l FOTWOTOs ~ ~ t l o n 3 Winascreen f r s mr o r k
Theseatmounting frame(2,81closesoff therearof
2 acar ~ c c t i o r
5 Fuel
Enslne acar cr arsembl r
l snh cowcr j ancl
thec o c k p i t. Itcomprisestwoframes e g m e n t s ,
attached to the fusrlage sides, a n d includes
Fig. l*: Fuselage
integrzlseatadjustmentchannels.
A. Forward fuselage
1 L-CT snc i i 5 Fobr l c pene1
1 F l r n a l l 5 Rear ,por a t l a c h mn t u o l n t 2 L e f t r h c l l 6 Tali u n l t a t t a c h n t I r a
2 Bul kncad 8 6 Cockol f 3 Ri gnt s h c l l 7 Eaul omnt acccr s pancl
3 Engl nc Drsrer ssscmbir at t acnmnt poi n13 7 Fucl tsnk compsr t mnt 4 Upper acckl ng 8 ~( CDT f usel age I l f t l n ~ t uac
4 Wing f or- era suar ot t ocnmnl pol nt e scat mu n t l n g f ra-
Fig. 2: Forwardfuselage
Fig. 4*:Rearfuselage
Fuse lage
B. Rear f uselage
Therearfuselage (Fig.4 ) consistsof alowershell
(4.11, left and righishelis(4,2and4,3), an upper
dscking i4,41, aswell asafabricpanel (4,51, and
3 rear framecontainingmountingpointsforthetail
unit (4,6).
Theshellsarecomposedof framesegments, longerons
a n douterskinpanels. T h e lower frameshell seg-
m e nt saresoconstructed astoalsoserveasplat-
formsfortheO x yg e n botties, transfonners, etc.;
w h i I ethesideshell framesegmentscarry theN / T
platform supports. Theequipment accesspsnel 14,71
is I o c a t e d in theleft s h e l I, itshingeb e i n g
screwed onto the shell. T h e panel, internally
strengthened, isheld openby afoldedstrut, and is
held CI o s e d by fourquick-release fastenerswhich
slide intothesideshell. A tube (4,81, designed to
accomodatea liftingbar, formspart of Bulkhead 13.
T h e upperdecking (4,41 iscornpo s e d of twoskin
panels, riveted toa U-shaped channel whichactsss
aguideforthecockpitcanopycentreroller.
Fig. 5: Sealedpanel
A sealedp a n e I (Fig.5 ) preventsenginee x h a u s t
fu m e s frombeingsuckedforwardintot h ecockpit.
Thece1lulosea c etate linesheet (5,l 1 isheld in
pI a c eby acable (5.21 which isstretchedover the
rolled inneredgeof th?frame (Bulkhead121, and is
s e c u r e d by atension lock (5,3). Rubbercollars
15,4), enclosing alloy bushings, permit thepassage
of contro1 cablesthrough thepanel.
C. Windscreen unit
Thewindscreen unit (Fig.6 ) ispanelledwith three
sheetsof bullet resistantglass (6,l). Thernounting
6 ' : Fig. Windscreenunit
braCket (6,21 serves~ ! S O asweapon, gunsight and
instrumentp a n e I carrierunit, aswell asfuselage
armament coverhingepoint.
A self-supporting weided steel frame(6,3)formsthe
rearsupport fortheglasspanels.
D. Engine bearer assembly
Fig. 7: Enginebearerassembly
T h eenginebearer assembly, ontow h i Chtheengine
r n o u n t i n g ring issecured, isbuilt up of s t e e I
tubing and welded fittings. Thesefittingsinclude
threaded sockets (7,2)f o r attachment totheengine
mounting ring, andslotted lugs (7,1 forattachment
to thef irewall.
E. Fuselage fittings
Thepilot's s e a t consistsof aD u r a I pan ( 8 , 1 1
riveted toanarmoured backplate (8,21. Theseat is
a t t a c h e d tot h e channel sections (8,3) at four
points; seat adjustment levers (8,4l aremounted on
t h e upperattachmentpoints. To lock theseat into
p o s 1 t i o n , l i f t the levers; this insertsthelock
studsintodetents in thesliderails. Tor e I ea s e
theseat, simplyrotatethe levers Inwards.
A baggagecompartment (8,51 is situated behind t h e
0'
03 Fuse lage
S t e l pan . l t n cuahl on 9 Fr t sh a l r l u a t
Ar mour t d a o c i p l o l t 10 C O C ~ P I ~ r c n t l l a l l o n . C f u ~ t i o n r O d
i e a f g u l d r cnenncir 11 FueI t ank covt r p l a t c
Scat a a j u s f wn t I cr t r 12 i n s t r v n n l pane1 c o i 1 I nS
'daggagt C- ar t mnt 13 Esul pmnf arsrcr u n l t
ECacz pl f cnt r ancc l aaacr 14 Cenap7 a r l r e u n l t
7 La4dt r e i t ~ n s l o n buf f on 13 Canopy j c l f l i o n mchanl sm
e F s a r l c p e n t i 16 s t . r t ~ ~~ r e n k
17 Cocl l ng f l a p scl uat l on gcar
Fig. 8: Fuselage fittings
pilot's seat.
armarnent cover (9,51 against inadvertentclosingby
hooking theshoulderstrapsonto it.
A retractableentrance ladder (8,6)ispositioned on
thefuselage leftside. It is locked in theretract-
edpositlonby aspring-loaded l ever in the ladder
guiderods. To lowerthe ladder, depressthe Iadder
extensionbutton (8,7).
Thewing-root
brace struts.
armament doors (9,3)areheld openby
Fr e s halrentersthecockpit throughaventilation
tube (8,9). Avalve, positloned on thef i r e w a I I ,
permitsfu1l adjustmentof theaii-flow. A rod leads
fromthevalvetoaleveronBulkhead 3; the l e v e r
isactuatedby theright foot.
Fo r thefunctlonlngof t h e coollng flap
rods, seePart7.
actuation
F. Fuselage covering
Thefuselagecoveringcomprises the units listed in
Fig. 9 isee thefollowingpage).
Nhen t h e alrcraft istrestled, securet h e fuselage
Fig. 10:Canopy
Fuse lage 04
Fig. 9:Fuselagecovering
1. Canopy
TheCan o p y (Flg.10)consists of asteel fr a m e
(10,l)Wi t h Plexiglasspenelling (10,2). Theunit
moveson ball-bearing rollers 110,31 in channelsset
in thefuselageupperdecking. Within thecanopy is
positloned t h e head armour 110,4)which isheld in
placeby asteel r e tai ni ngrod (10,5)and by two
cab l es.
Thec a n o p y 1sopened and closed by ahandc r a n k
(11,1), driving arack-and-pinion gear, located on
t h e cockpitrightwall. Toprevent thecanopyfrorn
beingm o v e d rearwardsbeyond theend of t h edrive
s e c t i o n (11,2), its Iast t o o t h is located3 9 m n
(14in1 f r m thefo r w a r d end of th e section. At
rest, thespring-loaded c r a n khandle is held i n
piaceby astud in thehandle i11,31; thisstud fits
i nto matching ho1esarranged around thecircurnfer-
ecceof thecircularbasepiate 111,4). Toturn the
crank, keep thehandlepulled out. Thecanopycan be
o p e n e d frornoutsideby sinultaneously turningand
depressing a spring-loaded, notChedthumbscrew,
positioned overthecrankaxleon thefuselageright
side.
Thecanopy is j e t t i so n e d by anexplosivecharge
(11,121w h i Chisactuated by firrnly depressing the
red jettison lever(11,5). As the leverisdepress-
ed,, i t Ca u se s abushed strut (11,201 toraisethe
hoo d drives e Ct i on(11,21 f r m thepinionwheel
i11,61; an.dsimultaneously rotates thesafetypawl
(11,101toreleasethefiringpin (11,11 l.
T heoutertube (11,13)of thejettisoningmechanism
isattached to therearofthecanopy. I t contains
theinner, orfiring, tube (11,141 which isfitted
with threes e a l i n g ringstomaintain atight fit.
T h eoutertubewhich s e r v e s ast h e canopy guide
rC
Fusel age
1 nand crank
2 Canopy d r l r i i r c t lon
3 nana lr
r Cl r cul ar Dasr pi a?.
3 Jr f l l son 1.r.r
6 Pl nl on r ne r l
7 J r t t lson mchenl an act uat l on r o d
8Acl uat l ng 1cv.r
QRot at l np shsf t
O Sa l r l y p a l
11 F l r l n g pl n
1 2 EXP l osl r r chargr
13 O ~ t r rI UD~
14 I nnr r . I I r I n g t u ~ i
13 Rol I r r s
16 Upprr arckl ng channrl u c t l o n
17 Sal.ty i c r r
l 8 kr. r cap
19 Canopy guld. ro1l.r.
2 0 8ush.a st r uf
Fig. 11: Canopyjettisonmechanism
duringn o r m a I openingandclosing, is fittedwith
twor o l l e r s (11,151whichmoveinsidetheu p p e r
deckingchannelsection (11,161.
I f t h e aircraft is toremainon thegroundforany
lengthof time, safetythejettisonmechanismwitha
wingscrew (11,171.
2. Fuselage side panels
By hookingthe attached cablestotheenginebearer
assemhly,thesidepan e I s ( 9 , 4 ) canbepositioned
horizontally. Whensopositioned theymust not be
stepped on.
Openingandclosingthesidepanels
By openingorclosingthese panels in an incorrect
s e q u e n c e , onecan, in tighteningt h e screwlock
[12,4), exe r t aforcesuff icient toeitherdistort
t h e pane1 riveth o l e s orthep a n e 1 itself. The
followingsequenceM U S T , therefore,be followed in
openingorclosingthepanels:
Toopen:
a ) O p e n thequick-releasefastener (12,ll and t h e
toggleC I ips i12,2);
b)L o o s e n thescrewlock (12,4). Thehoak (12,31
wlll autmaticallysprlngcutof itsguide.
Toclose:
a)Lightlyposltlonthepanel;thenwlththeheadof
thescrew,probeforitsattachmentbase;
l Quick-reiease ( ast ener 3 Mook
2 Togylec l i p r j cr er lock
Fig. 12: Fuselagesidepanel
b)Placethet w o clipsinposition,but don't lock
them. Leavethequick-release fasteneropen;
C ) Turnthescrewlockuntil fur t h e r rotationbe-
comesdifflcult. At thispoint thepanel hasthe
required tension;
dlGivethec o r n e r of t h e panel overt h e hooka
solfdblowof thefist tof o r c e thehookovera
roundedhornon theenginemountingring;
e)Rotatet-h escrewlockunti1 itstight;then lock
theclipsand thefastener.
06 Fuselage
-
G. Equipment
1. Radio installation
The r a d i o gear i s l ocat ed i n t he f o r w a r d f usel age
Setween Bu I k hea d s 6 and 8. A hi nged pane1 on t he
f usel age r i g h t s i d e pr ov i des a c c e s s f o r equipment
adj ustment.
Thi s gear 1s pr ovi ded w i t h two antenna u n i t s ; one, a
T-shaped wi re, s t r e t c h e s between t he v e r t i c a l st ab-
iI i z e r and t he s l i d i n g canopy, ent er i ng t he r ear
upper f usel age v i a a f requency rnat chi ng devi ce; t he
second, a f i x e d r od, i s l ocat ed b e n eat h t he l e f t
i nner wl ng panel .
2. First aid ki t
T h e f i r s t a i d k i t i s cont ai ned i n a hc l der on t h e
f usel age r i g h t s i d e . Access t o i t i s pr ovi ded by a
hi nged cover secur ed by qui ck- r el ease f ast ener s.
3. Oxygen bottles
The Oxygen e q ui p r n e n t c o n s i s t s of t h r e e s et s of
s pher i c al s t e e l b o t t I e s , a l 1 rnounted on a r ack i n
t he equi pment bay.
4. Flare pistol
The f l a r e p i s t o l i s s e c u r e d by a r ubber sl eeve
mounted on t he c o c k p i t r i g h t s i d e at Bul khead 3. I t s
amnuni t i on i s s t or ed b e n e at h t he r i g h t i nst rurnent
consol e.
v
D. (Luft)T. 2190A- 8
Aircraft Handbook
Part 2
Undercarriage
A-
Undercarriage
I. Description
A. Main undercarriage unit
1. General
1 Sl ngl c s i r u t main gcar 4 nabn i n e e l s
2 u?der- i ng aper l ur e 5 ~ n e e l coverr
3 Fusel age aper t ur e 6 undcr cer r tsgc f a i r i ngs
7 T a i l r h e e I
Fig. 1: Undercarriageunit
Theaircrafthasatwostrutmainundercarriageunit
I1,l which ismountedon themainsparandretracts
inwards. Whenretracted, theunit fitsintoape r -
tur e sin the undersides of thewing 11,21 and the
fuselage 11,3). The fuselage apertures are either
fully covered by hingeddo o r s 11,51, or, whenan
E T C 5 0 1 rack is fitted,partiallycoveredby fixed
panels. Theunderwingaperturesaresealedby fair-
ings 11,6) attached totheundercarriagestruts.
Themaingear isbothretractedand .extendedelect-
rically. A cableattachedtotheright undercarriage
member causes thetailwheel 11,71 toretractsimul-
taneouslywiththemaingear.
2. Mai n unit construction
Themaingearconsistsof twoEC-oleos h o c k struts
12,l) whichhave, at theirupperends, right-angled,
taperedmountinga s s e m b I i e s 12,21; and at their
lowerends, housings 12,31 forthecantileveraxles.
A scissorsunit (2,4) connectingtheupperand lower
shockstrutm e m b e r s, absorbstorquestressesand
ensurespropermaingeartracking.
Eachm a i n gearstrut isr e tr8ctedandextended
individuallyby a rotating driveunit (2,5)powered
by anelectricm o t o r (2,6); bolted together, they
aremountedon themainspar.
Toretractthemaingear, thedriveunit rotatesthe
u p p e r radiusrod (2,7) whichpullsup theI o w e r
i i i - 0 1 - 0 shock sf r u7 6 E l e c t r i c motor
2 - i n st r U1 m0un. l - 7 ~ s 5 c m r i l ~ 7 M P C r r adi us r od
3 Ar l c nousinc a . mcr r e d l u s r od
4 S C I S S O ~ S 9 Ret r act i on u n i t I ocki ng hooks
5 i o t e t i n g c r i u c u n i l 1 C S C ~ I C Oa i r - j l c h
I l ieilrnecl r e t r a c i i o n caol r
Fig. 2: Maingearunit lwithwheel
doorsfitted)
radiusrod (2,8)andwith i t theshockstrut 12.1 1.
T h emaingear members aresecuredin theretracted
positionby powerful lockinghooks12,9).
A sealedair-jack 12,101 isattached,at oneend, to
t h e driveunit and, at theotherend, toan attach-
m e nt pointwithin thewing leadingedge. Ouring
retractioni t iscmpressed;subsequently,aiding in
t h eundercarriage lowering. In theeventof elect-
ricalfailurei t ensures full undercarriage exten-
sion.
Thetailwheelretractioncable 12,11) isattached to
a rod on therights h o c k strutradiusrod hi n g e
point.
3. Up-lock mechanism
Themaingearup-lockm e c h ani s m consistsof t w o
lockinguni ts 13,l 1, spu r soneachshockstrut
13,21, and aDUZ-flexiblecable 13,3).
Theoperationof theup-lock systemisdes c ri b e d
below.
Aircraft Handbook
Part 3
Control unit assembly
,'.
Controlunit sssembly
Description
A. General
Thecontrol unit assemblyconsistsof thehorizontal
stsbilizerand elevators (1,11, the verticalstabi-
Iizerandrudder i1,2), the ailerons 11,3), and the
Isndi ngflaps i1,41. Thecontrolsurfaceshaveno
servotrims, onlygroundadjustabletabs. Thehori-
zontal s t a b i I i ze r can,however, be electrically
adjusted, in flight,forchangesof trirn.
Ali control surfacesh a v e massbalancing,and are,
except fortheir leadingedges, fabriccovered.
l El evst or uni t 3 Al l eronr
2 Rudder unl t 4 Lsndlng f l sps -
Fig. l*: Controlunit assembly
See Part4 concerning actuation of the control
surfacesand the l and ing flaps.
B. Elevator unit
Theel e v a t o r unit hasasymnetricalairfoil, has
roundedends, and isof trapi z oi dal shape. I ts
I eadi ngedgeison thefuselagelongitudinalaxis
while i t s r o t a t i o n a l axisispositioned11,5mn
(0.45 in)a b o v e it. It consistsof ao n e - p i e c e
horizontal stabilizer (2,l)andtwoelevatorhalves
(2,21.
Theh o ri z o ntal stabil izer 13,l is of Aluminum
constructionwithaone-pieces p a r . Basically, 'it
consists of an upper and lower shell, riveted
l der i z ent r l r t abi l i z c r 3 Trlm tab
2 El cr ot er na l l 4 Si s b l l i r r r f o l r i n ~pancl
L Covcr pl ar c
Fig. 2: Elevatorunit
t o g e t h e r , towhicharescrewed theleadingedges
i3,21 and thetipsi3,31.
Thest a b i I i z e r isattached tobothsidesofthe
di a g o n al sparby a pivotalmounting. Its leading
edge upper attachmentpoint connectstoanelectric
motor through a drive spindle; thus permitting
stabilizeradjustment. Verticalstressesarepassed
throughthedrivespindletotheverticalstabilizer
(seeFig. 71.
Sidewardsmovement ofthestabilizerisprevented by
atriangularstressfra m e i7,3)which isconnected
ththeleadingedge I o w e r attachmentpoint and to
thetailunit forwardbulkhead.
1. Hori zontal stabi l i zer
T h ehorizontal stabilizer isactuatedby aspring-
l Hor l zoni sl s t s bi l l z e r 2 Lesalng edges 3 Tl pr
Fig. 3: ~or.izontalstabilizer
02 Undercarriage
7 ~ o c k i n gu n i r 3 DL Z - l l c i i b l e c a b , c i i t n hanol e
2 Sour 4 S h ~ c k ! ~
Fig. 3: ~ocking mechanisrn
4. Operation
U n d e r c a r r i a g e operation is controlled by push
buttons located on the cockpit left instrument
console (4,11. Theundercarriage retractionbutton
issecuredagainst accidental activation byasafety
cover (4,2).
Undercarrlageretraction
After attaining t h e required rninirnurn altitude,
r e tra c ttheundercarriageby flipping up ther e d
safety coveraverthe'Einl bu ttonand depressing
that button. Thlscausest h e lockinghookstoopen
and theelectrical drivemotors tostart raising the
gear. In t h e last portion of theretractioncycle,
theshockstrutspurscomeincontactwith the lock-
ingunit h o o k swhicharethen forcedup and locked
in place; securing t h e undercarriagea n dsimultan-
e o u s l y switchingoff theelectrlcal motors. This
p o si ti o n is indicatedby the i l luminationof the
red Ilghtson theundercarriage Indlcatorunit.
In addition totheelectrical rnonitoring of thegear
positlon there 1salsomechanical rnonitoring, In the
formof an indlcatorrod (5,ll foreachstrut. T h e
t o p of therod Isflushwith thewinguppersurface
when thegear Isretracted.
Undercarrlageextenslon
T o lower the undercarriage, depress the 'Ausl
1
4
2
3
1 Let t i nrt rumni console
2 Solctr corcr
3U/c eitenrian bul t on
4 U/c poidtlon l o~ht s
Fig. 4: Undercarriage controls
butt on. Thiscausest h e locking unit hook toopen,
r e l ea s i n gtheundercarriage legs, and startsthe
e lec tricmotors. Whenthegearisfullyextended and
locked down, amicrosnitchoneachupper radiusr o d
autornatically switchesoff thedrivernoto r s . This
position isshownby t h e illurnination of thegreen
lightson theundercarriage indicatorunit.
T h e indicator rod (5,l shows full rnain gear
extensionwhen thewhiteband at itsbaseb e c o r n e s
vi si bl e. Whileonly thered portion of therod
shows, thegear is in anunsafe condition.
T h e indicatorrod (5,l l isattached totherotating
Fig. 5: Indicatorrodmechanism
03 Under car r iage
d r i v e out er cover (5,21, and i s l ed t hr ough t he wi ng
upper s k i n by a bushed s pher i c al bear i ng (5,31.
Emergency under car r i age ext ensi on
I n case of f a i l u r e of t he e l e c t r i c motor. t h e mai n
gear can be I o we r e d by p u l l i n g t he emergency gear
ext ensi on handle. Thi s manual l y unl ocks t he s h o c k
s t r u t s , which, w l t h t he hel p of g r a v i t y and t he
seal ed ai r - j acks. then f u1 l y extend. I f t he e I e c t-
r i c a l moni t or i ng c i r c u i t r y i s a l s o unser vi ceabl e,
e n s u r e t hat t he whi t e bands on t he i n d i c a t o r r ods
ar e v i s i b l e .
5. Main tires
Ti- ' - c r a f t ma i n t i r e s r n e a s u r e 7 0 0 ~ 1 7 5 m n w i t h
3 L mm d iameter brakes.
6. Braking system
1 Brake shoes 3 Brmkc punps
2 Broke liner 1EC-ruaaer pcasl s
Fi g. 6: Br aki ng rnechanism
The br ak i ng system c ons i s t s of a h y d r a u l l c a l l y
act uat ed br ake shoe 16,lI on each mai n wheel , brake
I i n e s (6,21, a n d a hy dr aul i c purnp i6,3) at t ached t o
each EC-rudder pedal (6,4).
T h e wheel s can be braked i n d i v i d u a l l y . T h e br akes
a r e ener gi zed by t oe pr essur e on t he r udder pedal s;
c a u s I n g hy dr aul i c f l u i d t o rnove down t he l i n e s t o
t h e br ake shoe servos, f o r c i n g t he shoes agai nst t he
br ake drums. Removing pr essur e f r om t he brake pumps
r el eas es t he brakes. The brakes oper at e on t he Duo-
Ser vo- Pr l nci pl e.
7. Undercarriage fairings & wh.eel doors
l n a i n gear l e l r i ngs
2 *heel aoors
3 Engi nc l or er suppor1 unl r
4 rinccl aoor ni nge
5 *necl aoor l a e r s l r ut
6 Aa ~ us t i ng Iock-nul
---... ---.
7 rihecl aoor upper s < r ul
8 Toi I r heel pul l ey
9 St r ut r pr i ng
10 P l a l e
11 riheel aoor up-lock
1 2 Enrrgcncy cr t cnsi on hanal c
6 Tal l r nccl r et r nct l on coal c
Fi g. 7: Wheel door ac t uat i on u n i t
The ap e r t u r e s i n t he under si des of t he wi ng a n d
f usel age a r e f u l l y sealed, upon u n d e r c a r r i a g e
r e t r a c t i o n , by two-pi ece f a i r i n g s [7,1 and Fi g. 8)
f i x e d t o t he shock st r ut s, and by hi nged wheel door s
(7,21 ( f i xed f a l r i n g s ar e s ubs t i t ut ed f o r t h e doors
when an ETC 501 r ack 1s f i t t e d ) .
T h e wheel door s i7,2l a r e at t ached by hi nges (7.4)
t o t h e engi ne l ower s u p p o r t u n i t i7,31, and a r e
o p e n e d and cl osed mechani cal l y by t he rnovement of
t he mai n .gear.
Whi l e t he under car r l age 1s extended, t h e wheel doors
i7,21 a r e kept open by t he t ensi on of t he s p r i n g
(7,9) connect i n g t h e wheel door s t r u t s (7,5 and 71.
Dur i ng t h e f i n a l phase of under car r i age r et r ac t i on.
t h e rnainwheel pr esses up agai nst a p l a t e (7,101 on
t h e under si de of t he upper s t r u t i7,71 f o r c i n g t h e
04
p.
Undercarri age
Fi g. 8: Ri ght undercarri age f ai r i ngs
i I nner l
Fi g. 9: Wheel door posi t i ons dur i ng r e t r a c t i o n
Fi g. 8a: Wheel doors
t he wheel door t o cl ose. The door 1s locked up by a
spri ng-l oaded cat ch l7,11 1 whi ch e n g a g e s t he maln
gear l me r f a i r i n g [8,4) LSee al so Fig. 91.
D u r i n g under car r l age extension, t he act i on of the
s t r u t spr i ng L7,9) f or ces open t he wheel doors.
Wh e n an ETC 501 undercarri age r ack 1s f i t t ed, t h e
wheel d o o r s ar e repl aced b y ' wh e e I f a i r i n g pi at es
Lwheel door s t r u t s ore al so r e m o v e d l . To decrease
t he u n c o v e r e d area over t he wheels caused by t he
Fi g. 10: Under car r i age I l e f t l r et r act ed
,-
05 Undercarriage
removal of t h e wheel doors, t h e main gear f a i r i n g s
I7,l l a r e lengthened by screwi ng an ext ensi on pi ece
onto t he bottom of t he iower f a i r i n g (8,41.
6. Tailwheel
1. Generai
l El c r a t o r cont r o1 r oaa 7 Lockl ng bel t s
2 Bcl l - cr snk B Sor l ng
3 ~ c r c r 9 T a l l r n e t l mount l ng srm
r kl SE~CI 1 0 E G r I i o ~ h r t r u t
5 ~ o c k i n g sct ual l on rcd 11 For kr a r h e e l hour l ng
o Lac* i ng srm i 2 Rct ur n s o r l n g
Fi g. 12: Tai l wheel l ocki ng uni t
2. Tailwheel unit construction
T h e t ai l wheel u n i t i s cmposed of an ECshock s t r u t
(11, l I topped by a combi nati on r o l l e r u n i t and down-
l ock (11,2), a rnounting arm (11,31, a f orked housi ng
(11,41, and a t a i lwheel l11,51. A drag yoke (11,61,
at t ached t o bot h the di agonal s p a r (11,71 and t h e
rnounting a r m (11,31 by bushed beari ngs, gui des t he
movement of t h e t af l wheel uni t and ebsorbs hori zon-
t a l s t r e s s e s on i t . The l ocki ng u n i t (11,81 i s
l i nked t o t he el evat or and 1s a c t i v a t e d when the
c o nt ro I s t i c k i s pul l ed fu1l y back (see Fi g. 12).
I Tal l * necl shock s l r u l 7 Dl agonal r o a r
Dur i ng t ake-of f t h i s can be used t o p r e v e nt t a i I -
2 R o l I e r u n i t ana a a n - l o c k B Lockl ng unil
3 Tai ~ . n c c ~ mounting arm 9 Ez t cnsl on l ocki ng a r m whe e I shirny and possi bl e ground l oopl ng. When t he
4 Forkca I~CCI housing l 0 Shock s t r u t g ~ l d -
5 T ~ ~ I - ~ C C I 11 a e t r a c t i o n GODI. .t ai l wheel 1s extended, t h e down-lock i swedged i nt o
6 Dr ag yoke i 2 Ext enr i on spr l ng
an enl arged cavi t y at t he base of the shock s t r u t
13 Fabr l c c u f f
gui de (13,101. I t i s hel d th e r e by t he heavy dut y
Fig. 11: Tailwheel extended
spr i ng (13,12i t o whi ch i t 1s attached.
Dur i ng undercerri age r et r act i on, t h e r et r ac t i on
The t ai l wheel 1s r et r act ed si mul t aneousl y wi t h the
c a bI e (11,l l pul l s t he r ear end of t he down-lock
ma i n gear by a t ai l wheel r et r ac t i on cabl e at t ached
o u t of t he guide cavi t y--agai nst t h e f or ce of the
t o t h e r i g h t undercarrl age l eg whl ch r ai ses i t i nt o
spr i ng (11,121-and up the gui de (11,101.
t he v e r t i c a i s t abi l i z er and hol ds i t there.
When r et r act ed, t he t a i l whe e l 1s not locked I nt o
The t ai l wheel can be r ot at ed through 36CP a n d has a posi t l on, but i s hel d i n pl ace by t he t ensi on on the
cent er i ng lock. r et r ac t i on cable. T h e mounting arm (13,31 i s drawn
up t hrough the drag yoke (13,6) t o r e s t agai nst the
A f abr i c c uf f (11,131 pr event s d l r t f rorn ent er i ng
t he upper por t i on of the t ai l wheel uni t .
di agonal spar (13,7).
06 Undercarriage
l Shock 1t r u1 7 D lsgona l avar
2 3 0 l I e r uni ! and aar n- l ock 8 Ta l l r h e e l l ~ k
3 xount l n g arm 9 Loc k l ng ar m
4 For kcd r h e e l noual ng 10 Shock s t r u t gul dc
5 Tal l r h e c l 11 Rc t r a c t l o n c m l e
6 Or og yoke 1 2 Exl ensi on r p r l n ;
13 FODTI Cc u f f
Fig. 13:Tallwheel retracted
3. Emergency tail skid
When I t 1sretracted, approxlmately onehalf of t he
tai I w h eeI remainsexposed andsocanserveasan
emergency tailskld.
C. Monitoring unit
T h e electrical monltoring unit showsthepilot t h e
posltionof themaln gear. Tailwheel position 1snot
monitored.
Mlcroswitchesonthemain g e a r radiusrodsand in
the locking unit indicate, t h r o u g hred or green
lights, themalnundercarriageposition.
1 r l e l r a c t l o n c abl c 6 PuI I c y
2 r c t u a l i o n r l r u t r 7 Gul dc l ubc
3 Pu l I c Y 8 Bul kneod bushi ng
4 PuI I c y 9 Pul l e7
5 Engl nc bcarcr aSSembly 1 0 Pul l ev
11 Ta l l r h e e l r o l l e r u n l t s r d d a - l a c k
Fig. 14: Tailwheelretractionsystem
D. Additional undercarriage details
1 Nu! 5 S v l i t p l n ~ o l t
2 Ol i Z - i l c r l ~ l c coDl c 6 nanus l r e l c a s c I cr er
3 MoIdcr 7 Pl u g connccl i on
4 i ~ k l n gu n i i 8 801 t
9 Uut onc c c c n t r l c Dul hl ng
Fig. 15: Lockingunit
07 Undercarriage
l Brakc line 5 o l l
2 Brokc c o r r r lalle 6 Rc t s i n i n g r l n c
3 C o l l c r p l n 7 A x l t
4 C r mn nuf e ~ x i rt i oogr
Fig. 17: Lower fairingattachment
Fig. 16:Main gear lowerstrut
Il. Inspection
11Ensurethemaingearand tailwheeltirepressures theunloadedshockstrutsmust be:
areass h m n in thefollwingtabler
hbingear 25atu (365psil
Tailstrut
Take-offweight Malnwheels Tailwheel 31atu (455psil
up tokg (Ibsl atu psi atu psi Checkforasecureflt of theshockstrut leather
sleeves as theyprotect theslidingsurfacesof
43 O0 9500 5,OO 73.7 4,75 70.0
thestrutsf r m sand,dirtanddust.
4600 10170 5,25 77.3 5,oO 73.7
41C a r r y out adaily check of thesealedair-jack
4900 10830 5,50 81.0 5,OO 73.7 pressure. Specified: 95atu l1400psi1.
m
Duringh o t weather, ensure that thestated tire
pressuresa r enot exceededby morethan0,3 atu
(4.4psi). Checkfartirecreepby conparingthe
r e dmarkson thetireand rim. More than B mm
displacement isnotpermitted!
2Checkbraklngsystemforcorrectpressureand the
brakepedalsforpermissibleplay.
31Checkthemaingearshockstrutsforlossof01.1.
Ifso,a d d Spindle011-Green in accordancewith
theappropriateInstructions. Thepressurewith1 n
02 Controlunitassembly
loadedswltch locatedon thecockpitleftinstrument
consol e,andcanbemovedbetween+4O and- l 0 lsee
Part9 A under III., 6.'Horizontal sta b i I i ze r -
-incidenteindicator'andPart4'FlightControls'i.
2. Elevator
The elevator comprises two interchangeable half
units,e a c h ofwhich isattachedtothestabilizer
by threepivot bearlngs (4,11. Theelevatorhalves
a r ejoinedot theirsparsand leading edges (4,Z).
Theelevatoractuatlonleveris positioned between
thetwoflangesiseeFig. 7 ) .
Eech elevator half unit consists of two frame
panels,aspar l towhichtheleadingedgeisrivet-
ed], andattached ribs. It isfabriccovered.
Theelevator isbothaerodynarnicallyandmass b a l -
a n c e d ; in addition, i t hasground adjustabletrim
tabsi4,4).
l ? l r o t near i ngs 3 asl ence norn
2 Connect Inr, f l snge 6 Tr i m ?a>
Fig. 4:Elevatorhalf unit
C. Rudder unit
T h ecentrally rnounted rudderunitconsistsof t h e
verticalstabilizer i5,lI andrudderi5,21.
1. Vertical stabilizer
Theverticalstabilizerand tail unitc o m p r i s e a
s i n g leunitwhichscrewsontothefuselager e a r
s e c t i o nlattachmentbulkheadl i5,31. Thevertical
stabilizer consists primarilyof lef t L6,l and21,
andright i6, 3 and41,p a n e I s andadiagonalspar
(6,51. Thepanelsarestiffenedby ribs;andcapped
by aformedleadinge d g e (6,13), and aroundedtip
16,ll1.
T h e diagonalspar (6,51 carriestheforgedfittings
forthetailwheeldragyoke(6,171, th e horizontal
stabilizer (6,161, and the tailwheel retraction
cablepulleys(6,141. Inaddition,thetaiI w h e e i
shockstrut guide (6,151 isattachedtoit. Within
thev e rti C aI stabilizerarealso~ositioned:the
F
1 Ve r l i c a I ~ t a b i l l r e r 6 u o r l z o n l a l s t a n l l l z c r i ncl dence
2 duaaer t r enyni ssi on un1 t
3 i c i l u n i l ettscnmcnt f r ~ i c 7 E l e c t r l c a l i csas +or ts!l l l g n l una
G Lnspcction acor sl sDI I I z e r t r l m m l e r
5 Cer er p l a t c 8 Antenna at t acmi r nt norn
Fig. 5:Rudderunit
1 Upper panel , l e f t 17 Tl p spar
2 L a t r uanci . l e f t 13 Lesai np edQc
3 Upoer panel. r l g n t 14 Re t r a c l l o n c a b l e p u l l e r
4 L a r uoncl , r l g h t 15 Re t r a c l l o n c s b l c gui de tube
5 O l sgenal spsr i 6 i i wl r o n t a l st . bl l l r er r e a r mount l ng 3oI nt
6 RI b B 17 Tal l i nee1 ar ag l ok e a t t i c mc n t br ec* et
I Rl b 9 t 8 Ruader top a t t a c h n t n l I r m
8 210 10 19 ~ u d d e r ml dal e at t ac- nt f r a
9 RI D l 1 20 R ~ a d e r b o t t m a t t a c h n t I r e
10 RI b 12 21 I napect l an door
1 1 aounded l i 0 22 F a b r I c c u f f
Fig. 6:Verticalstabilizerconstruction
(leftpanelsremovedl
03
f-
Contro1 unit assembly
elevatordifferentialbellcrank (7,121, thehorizon-
tal stabilizer trim motor (7,101, thetai I w h e e I
unit, and the three rudder attachment fittings
(6,18-20). A largeinspectiondoor L6,21 1 in the
left upperpanel permits servicingof thetailwheel
unit.
T h ehorizontal stabilizerpassesthroughthe tai 1
u n i t . Toprotect the insideof thetaila g a i n s t
dirt, afabriccuff (6,221 isf a s t e n ed toRlb1 1
(6,9), a n dsecured tothetailwheelshockstrut by
anelasticband. Thet a i I w h e e l extensionspring
passesthroughthecuff; thissprlngattaches tothe
t a i I w h e e I down-lock a n d toafitting on Rib12
(6,lOi. At itsf o r w a r d end, t h e fabriccuffis
securedby snapf.asteners.
1 Bi l ance horn 5 L a c r p l r o t Dcarl ng
2 TrI m 1. 0 6 A t t a c mn t b o l t s f or ruaaer ect uol i on l er er
3 Upper pl vot bcar l ng 7 El ec l r l c al Icaa f or t a l i 11ghl
n Ccnt re p l r o t bcsr l ng 8 Tal 1 I l g h t
Rudder
threepivot bearings i8,3-51, and ispositioned by
an actuation leverbolted tothe centre attachment
polnt lseealsoFig. 61.
D. Ailerons
l7.11 unl t a l l o c m n f t r onc 12El r r a l o r d l f t e r c n t l a l bel l cr anh
2* ounl l ng l ug 13 Conl r ol c a o l r i
3 T r l n g u l s r r l r e r r I r a* IL15audder ot t oc hwnt f l l l l n g s
4 Ll nkage rM l 6 T a l l r n r r l shock i l r u t
5 s t o b l l l z c r I ncl dence r r l a v un11 17 Shock i l r u l gul de
6 ~ ~ r l z o n l ~ l l 8 Exl enr l on i p r l n g s t e b l l l x e r
7 El svat or i9 Ovag yokc mounl l ng br ackel
8 EI * r a l w acl uat l on I r r c r 20 Orog yoke
9 I i or l zont ol r l s b l l l x er a l t a c h n t 21 Tol l i ner l l ockl ng I t nkoge
I l t l l n g 22 Fobr l c c u t l
l 0 I i o r l z o ~ t o ls t a b l l l x e r l r l mm l o r 23~ ~ e c t r l c e I l eeds l o r s t e b l l l z ~ r
11 Dr I vei p i n d l e I ncl dencr I nal cal l on
Fig. 71Tailunitherticalstabilizercomponents
2. Rudder
Ther u d d e r 1sconstructed, In amannersimllarto
theelevators, of the followlng conponentst 2frame
panels, 1 spar, snd7rlbs--lt 1sfabriccovered. It
hssaerodynarnlchornbalancing (8,1), massbaiancing
snd sground sdjustsbletrimtab i8,21.
lI nner i l t a c l n t n l p o l n l i l l h I l l t l n g 2a n t r r ol t ec hr r nt pol nt
l w cont r o1 r od 3 Outer e t t a c h n l pol nt
4 TrI m 1. 0
'Therudder1s attsched totheverticsl stsbllizerby
Fig. 91Aileron
8 ' 1 Fi g.
04
Cont r oi u n i t assembly
Fi g. 9a: Ai l er on skemat i c
The a i l er ons ar e const r uct ed i n t he same manner as
t he ot her c o n t r o l s u r f a c e s ; w l t h rnass bal anci ng,
t r i m t abs and f a b r i c cover i ng ( Fi g. 9 and 9aI .
E. Landing flaps
The l andi ng f l aps ar e of s p l i t - t y p e desi gn a n d a r e
i nt er changeabl e.
Fi g. 10: Landi ng f l a p
T h e y c ons i s t of a spsr (10, l l and two frame panei s
(10,2 and 31. The l ower s u r f a c e i s meta1 covered,
t he upper s ur f ac e i s open.
The l andi ng f l a p i s at t ached t o t he wi ng a t t h r e e
poi nt s.
They er e act uat ed e l e c t r i c a l l y ; t he a c t u a t i n g arm i s
at t ached t o t he c e n t r e attachment p o i n t whi ch has
been r eenf or ced.
T h e f l a p s can be set t o t hr ee p o s i t i o n s r f I i g h t ,
t ake-of f , and l andi ng. Ret r ar t i on and ext ensi on a r e
c o n t r o l l e d by push-but t ons on t he l e f t i nst r ur nent
c o n s o l e . The f l a p p o s i t i o n i n d i c a t o r l i g h t s a r e
cont ai ned i n t h e under car r i agel l andi ng f l a p i ndi c a-
t o r u n i t .
1 Fl ep c t nl r c at t acnmnt f l l l l n g 5 VI-lng h a l i
2 Lan61ng f l a p 6 Wl ngl l l ap a l l s c h n t pol nt
5 Seml - cl rcul ar graeusl rd i c a l r 7 Act ual i on roa
4 ri l ng covt r l ng 8 Grounalng -Ire
Fi g. 11: Landi ng f l a p mechani cal p o s i t i o n
i n d i c a t o r
They a l s o have mechani cal p o s i t i o n i ndl cat l on; t h i s
c ons i s t s of a gr aduat ed semi - ci r cul ar s c a l e i11,31
mounted on t h e f l ap ac t uat i ng arm i l 1, l ) . There i s a
c i r c u l s r h o l e L11,Sl i n t h e upper s k i n of bot h wi ng
h a l v e s t o per mi t vi ewi ng of t h i s scal e f r o m t he
cockp it.
F. Control locks
T h e r e ar e cl amps a v a l l a b l e wl t h whi ch t o l ock t h e
c o n t r o l sur f aces. These sur f aces can a l s o be l ocked
by connect i ng t he c o n t r o l s t i c k 112,l l and t he l e f t
r udder pedal arm (12,21 by a cor d wi t h a snap f a s t -
ener a t one end, and a buckl ed s t r a p a t t he ot her .
Fi g. 12: Cont r ol sur f aces l ocki ng cor d
at t achment
Aircraft Handbook
Part 4
Flight controls
...
FlIght controls
Description
A. General
Elevator deflectlon is limitedby mechanical sto p s
in thecontrol stickmountingbase.
Theelevatorcontrol traln 1ss h w n in Fig. 2.
Theflfghtcontrolsconslst of theelevator, rudder,
a n dalleroncontro1 s u rfa c e s ; and theflapa n d
T h e constructionof thedifferential unit 1sillus-
stabilizeractuatlonmechanisms. trated inFig. 3.
T h ethreesetsof controlsurfaceshaveno inflight
tri m capablllty, possessingonlyground adjustable
trlm tabs. Thes t a bl I i z e r and Ianding flapsore
actuatedelectrically.
Transmisslon of steerlngmovements tothec o n t r o I
surfaces Isviaa system of push-rods, DUZ-flexible
push-rods, andcontrol cables.
Thecontrol t r a i ntoboth therudderand elevators
containsdifferentlal bellcranks which keepcontro1
stick, orrudderpedal, forcestoaminimwnnearthe
c o n t r o l surfaceneutral positions. About t h e s e
neutral positlons, a l a r g e movement of thecontrol
stick, orrudderpedals, will result inonlyasmall
control surfacemovement. Thisdifferencedecreases
ascontrolsurfacedeflectlon increases.
Note: In later production series aircraft, the
differential bellcrank for the rudder 1s
replaced by non-differential bellcranks.
1 Contro1 st l ck 6 El e v a t o r alflcrcntisl uni t
2I Cr al or Conirol iorslon bar 7Push-rod
3Push-rod 8 Bellcrank
B. Elevator controls
1Bel l crank 18ulknraa81 9Purh-rea
5 Contro1 cabl cs a ~ f u ~ t l o n 10 Ei er at or l er er
l 1 El er et or
Thec o n t r o l stick1sin theneutral positlonat a
Fig. 21Elevatorcontrols
polnt 10301 fonvard of vertical (Fig. 1). C o n t r o l
stlckmovement 1s20D301forward, and210301rea r -
ward.
1 Contro1
2 b n t r o l
s l l c k
r l l c k m n t l n g Dare
3 Al l er on cont rol
3 E l . v a l a actu.tlon
4 P u s h r m
t o r s l m Dar
I cvcr
1 Sl dc p1at t
2 Levr r
3 Torslon bar
7 Control
4 Dl l f c r r n l l a l crank
I 5 Ri dl us r ods
6 Act uat l on s l r ut
canl c at l aci r nnt f l t t l ngs
Fig. l: Control stickmovement Fig. 3: Elevatordifferential unit
02 F l l ght c o n t r o l s
C. Rudder controls
The r udder c o n t r o l t r a i n i s as shown i n Fi g. 4.
The p o s i t i o n of t he r udder pedal s can be adj ust ed t o
s u i t t he i ndi v i dua1 p i l ot , by r o t a t i o n of t he
ad j ust ment g r i p s (4,81 t o var y t he l e n g t h of t h e
adj us t abl e push-rods (4,31. The adj ust ment f or war d
and a f t i s 55 m, f o r a t o t a I of 110 mrn (4.3 i n) .
These g r i p s ar e wi t h i n t he r each of t he seat ed p i l o t
and can be moved si r nul t aneousl y.
R u d d e r d e f l e c t i o n i s I i mi t e d by s t o p s w i t h i n t h e
d i f f e r e n t i a i u n i t .
1 Ec-peaal "o1t 5 Ruaacr u n , ? a l f f ~ r ~ ~ t l s l
2 Ruaacr pcdal arm 6 Cont r ol C ~ D I C S
3 AU j ~ s t o D i epushr od 7 Rudacr
4 OUZ- l l exl al c r oas 8 Aaj ust a3l c g r i p
Fi g. 4: Rudder c o n t r o l s
D. Aileron controls
1 AI l e r o n 4 Push-rod
2 Cont r o1 r t i c k 5 Bel l cr onk
3 Ai I c r o n cont ro1 l o r r i o n Dar 6 Ai l r r o n cont r o1 arn
7 Br i i c r a n k
Fi g. 5: Ai l e r o n c o n t r o l s
The a i l er ons I5,11 are moved by t he si dewards r not i on
of t he c o n t r o l s t i c k (5,21. The t r ansml ssi on of
c o n t r o l f or ces i s as shown i n Fi g. 5.
A hol e i n t he c o c k p i t f l o o r t h r o u g h whi ch t h e
a i l e r o n c ont r ol arm i5,21 passes i s pr ot ec t ed by a
dust cover.
Ai l e r o n d e f l e c t i o n i s l i mi t e d by mechani cal s t ops i n
t he c o n t r o l s t i c k rnounting base.
E. Flap and stabilizer controls
1. Landing fl ap controls
E l r c t r l c motor 7 5 e r r i c i n g psnel s
#arm gcsr nousi ng 8 F1.p p o s l l l o n sccl c
Dr l r c spi ndl c 9Vl o i l n g hol c i - i v n g uppcr skl n
Forpca ancnar f i t t l n g 10wl no l p c r r k i n
5 Landlng f l a p 11 Ceni r e- r l b 5i
6 A a j ~ s . I ~ i I ~ p u s n - r o a 1 3 Cc n t r c - r l b 4 L
Fi g. 6: Landi ng f i a p system
T h e f l a p s ar e posl t i oned e l e c t r i c a l l y , t he d r i v e
mot or push-rod bei ng at t ached t o t he f l ap c e n t r a l
at t achment f i t t i n g . The two mot ors ar e synchr cni zed
t o ensur e equa1 f l a p movernent.
Each f l a p d r i v e system c ons i s t s of an e l e c t r i c mot or
(6,11, a worm gear h o u s i n g (6,21, a n d a d r i v e
s p i n d I e 16,31; a l 1 cont ai ned wi t h i n a s i n g l e u n i t
w h IC h 1s at t ached t o t he w i ~ g by a p i v o t i n g f or ged
anchor f it t i n g i6,41. An adj us t abl e push-rod (6,61
c o n n e c t s t he mot or t o t he f l a p (6,5). The anchor
f i t t l n g a n d adj ust abl e push-rod ar e ac c es s i bl e
t h r o u g h s e r v i c l n g panel s (6,7) i n t he wi ng l ower
s k i n (6,101.
T h e f l ap ac t uat i on but t ons ar e l ocat ed on t h e l e f t
i nst r ument consol e (7,lI. An i ndi vi dua1 push- but t on
i s pr ovi ded f o r each of t he t hr ee f l a p p o s i t i o n s
(Out, T a k e - o f f ,I n) . The f l ap d r i v e mot or s a r e
a c t u a t e d when one of t hese but t ons i s depressed;
t hey a r e aut omat cal l y swi t ched o f f when t he desi g-
nat ed f l ap p o s i t i o n 1s reached. A push- but t on wi I I
r emai n down u n t i 1 anot her f l a p s e l e c t i o n i s made, a t
whi ch t l me i t w i l l pop back up.
03 Flight controls
Flap position is indicated electrically by the
middle two bulbs (7,51 in the6-bulb indicator unit
l7,61. ThebulbCoI oursere: red-*In1and green-
*Out8;there ic noeI e c tri CaI rnonitoringof the
'Take-off' setting.
There isalsornechanical flap indication, seePart3
Fig. 1 1 .
1 Lcft instrumcn? conrok 5 Porition ndicotor Iiphtr
2 Purh-butteri far ' Od' 6 6-bdb indicotor uni?
3 Purh-button for 'Take-011' 7 Stobiliier incidente inaicotor
4 Push-bulton IO, '1n' 8 Stobililer trim I-itch
Fig. 7: Flapand stabilizercontrols
2. Horizontal stabilizer adiustment
The stabilizer incidence can be altered tocompen-
sateforchangesin aircraft trim. A c tuati o n is
throughanelectric motor (8,ll with attachedw o r m
gearhousing 18,21 and drivespindle 18,31.
Themotor is mounted within thevertical stabilizer
18,41 a n d isatt a c h e d tothe leadingedgeupper
attachmentpoint (8,51 by thedrivespindle (8,31.
Thestabilizercanbero t at e d through5O, from+4O
relativetot h e fuselage longitudinal axis, to-lo.
T h e norma1 position, as indicatedon t h e tail unit
[Fig.91and on thestabilizer trim indicator 17,71,
is labelled 0 TheIO1 mark is actually
relativetothef u s e l ag e thrust Iine. The limit
posi t i o n sareindicated on thetail unit by r e d
stripesand+ (plusiand - (minuslnotations.
T h e stabilizer trimswltch (7,81 is locatedon t h e
left Instrumentconsole. Theelectricmotorwill run
f o r aslongasthes w i t c h isdisplaced f r m i t s
spring-loaded 10ffl position. As the st a b i l i z e r
reachesitsupper or lower limitsof movement, t h e
drive motor is swltched off by the stabilizer
incidencerelayunit (8,71. Thestabilizer incidence
ismonitored by an i n d i c a t o r (7,7) on the l e f t
instrumentconsole. ForfurtherdetailsseePart9A
'General Equipmentl.
Fig. 8: Stabilizer trimunit
Fig. 9:Stabilizermarkingson tailunit
v
Aircraft Handbook
Part 5
Wing assembly
Description
1 *.in s par
2 9c.T Spar
3 Wing ~ I P
r r eaal ng eage I nn' r s c c i i o n
5 . eaal n; r d g c mi acl c 5 ~ C t i o n
l r Lngi ne io i e r
f i g. 1: Wing uni t l wheel
The wi ng i s of one-pi ece const r uct i on. The rnain spar
I 1 , l ) j oi ns t he r i c h t and l e f t wi ng p a n e I s ; wh i l e
t he r e a r spar i 1, 2r i s di vi ded by t he f usel age.
The wi ng i s of al i - met al rnonocoque const r uct i on. I t
i s di v i ded i n t o two shel l s, t he l ower one c o n t a i n i n g
t h e mai n spar (1,71, and t he upper one, t h e r e a
spar l1,81. 00t h are f u1 l l oad bear i ng members. T h e
s k i n panel s ar e s t i f f e n e d by r i b s . a n d s t r i nger s , and
ar e r i v e t e d t oget her .
T h e l eadi ng edge p a n e I s and t i p u n i t s (1,3) a r e
screwed ont o t he wi ng panel s and ar e det achabl e. The
l eadi ng edge u n i t cornpri ses i n n e r l1,4), m i d d l e
(1,5) and out er sect i ons [1,61. The wi ng t i p houses
a nav i gat i on l i g h t .
The mai n spar and s k i n panel s t o g e t h e r bear wi ng
l oad st resses, whi l e t he s k i n panel s al one bear wi ng
t o r s i onal st r esses.
On t he rnain spar ar e pos i t i oned t he mount i ng u n i t S
f o r t he mai n gear and t he wi ng guns.
T h e a i l e r o n c o n t r o l s and t he f l ap d r i v e rnot ors a r e
cont ai ned wi t h i n t he wings. Weapon, under car r i age,
and f l a p act uat i on components ar e accessi bl e t hr ough
det achabl e s er v i c i ng panel s on t h e under sur f aces of
t he wi ngs.
T h e wi ng rnain spar i s at t ached t o B u I k h e a d 1 by
hexagonal b o l t s (1,91 whi ch a t t a c h t o bot h s i des of
t he f usel age. The two p o r t i o n s of t he r e a r spar ar e
each at t ached by a s i n g l e b o l t I1,10) t o e i t h e r s i d e
of Bul khead 4. St reaml i ned f a l r i n g s cover t he mai n
spar at t achment poi nt s.
T h e engi ne l ower suppor t u n i t (1,111 i s at t ached t o
t he wl ng cent r e sect i on. Posi t i oned on t h i s u n i t ar e
t w o hi nge mounts, t o whi ch t he mai n wheel door s a r e
6 . coal ng eagc o r t c r i c c t l o n
7 L O l t T s h e l l
8 L'POCT shel I
9 * i n c f o r i a r a me ~ n t i n go o i nl
40 wi n; resr mount i ng poi nt
su:nor i ,i- i :
cover panel s rernovedl
at t ached. A rnounti ng l ug, ont o whi ch t h e f u e l c e l i
cover p i a t e i s at t ached, i s f i x e d t o t he l ower p a r t
of t he mai n spar.
Up o n r e t r a c t i o n , t he mai n wheel s l i e i n t he a r e a
between t he l eadi ng edge i nner s ec t i on l2,4) and t he
engi ne l ower suppor t u n i t i2,31. The wheel s ar e pro-
t ec t ed agai nst engi ne generat ed heat by wheel cover
panel s (2,l 1.
Ai l e r o n and f l a p mount i ng p o i n t s ar e at t ached t o t he
wi ng t r a i l i n g edges and wi ng l ower sur f aces r espect -
i v e l y .
l* h w I COI C~ p a n e i l 3 E n q ~ n cIowcr suopor t uni 1
2 * si n i p a r r . eoai ng cdgc Inncr scct l on
5 R C O ~spar
Fi g. 2: Wheel cover panei s
For Of f icialUse Onlv!
Aircraf t Handbook
Part 6
Powerplant
IssuedSeptember 1944
O1 Powerplant
Description
1. General
Theaircraftpowerplant isaBW NJOlD.
TheBhW 801Disanair c o o l ed, 14-cylinder, fuel
injection engine withtwo-stages u p e r c h a r g e r ,
reduction gearingandenginecoolingfan.
Thee n gi n e operateson thefour-strokecmbustion
principle with fuel injected directly into the
c y I i n d e r s, and has, forsupercharging,asingle
impellerunitwithtwoself-settingspeedratios.
In flight, theoperation of the engine is governed
by a control unit. This unit regulates boost
pressure, engineRPM, fuelmixture, ignition-timing
adjustment, and thesuperchargerswitchovercontrol;
thepllot need onlyoperatethethrottlelever. T h e
c o n t r o 1 unit isattached totheright sideofthe
accessory casing. Specialpressureanddrainpumps
are fitted to circulate the systemvs hydraulic
fluid. Thisoil ishoused in theengine mount i ng
ring.
Thep o w e r p 1 a n t isoutfitted with aprlmerfuel
injectionsyst e m . Thissystemspraysprimerfuel
intotheboost linesof al1 14cylinders.SeePart7
'Erigineoperation andfuelsupplysystemlfor m o r e
information about thesystem.
A number of fighter-bombers equipped with the
BNW 801D are outfitted with a C-3 (96-octane)
supplementary fuel injectionsystem. This sy s t e m
Fig. 1*: Powerplant
provides short term increases in theemergency t o p
speedat altitudesbelow1000mi3280ft). Formore
detailson this system seePart7'Erigineoperation
and fuelsupplysystemv.
Anewermethod of increasingtheemergency speedof
thefighterhasbeen to insertapilot operated stop
c o c k in thepressure lineof t h e boost regulator.
Theresult is that, at 2700rpm, theboost pressure,
at lowsettingcanbe increasedtoa b o u t 1,58 ata
(22.4 psi1, andat highsetting, toabout 1 ,6 4 ata
(23.3 psil . When thissyst e m is incorporated,C 3
supplementaryfuel injectionis no longernecessary
and is, therefore,omitted.
2. Starter system
1 Torsl en rube 4 Tor s ~orD W
2 Gear box 5Inrrrlsl s r s r t r r
3Or I v e c n d n 6Englnc rnounring? I n $
Fig. 2: Starter installation
An inertial starterisused tostartth e englne; i t
canbeenergizedeitherelectrically ormanually. It
isfastenedtot h e accessorycasingby ac e n t r a I
nut.
Theel e c trl Cal starterswltchis locatedon the
right instrument console. The starter crank is
inserted in thepowerplant left side; i t isstored
i n theequipment ccnnpartmement;totherightof the
accesspanel.
T h e turnlng motlon of thes f a r fe r crankonth e
torslon tube (2,li isultlmately transmitted tothe
starter(2,51 In thesequenceshowninFig. 2.
When thestarterIsenergized manually, thestarfer
bru s h e s aredl s e n g a g e d by ahandlewhich i s
positionedon th e loner left sideof t h e auxlllary
instrumentpanel.
02 Powerp l ant
3. lgnition system
Theengine ignitioncurrent issuppliedby ai30s c h
twin-magneto which ism o unt e d on the engine nose
casing.
T h etwoignitloncircuitsareelectrically isolated
fromone snother; oneservesthesparkplugs ne a r
theinletv a l v e s , theotherservesthosenear the
outlet v a I v e s . Each plug is fired individually,
ignition tirningbeingregulated by thecontro1 unit.
4. Supercharger air intake
Fig. 3*: Centrecowlingwithexternal air intakes
Fig. 4: Exhsust systemarrangement
(thenumbersindicatethecylindernumbers
towhichtheexhsustpipesbelongl
Intakeair is delivered, by thecooling fan located
at thefro n t of theengine, through twoshal I oW
d u c t s (6,lI L p o s i t i o n e d 3neithersideof the
c o w l ingl totwoair intakes. Dust filters,which
p r e v e n t theentryofforeign objects, arefitted
onto theintakeopenings.
T e s t shavebeen rnade on theuseof airductswith
external intakes (Fig.31onvarioustypesof a i r -
craft--especially fighters. The installationof this
typeof ductwlll result in irnpro v e d performance
a b o v e therated altitudeof t h e enginet h r o u g h
i n c r e a s e d dynmicairp r e s s u r e - . Beneath that
altitude, e n gi n e performance isbetterwhen using
theinteriorducts.
5. Exhaust system
T h e exhaust system (Fig.4 ) c o n s i st s of twelve
pipes, divided into three groups, which expel
exhaust gasespast thesideand bottompanelsof the
enginecowling.
E a c h sideunit comprisesfourpipes;eachpipe i s
individually attached to the engine by support
struts.
Fi v e pipesbelong tothebottom group. T h o s eof
Cylinders9and10arewelded t o g e t h e r toforma
comnonunit. The threepipesf r m Cylinders5, 7, 9
a n d 10arejoined together. TheCylinder6pipe is
welded tothat of Cylinder5; theCylinder 8 pipe is
a t t a c h e d tothecombinedCylinder9and 10pipe,
w h i c h is, in turn, att a c h e d to theengineby a
supportstrut.
T h esideexhaust unitsaretobesopositioned that
t h edistancebetween thepipe inboardedgesand the
fuselagesidepanels isapproxirnatelythreetirnesas
great 8sth e distancebetween thepipe o u tb o a r d
edgesand thecowlingskin.
6. Powerplant truss
Thep o w e r p l a n t truss,whichsupportstheengine
rnounting r l n g , consists of the engine bearer
assernblyand theengine lowersupport unit.
The englne bearer assembly i5,lI comprises six
w e I ded steel tubeswhichserveasthetopand two
sidepi c k u p pointsfortheenginemounting.ri ng
(5,2). Thisassembly isattached tothe f i re w al 1
(BUI khesd 1l at fourpoints.
Theengine lowersupport unit consistsof theengine
lowersupport strut (5,61, theMG 131caslngChut e
sttachmentstr u t (5,71, and thewheeldoorattach-
rnent and supportstruts (5,81. Theunit isfixed, .at
itsresrend tothe loweredgeof thernain spar, and
at ltsforwsrd end totheenglnemountingring. The
supportstrut 15,61 isadjustable in length.
T h eenginesattached tothernountingrlngby ten
b o I t s whlchpassthroughtheringandscrew i n t o
rubbershockrnountsfixed totherearof theengine.
03
...
Powerpl ant
l Engl nc Dcsrcr s s s m ~ i y 5 n c i n spsr meunt
2 Eriglnc mwnt l ng r l n g 6 Englnc l a e r suppor1 st r ut
3 UDPCT a t t a c mc nt pol nl 7 f f i 131 C a r l n ~ chutc al t achmnt s t r ut
4 Lmer et t achmcnl poi nt 5r hccl aoor a t l a c k wnt ana suppor! s t r ut s
Fig. 5: Powerplant truss
7. Engine cowling
T h e enginecowlingconsistsof threeinterconnected
components: theforward sectionwhich includesthe
o r m o u r e d ringsprotecting theoil coolerand oil
tank (seePart 80 'Special iittingsl),the c e n t r e
section, and thep o w e r p l a n t rearfairingswhich
e n Cl o s etheengineaccessoriesareaandformt h e
transitiontothefuselage i s e e Fig. 9,4 and 5 in
Part 1 1Fuselageil.
Thecowlingcentresectioncornprisestwosidepanels
(6,lIw h i Chserveasair intake ducts, two si de
shel1s (6,31, and anupperpanel (6,41. Thesideand
lowershel1sareat tac h e d tothesidepanels by
hinges. Theu p p e r shell isfixed, at thereartoa
mounting bracket (7,5) atop the engine, and at th e
front to thecowlingforwardsection. Thetwo si de
s hel I swhich, whenopen, conbeused asservicing
platforms, arep r e v e n te d f r m opening toofarby
restrainingwireswhlchattachtotheenginelifting
rings(seeFig. 81.
Thesideand lowershellshavetoggleCI ips ; th e
sideshellsalsoeachhaveaquick-release fastener.
Ontotheinnersideof theupperpanel arebuilt the
followingr in thecentre, atubeforcockpit venti-
lation; and, oneitherside, coolingpipesfor t h e
fuselageweaponsamnunitionboxes.
Thehingepinswhichconnect thesidepanelstot h e
sldeand lowershells, alsofixthemto b r a c k e t s
(7,l 1 oneithersideof theengine. At theirfornard
e n d s , ali componentsof thecowlingcentresection
Iieagainst arubberseal positioned along theouter
ri mof thecircularoil tank. Thesldeshellsa r e
also supported by semi- clrcular flttings (7,11
1 SI ae ps nr l i 11th a i r 1ntaU.c duct s 3 Lacr shcl l s
2 Sl ae s nc l i r 4 UPPCT pancl
Fig. 6+rCowlingcentresectton
againstwhich they lie. The lonershells, secured to
oneanotherby toggleclips, lieagainst twos e m i -
c i r c u l a r fittings(7,31 whicharescrewed tothe
bottomoftheengine.
Thesupportb r a c k e ts (7,6) which attachtoboth
s i d e s of theenginemountingringsupport both the
f uselageanamentcoverand thef uselagesidepane1s
a n d actaspickuppoints for thesidepanel s c r e w
locks.
1 Sidc par.cl suppnrt 4 Upptr pane l a t t acment Drockct
2 sl de she11 u p p Or t 5 SUDPOTI DraCNet ont he enplne mu n t l n g r l n g
3 L a r i h c l l supporl 6 Al r t i ght wo11 r l l h ruDDer s t a l i ng r i n g
Fig. 7: Centrecowlingsupportand attachmentpoints
04
, .
Powerp Ian t
T o avofd cooling losses, thebafflesof theforward
a n d rearcylindersa r e joined to form an airtight
w a I I 1 7 , 7 1 w h i c h issealedto t h e c o w l i n g by a
rubberringaround itscircumference.
Astheforward edgesof thecowlingarealsotightly
sealed, t heairrequired forcombustion, forengine
coolingand foroil coolingcannot escape thisarea
unused.
T h e powerplant rearfairingcornprises threepanels.
Theupperone If use lagearmament cover i isattached
tothewindscreenmountingbracket and opensupward.
T h e twosidepanelsarehinged to thewingassembly
a n d opendownwards; theycontain theenglnecooling
fI a p s (see Part7 'Engine operation and fuel
system'i.
8. Ai rscrew
Theaircraft isfittedwithathreebladed, constant
s p e e d airscrew of 3300mn (10'1On1 diameter.
Inflight bladepitch adjustment isnormallya u t o -
mat i C idependentonRPM), beingcontrolled hydrau-
licallyfromthecontrol unit. Thepitch canalsobe
adjusted manually, eg. when the automatic pitch
control fails, and on theground.
Tochangefrom hydraulic [automatici to electrical
(manual i p itch adjustment, movet hepitchContr oI
switch on the left Instrument console to t h e
'Manual' position. Thepropeller pitchcanthen b e
adjusted by depression of theappropriatesi de of
the thurnbswltchon thethrottle lever; thisswitch
hastuosettingsi 'RPM increaseiand 'RPM decrease'.
Whenr e l e a s e d , theswitchreturns to theneutra1
'Off position.
Thepitch control unit, with a t ta c h e d switchover
motorand RPMgovernor, isbuilt ontothef o r w a r d
left sfdeof theengine. Propellerpitch ismonitor-
ed mechanically by an lndicatoron thea u xi I i a r y
instrument pane1 right side.
Llmitswltchesprevent themovement of thepropeller
bladespast theirallowablepitch lirnits.
v
Flg. Engine in liftingharness 8.:
For Official UseOnly!
Aircraft Handbook
Part 7
Engineoperating andfuel supply system
Engineoperatingand fuel supplysystem
Description
A. Engine operating system
ThefollowingnotationsrefertoPart9A, Fig. 1.
On the left instrumentc o n s ol eispositioned t h e
throttle lever (1,111; and, on theauxiliaryinstru-
ment panel, thefueltankselector lever (1,181, the
enginestarterbrusheswithdrawal k n o b (1,141,and
thefuelcut-off control lever 11,131.
T h e coolingflapactuationc r a n k (1,311,withits
position indicator, issituatedat thebottomof the
m a i n instrumentpanel. Afteruse, thecrankhandle
isfoldedback.
Thethrottle lever (3,ll canbe locked tornaintaina
predeterrninedsettingby tighteningthe t h r o t t l e
fri Ct i on knob 13,81. Throttle ievermovement is
transmittedtot h e controlunitperformanceadjust-
ment leverasshownin Fig. 3,l-6.
! T n r o r t l e I c r c r < 6 i r a r l e r ?- . $- e5 - i i n c r a - a l c o t ! .
2 7 n r c ? r l c purn- roa - 0 ~ I i n ; I l a i >: ! , ~. i or C r a n i - . t ?
., -
3 :orsion ~ e rbenino l i r ~ w. 11 p o l i ? i o - i n c . c e ' a r
L I , $n- roc 1:: 2 r i v r v oc
: : or %i cn or i - I r m ' o f f i r ci cl l
. G . 0ra.c .-i conwer r : o- l
C Ca n i r o l ,n,: ~ e r l o r r n a ~ c e 2GPu,P-roc
"C;;srm.nI ICIP, 21 : ci i cr s- .
7 I b n ~ Dr ODeI I er 22 & e . u s ~ a > l c i c n j ! ~ : ~ s n - r o c O C I U C I ~ ~ oi : cn
Ca n l r o l 25 : "r- ol l val wc cz- . ! - ?l l*".,
-: I n r o t t l c I r i c t i a n kno3 2 4 r or ai sn iar
3 FUCI t ank sel ect or I e r e r 25 Fuel : r l . ol f r o l r c
1s Tar $i on Da r - i t n e c t u a l i o n I cr cr 26 I r o p l c c i l i l l c r f i o ? n c t ~ a i i o n
1 1 Pusn-roc nane ir
I 2 Fuel r a i r c s 27Caal e
l \ Fucl v a l v e coupl l ng a n o l i 28 i o r s l a n bar -i!' o c i u a t l o n I r r e r
i 4 ;rease n l y p l c 20 Pr l l * :
1 T n r o l t l c I c v c r , U D P C ~ 4 3 e 7 ~ n l p l a t c
' 5 Engl nc s t s r t c r orurne3 r l t n - 3C v s i r c - i ? n n o - - t i n j : racket
2 T n r o r t l c I e r e r . l a r c r 5 M v w c n t l i mi t i n g = l a c i
or ar n1 i Ul f O" 31 Act . el l on aut t an i i t r pus"- r on
3 h a v n t i n ~~ r a c k c t 6 T n r a t t l e pusn- rac
Fig. 2: Throttlediagram
Fig. 3: Engineoperationioverviewi
T h e pilotadjustst h e throttle lever in accordance
"Hintererbehalterzu" (Reartankclosed)
with thesuperchargerp r e s s u r e indicationrather
nZun( Cl osedl
thanby throttlepositionalone. Moving thethrottle
Thecoolingflapsareactuatedf r m thecockpitby a
and therebytheperformanceadjustment leverofa
handcrank (3,171~and theirpositionindicatedona
s t o p p e d enginetotheinflightsettingshould b e
scaledplate. Thetransmissiontrainis illustrated
avoided, becausedueto lackof hydraul icassi st ,
in Fig. 3,17-22. Thecouplingcollarson theactua-
itssubsequentrnovernent tothefullyclosedposition
t i o n rods (3,221serveasseparationpoints; these
wiII takegreatereffortthanwhenthe e n g ine i s
rodsareadjustable in length. Theyrnust be adjusted
running.
toplaceaprescribed tensionon thecoolingf l a p S
Movement of thefuel tankselection l e v e r (3,9)is
a n dt h e r e b y prevent theirinadvertentopening in
transmittedby atorsionbar (3,lOi and p u s h - r o d
fl ight.
(3,11i totheright fuel valve (3,121. Th e fu e l
Importanti
valves, interconnectedby asquareahaft (3,13),are
At - O n flap openfng,theactuationrodsrnust be
positioned on afittingon therearof t h e firewall
set toatensionof 40kg (88.2 Ibl;otherwise,
(Bulkhead1i. Theleversettingsare:
thereisapossibityof theflapsbeing
-Aufn (Openi
"Vordererbehalterzun(Forwardtankclosedl
thereisapossibilityof theflapsbeingpulled
02 Engl ne oper at i ng and f u e l suppl y syst em
open by t h e s l i ps t r ear n d u r l n g hi gh speed f l i g h t .
Gef or e openi ng t h e f usel age s i d e panel s ensure t hat
t he f l a p s ar e opened about l@.
T h e s t a r t e r br ushes wi t hdr awal b u t t o n (3,151 i s
p o s i t i o n e d on t h e a u x i l i a r y panel l e f t si de; a cabl e
(3,161 at t ac hes i t t o t he br ush wi t hdr awal rnechanisrn
on t h e s t a r t e r u n i t .
T h e f u e l c u t - o f f c o n t r o l l ever (3,231 i s s p r i n g -
l oaded t o t he 'Operi* p o s i t i o n . Dur i ng t he f uel pump
check i t must be h e l d i n t he * Cl osedi pos i t i on. The
c o n t r o l l ever i s connect ed by a shaf t . L3, 241 t o t h e
c u t - o f f v al v e (3,251 whi ch i s pos i t i oned on t he l e f t
f i l t e r housi ng.
6. Fuel system
See a l s o Fi g. 4.
T h e f u e l syst em compr i ses two f usel age t a n k s (4,l
and 4,21; and, i f r equi r ed, an a u x i l i a r y f u e l t a n k
( Fi g . 5 ) wi t h i n t he f u s e l a g e f i x e d t o t he r e a r of
B u I k h e a d 8 , and a j e t t i s o n a b l e f uel t ank 14,26)
beneat h t he f usel age.
U s e of t h e addi t i onal t anks i s dependent upon t h e
t y p e of mi ssi on u n d e r t a k e n . To house t he f u e l
r equi r ed far i ncr eased ranges, e i t h e r t he dr op t ank
( 300 Lt r/ 66. 2 gal l o r t he auxi l i a r y t a n k (115 L t r /
25.3 gai ), . or bot h (415 Lt r / 9i . 5 gal ) , can be f i t t e d .
On a r ni ssi on wi t h bot h a d d i t i o n a l t anks f i t t e d , t h e
dr op t ank i s ernptled f i r s t , so t hat , i n an emergency,
i t can be d iscarded.
1. Basic fuel system (main tanks only)
T h e m a i n f u e l t a n k s a r e c o n t a i n e d i n a s p e c i a l
compartment beneat h t he cockpi t . Thi s compartrnent i s
d i v i d e d i n t o two by a v e r t i c a i wa l l and i s seal ed by
a screw f ast ened cover panel .
0 0 t h f uel t anks ar e f i t t e d w i t h e I e c t r i c a I f u e l
pumps ( 4 , 81. The pumps s t a r t oper at i ng as soon a s
l ;or...,ro l , ? , 1 a . x
2 k c a r I r r l a n*
3 i"?, ' i l 1ir : : i n 3
' i 8 l I *' : ' - C
e. L."?rl l > - l " *
Y , C", i , a i , or l i n-
? 5 1 1 , 1 C
- FYC ,,W " " t
2 FU?: 1 1 - C l >vmp l o I u c I r a l v i i
1 : FU?. "bl "?
1 1 F Y C i i n e , I u t l ua1. e r c l i l l c r i
12 FUCI l i l l e r
l3 FUCI l l n c I f i l t c r I O l u e l p u w l
1 4 FUCI l i - ? seobrelro* c o i n l s : ' > Engi nc ( "e1 ~ u w
l 6 FUCI i n . I f u e l puw !o I v c l
i nj e: t i on pum(i1
l 1 FUCI i - : ~ ~ l i o n eump
l ? boi cn ci - ocr ai or
! C FUCI r et ur n f l o r I .ne
l a * - l t r e l o r t 0 f u - I D~r nDl
2; v e n t i l o f i g n I l n e i ac- ser sf or t c
lovi.rC <".l fa".,
21 Fuel Drcssurr marur i n$ l lnr
2Z F u r l or cr r ur c gsugr
23 A i r D-tirurr l i n c 1suprrcnsr;er
IO orw t snk1
14 Ei cr ss prrrrurc v a l v e
1 ) Ucr r r r c pr cr r u- r v s l v c
16 unacr f usel sgc a r w i ank
27 P-1E f vcl pung
26 Fucl I I n c I ar op t enk t o reer
I UCI t ankl
29 ETC 501
30 Spoccr >ers
31 Fur l pum, s o i l ! i i n c
32 Fuci : i n* t o col a- st ar t mi xi ng l c r r '
33 F u r l fcca l i n c r conni ct i ng l i n c
34 cut - o11 r a i u c
35 I n s t r m n t pent l bul kncad
36 FUCI t r anr f cr l i mi t s r i t c n
3 1 RCOT fsnk l u c l DUW
. +
Engl ne oper at l ng and f u e l suppl y system
t he appr opr i at e c i r c u i t br eaker s (1,571 OR t he r i g h t
i nst r ument consol e ar e depressed, and t hey serve t o
s u p p o r t t he a c t i o n of t he engi ne mounted ( Mai hakl
pump (4,181.
A f u e l gauge (1,361, pos i t i oned on t he a u x i l i a r y
i nst r ument panel , measures t he cont ent s of each f u e l
t ank i ndi v i dual l y ; s wi t c hi ng t o t he desi r ed t ank i s
v i a a s el ec t or l ev er (1,431. The f uel gauge r e a d s
c o r r e c t l y i n l ev el f l i g h t .
The f o r w a r d t ank i s f i t t e d wi t h a f u e l low l ev el
devi ce. A r ed war ni ng lamp (1,411 posi t i oned on t he
r i g h t a u x i l i a r y i nst rurnent panel i l l umi nat es a t
approxi rnat el y 90- 100 L t r 120-22 gal 1i Ret urn-t o-base
war ni ngl . A f u e l low l e v e l devi ce i s al s o f i t t e d i n
t he r e a r tank; i t causes a wh i t e l i g h t t o i l l u mi n a t e
when t he C o n t e n t s f a1 l t o 1 0 L t r (2.2 gai l (Tank
swi tch-over war ni ngl .
The f u e l pr essur e i s moni t or ed by a gauge (1,201 o n
t he a u x i l i a r y i nst r ument panel .
Each t ank i s pr ovi ded wi t h a separ at e f i l l e r p o i n t
(4,31 on t he f u s e l a g e r i g h t si de. Fuel i s poured
t h r o u g h t he f i l l e r l i n e (4,41 u n t i 1 i t begi ns t o
b a c k up t o t he ex t er nal f i l l e r connect i on v i a t h e
over f l ow I i n e (4,51. Fuel tank v e n t i l a t i o n i s
accompl i shed a t t h e appr opr i at e f i l l e r poi nt ( v ent i -
l a t i o n l i n e (4,611; v e n t i l a t i o n of t he Bosch f l o a t -
and-pendulum de- aer at or (4,181 t a k e s pl ace t hr ough
t he f o r w a r d f i l l e r poi nt . The s p i l l tube f o r t he
r e a r f i l l e r p o i n t connect s i n t o t he r ear t ank
v e n t i l a t i o n l i ne; t h a t f o r t he f onvar d tank f i l l e r
p o i n t connect s t o t he f usel age lower surf ace. T h e
f u e l I i n e s (4,9 6 4,111 r u n f rom t h e appr opr i at e
tank f u e l pump (4,81 t o t he engi ne f uel pump (4,181.
I n t o each f uel l i n e i s b u i l t a f u e l val ve (4,101 and
f ilt e r (4,121. The f il t e r s a r e s et i n t o s u i t a b I e
aper t ur es ( f i l t e r housi ngsl on t h e f onvar d s i de o f
t h e f i r e wa l l . Th i s s i t i n g of t ' h e f i l t e r s pr event s
gas fumes f r mr e a c h i n g t he c o c k p i t . T h e r i g h t
f i l t e r connect s i n t o t he f or war d tank f u e l l i ne; t he
l e f t one, i n t o t h e r e a r t ank f u e l l i ne. T h e t w o
f i l t e r housi ngs a r e connect ed by a s p i l l l i n e whi ch
connect s i n t o t he one f r m t he f onvard f - i l l e r poi nt ;
i t pr event s t he accur nul at i on of f u e l a t t he bot t om
of t he housi ngs of l eaky f i l t e r s . The two f u e l i i n e s
ar e connected t o one a n o t h e r by a l i n e whi ch con-
t a i n s a cut - of f v al v e (4,341 whi ch remai ns o p e n
dur i ng a l 1 norma1 power pl ant operat i on. Thi s ensures
t hat bot h suct i on chambers of t he Maihak f u e l p u mp
al ways cont ai n f u e l even when one tank i s empty.
2. Fuel system with drop tank
T h e dr op tank (4,261 i s suspended f r m t he shackl es
of t he Type 500 r el eas e gear wi t h i n t he ETC 501 r ac k
by a meta1 band. The dr op t ank i s connected t o t h e
r ear f u e l tank 14,21 by a f u e l l i n e (4,281. An EP-1E
f u e l purnp (4,271 i s b u i l t i n t o t h e l i n e at t he r ear
o f t he rack. An a i r l i n e (4,231 l e a d s f r om t he
supercharger t o t he d r o p t ank and cont ai ns bot h an
excess pr essur e (4,241, and a r ever se pr essur e
(4,251, val ve. Rubber sl eeves 1s y s t em separ at i on
p o l n t s l connect t he f u e l and a i r l i n e s t o t he d r o p
t ank.
Fuel i s f or ced f r om t he drop t ank t o t he r ear f u e I
t a n k by a i r pr essur e drawn frorn t h e supercharger.
Thi s a c t i o n i s ai ded by t h e EP-1E f u e l pump wh i c h
begi ns t o r u n as soon as t he mAbwurfbeh' lterm
c i r c u i t br eaker i s depressed.
When t he super char ger pr essur e i s l ess t han t hat o f
t he sur r oundi ng ai r , t he EP-1E f u e l pump al one feeds
t he f u e l t o t he r e a r tank. A f u e l t r a n s f e r l i mi t
s w i t c h (4,361, b u i l t i n t o t he r e a r t ank f uel pump
(4,371, r e g u l a t e s f u e l f l ow f r m t he drop tank. Wi t h
t he dr op t ank f i t t e d , Fuel i s drawn f r om t he r ear
f u e l t ank u n t i 1 i t s cont ent s have f a l l e n t o 240 L t r
( 53 gal l . At t hat p o i n t t he t r a n s f e r l i r n i t s w i t c h
o p e n s and per mi t s dr op t ank f u e l t o f l o w i n t o t h e
r e a r t ank u n t i 1 t he dr op t ank i s empty.
The dr op t ank c ont ent s ar e rnoni t or ed as f o I I o W s :
w h e n , a f t e r t he l i r n i t s wi t c h has opened, t h e r ear
t ank f u e l cont ent s s i n k bel ow 240 Lt r , t he drop tank
I s empty. Thi s does n o t r e s u l t I n t he swl t chi ng o f f
of t he super char ger a i r pressure.
3. Fuel system with auxiliary tank
Ol dz Sel f - seal i ng tank.
1 A v ~ I I I a l l tue1 tonk 9 Vcnt i l at l an l i nc
2 Hol l zont al st r aps 15 Sp l I I I l nc
3 Vcr t l cal st r ap 11 l ank Ilnclpump unl t
4 l snh houslng 12 r uci i l nc
5 Bulhhcad 0 13 desr f u- I tsnh
6 r uc l t i i i c r poi nt 14 l - j ol nt
7 F l l l e r l i ne 15 Fuel l l nc LDrop tonk l o r car t ankl
0 Ovcrllow l l nc t 6 Cnech vsl r er
1 7 F i I I c r head
Fi g. 5: Rear f usel age a u x i l i a r y t ank
0 4
. ,,
Engineoperatlngand fuelsupplysystern
Newt Nons e I f- s e a I l n g tankwithdraincockand
superchargerairpressuref ue i jet tison.
Adescription of thenewsystemwiII beadded up o n
completion of therelevant constructiondocuments!
T h e auxiliary fuel tank isfastened toa h o u s ing
(5,41 at therearof Bulkhead 8(5,51 by t w ostraps
(5,2b 31and 1sfueled throughafi llerpoint (5,6)
on the left fuselagebetween B u I kh e ads9and9a.
During fueling, thefuel flowsthroughthe f i 1 l e r
l i ne (5,71 to thetank;whenthetankisfu1l, the
fuel backsup theoverflow Iine i5,81 tothefiller
point, and fromthere, viaaventilation line (5,91
out thebottomof thefuselage. Thefuelspill line
(5,101 alsoconnects intotheventilation line.
On thetopof thetank 1spositioned au n i t (5j11 1
contalning thefueling, overflowand feed I i n e s as
well asthefuel pump. Theelectric fuelpump starts
operatingassoonasthe"KraftstoffpumpeZ u s a t z -
behzlterRumpf" circuitbreaker isdepressed.
F u e l flowsthroughafeed line(5,12 & 151tot h e
r e a r t a n k (5,131. Connectlng intothis line isa
T-joint (5,141 withthedrop tankfuel line. Acheck
valve (5,161 is installedbeforetheT-joint in each
of thetwo lines. Thisp r e v e n t s theflowof fuel
fro m oneauxiliary tanktotheother; or, when one
of thesetwotanksisngtfi tte d , prevents lossof
fuel throughtheunconnected feed line.
Thefuel transfer l imit swltch (5,171 regulatesthe
flowof fuol fromtheauxillarytank in thesameway
asforthedrop tank.
The r eisnornonltoringof auxil iary tankcontents;
thetankise m p t y whent h e reartankfuel l e v e I
fallsbelow240Ltr.
C. Emergency power system
SeeFlg. 6.
Anenginee m e r g e n c ypowersystern1sprovided for
thisai r c r a f t. Thissystem istobe installed In
accordancewithFw190Modification I n s t r u c t i o n
No. 133.
Thissystem provides, forfighterswithnon-derated
W 8010orW 801TUpowerplants, a s h o r t - t e r m
increasein p m e r up tother a te d altitudeofth e
e n gi n e . Thisemergencypowercanbemaintained in
leve1 orclimbingflight forup to1 0 minutes (Watch
theoil temperatureil. Becauseof potential oiland
cylinderhead c o oI i ngproblems, i t 1srecomnended
thatduringaC I imb, thesystem, i f fea s i bl e, be
turned off. Duringsystemoperation in hot s u m m e r
w e a t h e r , the0 1 1 temperaturewill reachmaximum
p e r m i s s i bIe Iimits. This.systemmusto n I y b e
kwitched on in fl i g h t, at fuli throttle, andwlth
thepropellerpitchcontro1on 'Automatic'.
l S ~ p e ~ c h a r g c r o l r llnc 6Contrai unil
2 3oort slr alecc itnc 7*clicsl enti-cnsfling tiiDc
3 Vaire11th h o u l i r ~ 8Engl nc bearcr a s s e m h l ~
4 Occklng 9Cpcrstlngroa i l t h button
5 Fi sc sne alrtrliular bo. 10nlndicrccnmount l np ( r e m
Fig. 6: Emergency powersystern
The increased power isgained by bleedingair frorn
thesuperchargerpressure l ine (6,ll, inwhichare
located twonozzlesconnected inseries. A flexible
tube I6,21, throughwhichaportionof theboost air
canbedrawnoffwhen thevalve (6,31 isopened, i s
connected into thesuperchargerair linebetween the
fuel mixture c h a r n b e r and the boost pressure
regulator. Thetwonozzles, thefirst ofwhichh a s
thesrnaller insidedi arnete r , aresoconstructed,
that when theactuationvalve (6,3) isopened, the
ai rpressurewlthin thb o o s t pressuredropstoa
very low l e v e l ; thiscausesthethrottlevalveto
openwide, thereby increasing themaximumobtainable
boost p r e s s u r e , at 2700RPM, from 1,42 aia, t o
1,58 ataat the lowsuperchargers e tt i ng, and to
1,65 ataat thehighs u p e r c h a r g e r setting. The
hi g h e r boost pressureresuitsin increased f u e I
consurnptlon, dueto thegreaterq u a n t i t y of fuel
injected intothecylinders.
Theactuationvalve i6,31 1smounted in ahousingon
thedecking in frontofthe Wi n d s c r e e n mounting
f r m e (6,101 a n d behind the left fuseanddistribu-
tor box i6,51. The flexible line (6,21 which
connectsthev a l v e tothesupercharger air Iineis
encasedwithin ahelical anti-chaffing tube (6,71.
Thevalve iso p e r ate d by a button (6,9) located
beneath t h e leftsideof themain instrurnentpanel.
05
..,
Engine oper at l ng and f uel suppl y system
T h e f ol l owi ng i ns c r i pt i on 1s pl aced near t h i s
button.
Emergency Power
Pul l
2700 RPM
L = 1,58; H = 1,65
But t on depressed = Val ve 'Closed*
But t on pul l ed = Val ve 'Operi'
When t he emergency power u n i t 1s i nst al l ed, onl y t he
f ol l owi ng types of spark pl ugs can be usedr
a) Bosch DW 240 T 7/1A
b l Bosch DW 240 ET 7/18
C ) Bosch DW 250 ET 7
S p a r k pl ug C ) i s t o be used onl y i f spark pl ugs a l
and b ) are not avai l abl e.
Al r c r a f t f i t t e d wi t h t h i s u n i t are t o be marked wi t h
a yel low r i n g (50mn out si de di amete r and 10mn
wi del whi ch i s t o be pl aced on t h e . r e a r l e f t cor ner
of t he f usel age armament cover.
D. Primer fuel system
-----7-
l Su-Prlmer puip 7 Suctlon feed I l ne
2 Pr l mr f uel I l ne 8 Pressure f r ed I l ne
3 F l l I r r pol nt 9 F l r ma l l t r snsl t l on potnt
4 F I I I e r I l ne 10 Seporetlon pol nt l201 on
3 Vr nt l l st l on I I m rngl ne mountlng r l ng
6 Rear tank f l l l e r pol nt 11 C l r c u l u I n d I l ne hsrness
72 S~ ~ e r c h e r p e r preseure plpes a l r
Fi g. 7s Pri mer f uel system
Thi s system f a c i l i t a t e s engi ne s t ar t i ng by spr ayi ng
pr i mer f uel i n t o t he supercharger a i r pressure pi pes
of a l 1 14 cyl i nders, and t her e at ani zi ng i t .
The system i ncl udesa
1AP-20 SUUCPrlmer pump
1 t ank wi t h fill e r poi nt a n d associ at ed f eeder
lines.
The p r i m e r f uel tank [7,2), whi ch i s cont ai ned i n
t he r ear f uel tank, has a capaci t y of 3 L t r (5 Qt s l .
The pump ( 7, l I i s posi t l oned at t he r ear of t he l e f t
instrument console.
The tank i s f uele d through a fi l l e r po in t 17, 3)
whi ch i s s i t u a t e d beneath a s l i d i n g cover on t he
f onvar d f usel age l e f t side. The f iI l e r poi nt i s
connected t o t he pr i mer f uel t ank by t he f i l l e r l i n e
(7,4) and v e n t i l a t i o n l i n e (7,51.
Ano th e r l i ne, whl ch leads from t he pri mer t a n k
f i l l e r poi nt t o t h e r ear tank v e n t i Ia t i o n l i n e
(7,61, pr ovi des f o r vent i l at i on i n fi i ght .
E. BMW 801D lubrication system
Documentati on f o r t he TU-pcwerplant wi I l f ol l ow.
See Fi g. 8.
The c i r c u l a r o i l t ank i s posi t l oned i n f r ont of t h e
engi ne and behi nd t he 011 cool er (8,61, a n d i s pr o-
t e C t e d by an armoured r i ng. The t ank has a scal ed
c o n t e n t s measuri ng probe wl t h i n t h e f i l l e r c a p
(8.24); t he f i l l e r poi nt i s l ocat ed on t he l e f t si de
of t he nose. 011 consumption m e a s u r e m e n t dur l ng
fl l g h t i s not possi bl e.
The r i n g shaped o i l cool er i s posi t i oned i n f r ont of
t h e o i l t ank and i s a ls o pr ot ect ed by an armoured
ri ng.Between t he two armoured rings i s a gap of
about 10mn f o r t he e x i t of t he cool i ng ai r .
Dur l ng low teniperatures, t he system i s f f l l e d W i t h
warm o i lf or ced up thr ough F i l l e r Poi nt I (8,181.
The o i l cool er i s f i l l e d f f r s t , whi l e a i r i s
expel l ed f rom t he system; then t he t ank i s f l i i e d . A
l i n e connect i ng t he i nput si de of t he maln pump a n d
the i nput si de of t he auxi l i a r y pump i s cont ai ned
wi t h i n t he o i l pumplng uni t ; t h i s l i n e enabl es t h e
excess o l l wh i c h i s del i ver ed by t he o v e r s i z e d
a u x i l i a r y pump t o be r et ur ned t o i t .
The warm o i l must be hot enough ( over 6 9 C) t o al l ow
t he t h e r m o s d t a t (8,41 t o open t h e r adi at or f l ow
c i r c u i t.
The engi ne i t s e l f i s f l l l e d wi t h warm oiIthrough a
speci al f i l l e r connect i on (8,191.
011 Flm Cl r c u l t
Oi I i s d r mn f r an t he t ank by t he aux l l i ar y p wp and
f ed past t he t hennost at (8,4). At an 011 temperature
b e i w 6 9 C i t f 1ows through t he warming C hamb e r
(8,51 t o t he main pmp; above 6 9 C i t f l a i s through
t h e r adl at or bl ock 18,6) t o t he maln p-. A
temperature,probe (8,81 whi ch d i r e c t s t he f l cw of
o i l between t he a u x i l l a r y prnp and t he c o o l e r , 1s
posi t l oned between t he cool er and t he maln pump.
T h e main pump then f or ces t he o i l t o t he e n g l n e ,
f o l l mi n g which, t h r t e engl ne r t t u r n p q s feed t h e
h o t o i l back t o t he 01ltank. The 01lf lai c i r c u i t
t hen begl ns anew.
06
. +-
Englneoperatlngand fuel supplysystem
Toensureac o n t I n ulng supplyof0 1 1 Incaseof Between themainpump and theenglne, thecll passes
fallureof thethermostatorof thecooler, a I i ne through anoil filter (8,111 p o s i ti o n e d on t h e
c o n n e c t s theoutput sideof theauxiliary pu m p eriginernountingring.
d i r e c t ly totheinput sideof themain pump. To
guarantee aconstant oil pressure of 8atei(118psll Coldweatherstartingsequence
totheenglne, themainpump hasoversized d i m e n -
011 isp r e p a r e d for c o l d weatherstarting by a
slonsand 1sfittedwithashunt line.
Theenglneventilation Ilne (8,141 connectsintothe
circularoil tank.
lEng'nr n a i n l r a 011 pui p l1Oi I f i l ? ~ ~ r g wa r n ai 1 f l l l c r p o l n l lff cngi nc
II npul I l n r I l ank l o p-1
12~ i n cf r m o l l l l l l e r ?o p- 15 Pel h 01 ~ o o l i n g a i r l hrough IN
3 Oul put l i n e Lp- l o I h m s t a t l 13Li ne f r m p- ?o tan* 0 i l ~ 0 0 l l l
4 Tn~r ml t . 1 13. Tank I n l e i I I n t 21 Oiln i s i n g norrl . l o r col a
, 5 01 lr r mi n g ~ h a i n c r
l w Ti nk I n l c l I l n t .ee~her s t a r l i n g
6 Oi l cool er DIock 14Engi ne r e n l i l e l i o n l i n t
22Oi I l ank or ai n r e l r +
7 Ll ne f r m cool er l o l a wo r r e t u r ~ 15o l i pr esr ur c r r a r u r i n g I l n c 23 Pcndu1i.n vel r c
16 OiI t ~ l l p e r a ~ u r e 24 F l l l t r cep mi t h cont r nt s mr asur l ng I !ne
E T ~ ~ u ~ ? u I c probe
17Tsnk r c n t l l a l i o n l i n e we s u r i n g probe
9I npul l i n e l probe l o p i l p l
lawsrn o i i f i i l e r p o i n l l o r cool r r
t 0 L l n r from ?o o l i f l l l e r and tepk
prone
Fig. 8: f3hW 801DLubricationsystem
, T
Englneoperatfngand fuelsupplysystem
special mixing nozzle (8,21)whlch isbuilt Intothe
oil return line (8,131.
Fuel istakenf r m theoutputsideof the Mai hak
fuel pump and fed th r o u g hacut-off valvetot h e
mixlng nozzle la Ci r c uI a r tubewithfineholes),
where it isadded totheoil.
Tocompletethecoldweatherstartingproceduressee
theFw190OperatingProcedures.
OiI temperature (1,151 and pressure (1,141 are
monitored by appropriate instrumentsontheauxil-
iary instrument panel (1,9).
Thevariousoil linesorecolourcoded in accordance
wlt h DIN L5andaremarkedwithf l w d i r e c t iori
arrws.
F. Aircraft tanks
1. Fuel tanks
FuelrC3(96Octane)
a.Fuselage tanks
1 For r ar d fuel tank 6 Forrard tsnk f l l l e r hesd
2 Rear l uel tank 7 Contents r a s u r l n g uill t r i t h
3 El r c t r l c s l f uel punp I Q I r veI sensor
4 F l l l e r head r l t h f uel t r anr f er 8 Contents r a s u r l n g unl t r l t h
I l n l t sr l t ch I Q I eveI srnsor
5 Fuel tank fl angc f l t t i n p P Securlng st r aps
10 Adj ustabl e bol t s
Flg. 9: Maln fuel tanks
Fuelingcapacityi
Forward tankat least232Ltr (51.0 gall
Rear tankat least292Ltr (64.5 gall.
The two self-sealing fuel tanks i9,l 621 ore
positionedwlthint h e fuselagebeneaththecockpit.
T h e y areheldby fabrics t r a p s (9,91 whicho r e
secured tothecockpft floorby adjustablebolts.
Eachtankisflttedwithanelectrical i m m e r s l o n
p u m p (9,3), afillerh e a d (9,4 661 ithatof the
rear tank also contafns a fuel transfer llmlt
s w i tc h 1 , andacontentsmeasuringunit i9,7 681
withattached fuel low levelsensor.
Attached totheflllerheadsof thetwotanksore: a
f l I l e r Ilne (4,4), anbanoverflow Ilne (4,51; to
thatof thefomardtank, thede-aerator ventllation
Ilne(4,201; and, tothatof ther e a r t a n k , the
auxiliary tanksfeed Ilne(4,281.
b. Underfuselage droptank
Fuellngcapacltyr300Ltr (66.2 gai).
Thedrop tank is, whencarried, suspendedb e n e ath
t h e fuselagefromanETC501 rackand locked i nto
position by foursetscrews.
Thedroptank isconnectedtothefuselagefeed, and
airpressure, linesby rubbersl e e v e s (separation
points).
Inanemergency, it conbe jettisonedby pul l ing the
T-shapedhandle label l ed nBombenn.
C. Rearfuselageauxiliary tank
Fuelingcapacityr 115Ltr (25.3 gal).
SeeFig. 5.
Theauxlliarytank ls, whenrequired,mounted behind
Bulkhead8. It 1sfastened toasupportby fa b r i C
straps(tuohorizontalandonevertical).
Thetankhasaheaderunitc o n t alnl n g apump, a
flller line, anoverflow line, and afeeder Ilne.
2. Primer fuel tank
SeeFig. 7.
FuelrAircraftprimerfuel.
FuelingcapacityiApproxlmately3Ltr i 5 Qts).
Thetank (7,2) isc o n t ai n e d within therearfuel
t a n k . It isfilledviaanexternalflllerp o l n t
(7,31.
Thetank1sp r o t e c t e d by ltslocatlonwlthln the
reartank.
-
Englne oper at l ng and f uel suppl y system O8
3. Oil t ank
O i l tank capaci t yi 55 L t r (12 gal 1.
O i 1 tank cont ent s must not be p e r m i t t e d t o f a l i
below 20-25 L t r (4.4-5.5 gai ) .
011 typer Onl y Intava-Redri ng.
The r l n g shaped o i l t ank (10,l ) i s l ocat ed W 1 t h i n
t he a i r c r a f t nose. I t i s f i l l e d t hrough a f u e l i n g
nozzl e (8,241 on t he a i r c r a f t nose l e f t side. 0 i 1 i s
dr ai ned f rom t he tank by opening t he SUM-tank dr ai n
val ve (10,10), a f t e r at t achi ng an o i ldr ai n tube t o
it.
The tank 1s pr ot ect ed agai nst gunf i r e by an armoured
r i n g (10,8).
1 01 1 l i n k 5 The-.te?
2 nubber shock mount l ng 7 Cool r r srnour
3 Connt ct l ng 1ln.s e O l i t a nk ermour
4 O l i I l n e s 9 Corer
5 Cool er :: 7ank d r i l n r s l v t
li c o r t r r cgi r n?
Fi g. 10: BHW 801D armoured o i l cool er and tank
4. Control uni i oi l t ank
The engl ne mount i ng r i n g serves as cont r ol u n i t o i I
t a n k . I t i s f i l l e d t o t he l evel of t h e f l Il e r
openi ng i I o c a t e d on t he upper l e f t si de of t h e
r l n g ) .
Capacl t yi 5,6 L t r (4.9 Qt s) .
Cauti onl
M d o l l onl y i mnedl at el y a f t e r r u n n i n g up t he
engine. Reasoni when t he engi ne has been s l t t i n g
f o r sane t Ime, t he cont r ol u n i t f i l l s wi t h 0 1 1
and t h e o i l l eve1 wi t hi n t h e m o u n t i n g r i n g
s i n k s . I f t he t ank i s then f i l l e d , w h e n t he
engi ne i s st art ed, th e ext r a o l l I n t he cont r ol
u n i t * i 11 a t t mp t t o move back t o t he tank. The
r e s u I t I ng excess pressure i n t he system w i l l
pr obabl y damage bot h t he c o n t r o l u n i t and t he
mountl ng r l ng.
A t h l n t mp e r a t u r e - r e s i s t l n g o i l mi xt ur e 1s u s e d ,
t he ml xi ng r a t i o s f o r sumner and wi nt er ar ei
,
Sumncr mi xt ur er
80%Redri ng + 20%Spi ndl e o i l green
( Shel l AB 11)
or 90%Redri ng + 10%Hydraull c o i l0435
Wi nter mi xt ur ex
50%Redri ng + 50%Spi ndl e o i l green
( Shel l AB 11i
or 70%Redri ng + 30%Hyr aul i c o i l 0435
1 o11 I I I I c ~ 4 Ll ne I r o m l l l t r r t opu-
2 o1 1 punv
5 5ccur l ?g c l i mp
3 L l n t frm puw t o I l l t e r 6 Englnc n o r n t l n ~r l n g
Fi g. Il:BkW B01D o i I f i l t e r
09
t
Engineoperatingand fuel supplysystem
Fig. 12: Fuel tankcompartment withfuel tanks
removed and installed
D. (Luft) T.2190A- 8
Aircraft Handbook
Part 8A
Armament installation
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02 Armamentinstallation
I.Description
Thebasica r m a m e n t of theFw190A-8consistso f
threegroupsofweapons. Theseare:
2 MG 131 machinegunsin thef u s e I a g e upper
cowlingwith400roundspergun (1,1l
2 MG 151/20E cannonsinthewing-roots,oneper
side,with250roundspergun (1,2)
2 MG 151/20E cannonsintheWi ng s outboardof
thepropeI l erarc,oneperside,with125
roundspergun (1,3)
Allweaponsarefi r e d electrically,and use onl y
E-typeamnunition. TheMG 131sand thewin g - r o o t
MG151/20Esa r esynchronizedtofireth r o u g hthe
prope l lerarC ; t heoutboardMG151/20Esareunsyn-
chronized.
Thepositioningof theamnunitionbeltsisindicated
byaloadingdiagramoneacharrsnunitionbox.
Cartridgecasincsand link-beltsegrnentsare--except
f orthecasingsof theoutboardweapons--discarded.
Thefuselagew e apo n sareharrnonizedtoz rangeof
400 m 1435ydsl; thewingrnountedw e a p o n s , toe
rangeof 550m (600yds).
Theo~erating systeniforeachweaponsgroup isfuil y
electrical a n d includes i inclusive of circuit
breakersandelectricallines):
1. SVK2-151/131Efuseanddistributorbox,and
2. EDSLBIguncockingcontrolbox.
E a c h operatingsysternisroutedthroughtheSZKK4
switch,roundcounter,andcontrolunit(1,lO).
Rwnds counlaii
Roun- c0ll1.l
rW.1 Ml On8
YG I51/20
UC I5I/ZOE UG 151/20E
Wing 1001
Fig. 2:SZKK-4
Thefuselage and wing-rootweaponsareswitched o n
by SwitchI, the outboard weapons by SwitchI1
iS w i tChI mustfirsthavebeenswitchedonl. The
outboardweaponsmustnotbeswitchedon lessthan3
secondsaftertheotherweapons. Thisintervalwill
ens u r e thatcockingof thefuselageandwing-root
gunshasbeencompleted.Astheaircraftbatterycan
s u p p o r t thesimultaneouscockingof amaxirnurn of
onlyfourweapons,thisactinnavoidstheCi r c ui t
overload that will otherwise result. A special
instructionplateisfitted.
T w o f i r i n g b u t t o n s , Aand81,arefittedont h e
KG138controlcolunngrip i1,11 1. The A - b ut ton
fires the fuselage and wing-root weapons; the
81-buttonfirestheoutboardweapons.
ED-cockingunitsandEA-firingunitsareattachedto
eachgun. TheEDunitisutilizedfora u t o m a t i c
w e a p o n cocking,breech-blockpositionindication,
androundscounting;theEAunit,forweaponfiring.
6. Fuselage MG131s
1. Weapon mounting
Thefirstaoaponsgroup,twoMG131s,ispositioned
in theuppersowling,forwardof theW i nd s c r e e n
rnountingframe,inStL131/58fixedrnountings(1,71.
1 SI L 131/ 38 rrapon mouni 7 Cnufe s ~poor t Drackets
2 Car r l cr bri ckct ' ? Csi l ng cj r cf l on chul r
3 For- i rd suppor1 9 * nnuni l l on boz a t t a c h n n l brsckct
4 ar ar i uppor l t 0 Locking pl n
5 EI ecl r l ceI conl ecl pl a t e l 1 Horl r ont al adj ust mnl r c r r i
6 Resr suppor1 nriuntlng pl nr 12 Vr r t l c a l adjusfment scr ni
Fig. 3:Fuselageffi rnountandcarrierunit
".
The weapon mounts i3,l 1 are fixed to carrier
brackets (3,21 which, in turn, are screwed to
Bulkhead 1 and theWindscreenmounting frame.
Thegunmount consistsof afixed forwards u ppo r t
(3,31, an adjustablerearsupport (3,41, and acast
bearer. Theforwardsupport, intowhich thegun i s
I o c k e d , hasa recoil fitting and canberotated
about itsverticalandhorizontal axes.
The rear supportm o unt i ng pins i3,61 securethe
MG131 rearm o u n ti n g bracket and locktheweapon
intoposition;adjustablesetscrewspermit vertical
andhorizontal adjustment of theweapon. TheCardan
types u s p e n s i o n of the forwardsupportpermits
precisealignmentof theweapon.
Thecarrierbracket, ofwelded sheetsteel construc-
t i o n , isattached toBulkhead 1 and theWindscreen
m o u n tin g frame. At itsforwardend i t includesa
c a r tri d g e casingejection chute (3,81.Toeither
sidearescrewedsupport brackets (3,71 for attach-
ingthefeedandejectionchutes. Theamnunitionbox
attachmentbracket (3,SJ)isfaste n ed beneath the
cartridgecasingejectionchute.
2. Ammunition stowage
A m m u ni t i on fortheMG131siscontained in t w o
amnunition boxes (1,121, eacho'f whichcanhold 400
roundsin aType131disintegrating linkbelt.
Theamnunition boxes i4,l l arepositioned within the
fuselage in frontof themainsparand Buikhead1 in
theareaabovethem a i n w h e e I doors (4,21. At the
i -un1 t l on boxe8 5 wlngtd n t l t sc-n? and
2 whee l door3 csr t r l dgr car l ng chut c
3 * i nunl l i oo DO. a ? t a c k e n t Br sckcr r 6 Wlnged c0r.r
4 Guide bracuet r 7 Sprln+loaded b o l t r
8 ~ l n k - b e l 1 8 e w n t and csr t r l dge casl ng cnut e
Fig. 4: FuselageMGamnunitionboxes
top, theyaresecured toattachment brackets i4,3),
on thesi d e sby gufdes(4,41, and at thebottomby
h i n g e d chutes(4,5). Eachboxhasahinged cover
l4,6), which is lockedby twosprfng-loadedb o I t s
(4,71, throughwhich theamnunition is loaded. They
alsoeachhavean enclosedchutei4,81 throughwhich
thebelt segmentsandcartridgec a s i ng s drop into
theS I i p s t r e a m . Toimprovemunftionstorage,
woodensupportsareposftioned on the floor of each
box.
Amnunition in theseboxesreceivescoolingairwhich
isextracted frombehind theenginecooling fan.
Twof l e x i blepipes (5,ll ontheundersideof the
c e n tr e ccwlingupperpane1 and twot u b e s iquick
separationpolntsll (5,21wlth terminal f i t ti ng s
(5,3)c a r r y airtotheamnunitionboxes (5,41. To
securethern, t h e terminaifittingsarepushed rear-
w a r d intothecarrierbrackets (5,51. Thecooling
airthencirculatesthroughthemunitionboxes.
Fig. 5: Fuselagef f i amnunitioncooling
3. Ammunition feed chutes
T h e MG131sarea d a p t e d for leftaswell asfo r
r i g h t hand amnunition feed. This perrnits' the
respectivefeedchutesi6,l l tobe positioned on the
outboard sidesof bothMGs.
TheCover (6,21, whichremovestopermit insertlon
of themunltion belt, 1sheld inplace by s t u d s
(6,41, latches i6,31, andspringclips (6,51.
The link-belt segmentdiscardchute (7,21 jolnsonto
t h e cartrldgecasingejectionchute (7,3)which i s
rnounteddirectlybeneatheachMG. Thebelt segments
a n d casingsdropoutof thebottom of t h e fuselage
through, in sequence, t h e abovechutes, theamiuni-
t i o n boxchute (7,5), and thehinged lowerc h u t e
(7,7I.
Armament I n s t a l l a t i o n
Fi g. 6: Fusel age MG m u n i t i o n feed chut e
l Mvmnl t l on I r r d cnut t 6 bmwnl t l on Do.
2 LI "* - bel 1 i egr r nt d l a c r d chu?. 7 H1np.d dl . c r a chut t
3 Ci r t r l a p. caalnp t j . ct l on chut r 8 MI npt pl n r l t h apl r al apr l np
4 1tap0n c a r r l e r br acht l 9 Car t r l dpt cai l np cnul. r l d t p l i t r
5 Lncl orrd b l l t a a ( ~ " t and I O b mw n l t l a DD. at t acr yr nt brmckel
car t r l dp. caal np chut* 7 1 StL 131158 w w o n i ount
Fi g. 7: Fusel age N& m u n i t i o n feed and di scar d chut es
(Seen f rom t he f r o n t l
1. Weapon mounting
Two wi ng-root MG 151/20E cannons comprlse t he second
group of weapons. Each gun i s secured i n an
St L 151/2B f i x e d weapon mount; which consi st s of a
f orward and a r ear s u p p o r t . The f orward support
[1,17) pr ovi des t he r ec oi l housi ng and the forward
attachment poi nt f o r t he weapon: the r ear s u p p o r t
(1,151, t he alignment adjustment mechanlsm and r ear
attachment poi nt . 00t h suppor t s ar e attached t o t he
W i n g; t he f r ont one t o t he mai n spar, t he r ear one
t o a f i t t i n g between Centre r i b s 1 and 3.
The cannon bar r el 1s housed wi t h l n a b l e s t t u b e
(1,181 wh i c h i s secured t o t he forward support and
t o t he wing l eadi ng edge.
To s t e a d y i t s bar r el , t he cannon i s f i t t e d wi t h a
clamp (1,20)--a t hr ee pi ece r i n g wi t h set screws and
l ock nuts. I n t he bl ast tube ar e 3 hol es t h r o u g h
whi ch t he set screws pass.
1 * Ounl ?l m bor t s 4 Lock
2 noat f l t l l n p 5 Ft ed cnut t
3 nlnped door 6 DI.c.rd chut r
Fig. 8: Wing-root cannon l ayout
T h e smnuni t i on b o x e s f o r t he two MG 151/20Es a r e
posi t i oned wi t hi n t he f usel age behi nd the mal n spar.
They ar e accessi bl e through t he f usel age bottom v i a
two hi nged doors.
Each m u n l t i o n box ( 8, l ) 1s hooked ont o t h e
f usel age cent r e support by I t s nose f l t t i n g (8,21;
gui de f i t t i n g s gl ve si dewards support, and t he
access doors gi ve v e r t i c a l support .
,-
05 Armament installation
In thethroatof eachamnunitionbox isa r o l I e r
overwhich theamnunitionbeltmovesas i t I e a v e s
thebox.
A wedges h a p ed dividerpieceisbuilt into ea c h
a m m u n i t i o n box to improvetheefficiencyof the
amunitionfeed.
Ahingeddoor i8,3) on thetopof eachboxopens t o
gi v e accesstothrboxa n dpermit loadingof t h e
amunitionbelt.
Topermitdirect feedingof thearnmuni t i o n , the
MG151/20Esarebothrigged for i nboardfeed, ie.
theleftweaponhasrightsidefeed, etc. Amnunition
isfedtothegunsthroughmunitionfeed c h u t e s
(Fig.91.
l Locatlng ilud 3nlngedcorcr
2Rttalnlngrlota 4nlnge
5 $orin.)-loaded bolts
Fig. 9: Leftgunfeedchute
Theamnunition feedchuteisattachedtotheemnuni-
ti on boxby twostuds (9,l and issecuredat i ts
outboardend tothebelt linkandcartridgedisposal
chute. T h etwosemi-circularretainingslots(9,2)
reston ashafttowhichtheyaresecured. Ahinged
cover (9,3), locked by two spring-loaded bolts
i8,5), givcsaccesstothechute.
The link-belt segrnentsareejectedfromtheoutboard
sideof eachweaponthroughacmbinedI i n k - b e I t
dfsposal chute (10,11 andcartridgecasingejection
chute (10,2); thelatterpositioneddirectlybeneath
thegun. Botharescrewedto thewing lowerskin.
Toaid in loading the amnunitionbelt intothegun,
aflap(10,3) on theupperportionof thechutec a n
beo p ened. A slottedshaft (10,7)fitted intothe
outriggerbracket (10,6)securestheamnunitionfeed
chute(Fig. 91.Withbothunitsin p o s i t i o n , the
shaft i10,71 ispressed in against theforceof the
spring [10,9);permittingthefeedchuteslots (9,2)
todropdownover then o t c h e s . Theshaft is n o w
releasedand theslotsare locked intoplace.
~ini-bel!diipaial chute 5Sprln.)-loodcd bolls
2 certrlagcceslng ejection chutc 6Outrlggcrbrackctr
3Hingcd f1.p 7F C C ~ C ~ U I C locklng %nel?
r Hlngc 0Yotches
9 Svring
Fig. 10: Left MG l inkandcartridgedisposal chute
D. Outboard MG 151/20Es
1. Weapon mounting
1 Barre1rclcoreIerer 4Dsiplngcy l lndcr
2Locklngpln 5 Springcyllndtr
3Crearenlpplc 6Atfachmrnl I l m g c
Fig. 1 1 : Outboardcannonforwardsupport
Thethi rdweaponsgroupconsistsoftwoMG 151/20E
c a n n o n , located in theleft and rightwingpanels
outsidethepopellerarc. Eachweapon1ssecured in
anStL151/11 fixedmount,w h i c h c o n s 1 s t s of a
forwardandrearsupport. Thegunsarepositionedon
hrmament installatlon
t h e i r sidesto facilitateamnunition feeding. The
for w ard support houses theweapon trunnions;t he
rearsupport securestheweaponrear at t a Chment
points.
Theforward support is attached toabracket w h i c h
is, in turn, secured tothewing lowershell between
Centreribs 7 and 8.
T o reducetheweapon f i ri n g shock, arecoil unit
[11,4 L 5 ) isfittedwithin theforwardsupport.
Ther e a r , adjustable, mount isfixed toamounting
bracket which is, in turn, secured toCentrerib7.
Theweaponcanbeadjuste d to*lo verticall yand
horizontally, and canbe removed without affecting
itsadjustment.
1 Rc l l e r s 3 Fet a C ~ U ? C snd nl ngea cevcr r e t s i n i n g c l i p s
2 ni ngca covcr 4 For i er a e,tteclmcnt cl aws
5 wsrm a i r I n l c t nol c
Fig. 12: Outboard gun amnunition box
T h e m u n i t i o n boxes 11,241, eachofwhlchcanhold
up to 125 cartridges in aType151 m u n i t i o n belt,
e r e mounted p a r a I l e1 to, andoutboard of, their
respectiveweapons, between Centreribs8and 9. The
MG151/20Emounted in the leftwinghasright ha n d
feod;theonein therlghtwing, left hend feed.
Thefront end of theamnunitionbox 1ss e c u r e d to
theforwardrimof thegunbayapertureby aspring-
1oad.edbolt assemblywhich grlps the twosuspension
claws(12,41. At theback it issecuredby aspring-
l o a d e d boltwhichslldesthroughafittingat the
lowerrearedgeofthea m m u n i t i o n box. Thebolt
assembly isretainedW i t h i n ahingedmounting arm
which is, in turn, fixed totherearspar.
Aw o o d e n strip 1splaced in theamiunitionbox t,o
k e e p thebelt asnearlyhorlzontal aspossible. In
addition, therearetwohorizontal r o l l e r stoaid
amnunition f e e d i n g . At thetop isahinged cover
i12,2) wblchopenstopermlt loadingof the amnuni-
tion belt. Twocatches l12,3), rlveted tothesides
of thebox, lockthecoverandsecurethem u n i t i o n
feedchutetothebox. Warmairfora m m u n i ti o n
w a r m i n g entersthroughanopening 112,5) in t h e
frontofthebox.
: FCCI chul e 4 Sprl ng- l oeaea sl uas
2 Hi nged f l a p 5 h u n i t i o n a e l t cat ch
3 Sccurl ng ncckr 6 ui nge
Fig. 13: Outboardcannonamnunition feedchute
Thearmunition belt isfed tothegun throughafeed
chute(Fig.13)andan amnunition lead-ins e c t i o n
(14,ll .
Thehinged feedchute, cmprisingachute (13,ll and
ahinged f l a p (13,2), issecured tothem u n i t i o n
boxby ahingeessemblyand by twohooks i13,31.
T h e hingedflap,which isopenat thetop, hast w o
spring-loaded studs113,41 whichareinserted i n t o
matching holes in them u n i t i o n lead-in section. A
c a tCh (13,51, riveted tothebottmofthef I a p ,
prevents amnunition belt movement when thef\apis
open.
Theamnunition lead-in section (14,l) isriveted to
ab r a c k e t i14,2)whichalsosecuresthecartridge
casing ejection c h ute [14,31. The bracket is
attached toCentrerib7.
Thecasingejectionchutehasaspringsteel barrier
i14,4)whichprevents the returnof ejectedcasings
tothew e a p o n , thusavoidingthepossibility of a
firingstoppage. Thecasingsareexpelled into the
areab e t w e e n Centreribs6and7;from therethey
a r e removed throughahand holein thewing I o w e r
s k i n. Additional sheetmetal isfittedaround t h e
areato prevent structuraldamageby thee j e c t e d
casings.
i Ami unl t l on I eaa- i n sect l on 3 Cssl ng c j e c t l o n cnut c
2 Unl t m n t l n p ar ackct 4 Spr l ng s t c c l Ds r r l c r
Fig. 14: Outboardcannonarnnunition lead-In section
andcartridgecasingejectionchute
p.
Armarnent
The l i n k s e g me n t di sposal chut e i s r i v e t e d t o t he
weapons bay cover door, and gui des t he ej ec t ed l i n k
segments f r om t he cannon i n t o t he sl i pst r eam. When
t h e cover door i s l o c k e d , t he l i n k segment chut e
must not t ouch t he gun.
4. Ammunition warming
T h e out boar d weapon amnuni t i on boxes or e heat ed
b y
w a r m a i r whi ch i s drawn f r om t he exhaust pi pes f o r
Cy I i n d e r s 5 and 10. The a i r f l ows t hr ough a p i p e
(1,231 wi t h i n t he wi n g l eadi ng edge and t hen t hr ough
an o p e n i n g i n t h e f or nar d end of each amnuni t i on
box.
E. Gunsight
The weapons ar e ai med by a Revi 168 (1,91 o p t i C a I
s i g h t whi ch i s f i x e d t o t he W i n d s c r e e n mount l ng
f r ane b e h i n d a bul l e t r e s i s t a n t gl ass panel 50 mn
t h i c k and s et a t an angl e of 2 9 . The shal l ow sl ope
of t he wi ndscr een ensur es t hat t he r e f l e c t i o n of t he
s i g h t i n g image 1s not v i s i b l e t o t he p i l o t . The
f l e l d of vi ew downwards 1s 3O.
The g u n s i g h t base p l a t e i s f i x ed t o t he suppor t
br acket (15,l 1; and, t he m o u n t i n g u n i t (15,21 i s
f i x e d t o t he Wi ndscreen mount i ng frame. The br acket
and mount i ng u n i t a r e j oi ned by h e x a g o n a I screws
i 1 5,5 and s pher i c al washers (15,71. The s pher i c al
s h a p e of t he b e a r i n g - s u r f a c e area between t he two
u n i t s p e r m i t s p r e c i s e adj ust ment of t he r e f i e c t o r
si ght .
T h e gunsi ght i s connect ed i n t o t he a i r c r a f t p o w e r
suppl y by d e p r e s s i o n of t he appr opr i at e c i r c u i t
br eaker on t he r i g h t i nst r ument consol e.
Fi g. 15: Gunsi ght mount i ng assembly
i n s t a l l a t i o n
F. Collimation tube
The I n s t a l l a t i o n l o c a t i o n of t he c ol i i mat i on t ube i s
s h o w n i n Fl g. 1-19. I t s di s t anc e f rom t he f usel age
c e n t r e - l i n e 1s 1220 mn.
T h e t ube s i g h t i n g hol e i n t he wi ng l eadi ng edge i s
t aped over when not i n use.
T h e c o l li mat i on t ube secur i ng nut (16,l ) i s secured
i n a s p h e r i c a l suppor t i n t he wi ng l eadi ng edge; t he
mount i ng br ac k et (16,31 i s at t ached t o t he r e a r wa l l
of t he l eadi ng edge p a n e l . The c o l l i ma t i o n t u b e
(16,21 i s j oi ned t o t he mount i ng br acket i16,31 by a
connect or segment (16,4)-and adj ust ment bracket . The
t u b e can be al i gned v e r t i c a l l y and h o r i z o n t a l l y by
t W o s e t screws (16.6 6 7) ; t he s e t t i n g s bei ng main-
t ai ned by l oc k nut s (16,81.
l Tube securl ng nul 5 Mj u s l mn l breckct
2 C o l l l ~ l l o ntube 6 Vt r l l cal Mj u s l l c n t s c r r
3 muni l ng brechcl 7 Horl zont ai edj ust mnl s c r r
4 Connrclor s r gi r nl 0 L ~ ~ k n u l s
Fi g. 16: Col l i mat i on t ube
08 Armament installation
Il.Installation and removal
For removal, the weapons must be uncocked and
l o c k e d .AI1 installationandiemoval workcanbe
c a r r i e d out wit h theaircraft in thetaildown
position.
A. Fuselage MG131s
1)Open thefuselagesidepa n el sand thefuselage
armamentcover.
2)W i t h d r a w theweaponactuation cablefromt h e
EDSK-01 distributorboxand thefiringcablefrom
itssocket.
3 ) Pull out the for w a r d support lockingpin and
rotate i t leftward tothestop.
4 ) Pull theweaponr e a r w a r d unti1 itsrearguide
bushingsarefreeof therearmount guidepins.
5 ) Swing therearof theweaponupwardsandwithdraw
i t fromthef ornardsupport.
Installation:
For installation, thesequenceisreversed.
Removal i
1) Openwing-root armamentdoors.
2 ) Wi t h d r a w thefiringcablefrom theelectrical
circuit terminai board, a n d theweaponactuation
cablefromtheEDSK-01 distributorbox.
3Remove bol t cover.
41 Open andremovethebarrel support clamp (Weapon
isnonnolongeradjusted!).
5 ) Depressthebarrelrelease lever. Rotate barrel
1/6th turntotheleftandwithdraw it.
6 ) Release theweapon fromthefo r w a r d s u p p o r t
(Pull out locking pin and rotate 90D) a n d
withdrawrearwards. Simultaneously, depresst he
spring-loadedkeys in theguidepinsof therear
suppor t.
Installation:
Reversethesequenceof theaboveprocedure.
C. Outboard MG151/20Es
Remova 1 :
1 1 Openweaponsbaycoverdoor.
2Removeamnunitionbox.
3 ) U n s c r e w the weaponactuationc a bl efromthe
EDSK-01 distribution box.
41Removebolt cover. Thegunmusi noibe cocked and
thebreechblockmust be in thesaftiedposition.
5 ) T o withdraw thebarrel forward,d e p r e s s t h e
barrei reiease iever:
al Ei ther from theweapons bay,by reaching
forwardbeyond thefor~ard mount and pressing
the lever;wherebyasecond personremovesthe
barrel; or,
b)Fromthewing lowers u r f a c e througha10mn
diameterholewithas c r e w driver, directing
i t toward thefuselage.
6 ) Removethefiringcablefromitssocket.
71Unlockthegun from itsforwards u p p o r t . F o r
that, pull out the lockingpinandrotatei t left
tothestop. Pressthespring-loaded keysin the
guidepinsandwithdrawtheweaponreamards.
Installation:
Installationreversestheaboveprocedure.
D. Fuselage weapons ammunition boxes
W h en theunderfuselageETCrackis installed, t h e
removal of theseboxes isnot possibledi r e ct I y.
Under theseclrcumstances, theETCcarri ermust
first beswungdown.
Removethewheel fairingplates.
Rotate the cartridgecasingand linksegmentchutes
forwardandwithdraw theamnunitionboxesdownward.
Installationreversestheaboveprocedures.
E. Wing-root weapons ammunitionboxes
Theremoval and installationof theamnunitionboxes
presentsnodifficulties. Hing e d doorssecurethe
boxesagainst shiftingand fallingout.
Fi r s t r el ease t he ammunit i on box f rom t he r ear
F. Outboardweapons ammunitionboxes
suspension p o i nt , then from the f orward one. L i f t
the f orward end of t he amnunition box s l i g h t l y ; t hi s
Rernoval :
f r e e s t he f or ked f it t in g from t he spri ng-l oaded
Open the weapons bay cover door.
bol t . Sl ant t he box downward f or rernoval rearwards.
The amnuni t i on f eed chut e hi nge d f l ap i s unlocked I ns t al l at i on i s reversed.
and lowered.
III.Weapons testing
Befor e an ai r c r of t undertakes any operat i onaI
missions, i t s weapons must b e ha r m o ni z e d and a
f unct i onal t est c ar r i ed out.
1 ) T h e a i r c r a f t must be t r e s t l e d and r est r ai ned,
and be poi nt i ng i nt o t he but t s.
2 ) Mount t he cal i br at ed, r o t a t i n g di sk. Carry out
synC hroni zat i on f i r i n g poi nt i nspect i on
(Reference poi nt i s 1/ 3 bl ade wi dt h i n f r ont of
t he pr opel l er t r a i l i n g edge); a l s o complete a
f i r i n g c i r c u i t c ont i nui t y check.
3 ) Fi r st , car r y out a synchr oni zat i on t est on t he
MG 131s and t he wi ng-root MG 151/20Es. F i r e 21
rounds per gun.
Ensure t hat t he b e l t l i n k s separat e properl y.
Ver i f y t he oper at i on of t he rounds count ers f o r
t he MG 151/20Es.
T h e synchr oni zat i on t est pat t er n ( a i r s c r e w
wi t hout cornpensating wei ght s f i t t e d ) i s f i r e d
at an engi ne speed of 1800 r pm. PropeII er
cont r ol : ' Manuol' p o s i t i o n , t akeof f s et t i ng
( f i ne p i t ch).
41 To compute synchr oni zat i on oper at i ng t oi er ances
f o r t he MG 131s, use t he f ol l owi ng vaiues:
Muzzl e v el oc i t y = 750 m/sec i 2460 f ps)
Round advance t i me = 0,003 sec
Al r scr ew r educt i on gear i ng = 1,84:1
Weapon r adi us = 685 mn (26.6 i n )
For comput at i on o f synchr oni zat i on oper at i ng
t ol er ances f o r t he wi ng- r oot MG 151/20Es, use
t he f ol l owi ng val ues:
Muzzl e v e l o c i t y = 705 m/sec (2310 f p s l
Round advance t i me = 0,005 sec
Ai r scr ew r educt i on gear i ng = 1,84:1
Weapon r adi us = 980mn (38.6 i n l
51 T h e computed t ol er ance f i gur es can be exceeded
by 4%. Per mi t t ed f i r i n g pat t er ndi sper si on: 20%
of t he computed t ol erances.
61 For synchr oni zat i on t est f i r i n g , a c al i br at i on
di sk wi t h t he pr edi ct ed impaC t area c u i out,
con be used.
The synchr oni zat i on f i r i n g pat t er n f o r a i r c r a f t
wi t h conpensat i ng we i g h t s f i t t e d i s v e r i f i e d
wi t hout t he c a i i b r a t i o n d i s k f i t t e d . Pr opei l er
cont r ol t Takeoff s et t i ng ( f i n e p i t c h at
2400 rpm.
Dur i ng f unct i onal t est i ng no jams ar e a l lowed,
ot her wi se r epeat t he t est .
71 The a i r c r a f t i s l evel l ed i n accordance wi t h i t s
bench marks.
8) T h e t ar get (Annex 11 i s posi t i oned v er t i c al l y ,
wi t h i t s hei ght set i n r e i a t i o n t o t he col l i ma-
t i on tube.
T h e col l i r nat i on tube i s si ght ed on t h e ai mi ng
cr oss desi gnat ed f o r i t . For t hi s, t he t u b e
must pr evi ousl y have been l evel l ed.
9) T h e weapons are so adj ust ed t hat t he cent r e of
t he f i r i n g p a t t e r n l i e s i n t he cent r e of t he
ai mi ng cross.
10) The Revi gunsi ght must be si ght ed on t he eppro-
p r i a t e ai mi ng poi nt .
11) T h e shot pat t er n f or theMG 13l smust be f i r e d
at one time i 21 rounds per gunl.
Maximum spread f o r 100%of t he hi t s:
Hei ght = 100cm Wi dth = 80un a t 10un range
Shot spread f or t he wing-root MG151/20Es i 21
rounds per gunl:
Hei ght = 70an Wi dth = 60cm at 10un range
Hei ght = 3 5 m Wi dth = 30un a t 5011range
Shot s p r e a d f or t he outboard MG 151/20Es (21
rounds per gunl:
Hei ght = 70an Wi dth = 80cm at 10un range
Hei ght =35cm Wi dt h= 40an at 5 h r a n g e
12) I mnedi at el y af t er t est f i r i n g , t he adj ustment
screws f o r al 1 weapons and t he gunsi ght must be
locked i n pl ace.
131 T e s t f i r i n g con take pl ace i mnedi at el y bef or e
cannencernent of f l yi ng, so l ong as t he a i r c r a f t
has al r eady been canpl et el y prepared and ground
checked, a n d t he f unct l oni ng and adj ustment of
t he weapons system i s not af f ect ed by s u b s e -
quent maintenance on t he al r c r af t .
15 Armaent Installatlon
AnnexA
Weaponsr AIignmentt h u n i tionr
Fuselaget2MG 131'"-
Hanonization40011,Crossoverrparailei
13mn Spr.Gr.Patr.Ub.El.
W i ng-rootsr 2MG151/20 Harmonization55011,Crossoverr60un
2anSpr.Gr.Patr.Ub.l51/20
Outboardr2MG 151/20 Harmonlzation55011,Crossovert40un
2anSpr.Gr.Patr.Ub.l51/20
Gunfirestrfketableat 5011 and10un, in cm
Fusel age Wing-root Outboard
2MG 131 2MG 151/20 2MC 151/20
Range
H S H. S. H* S,
Un 95,5 13 -215 93 6 ~ 5 237,s
5 h 121 13 44 85 53 208
10un 142 13 85 78 94 178
Annext3
Arrnarnent i n s t a l l a t i o n
Append i x A 01
A. General
1. Gener ai
- h e ' Revi 168' i s an o p t i c a l gunsi ght desi gned f o r
J S e wi t h a i r c r a f t f i x e d weepons, b o t h synchr oni zed
3nd unsynchr oni zed.
The gunsi ght can be mounted i n any p o s i t i o n . I t i s
f i t t e d w i t h a b u i l t - i n di mner r heos t at , a n d . i s
et t ached t o t h e a i r c r s f t e l e c t r i c a l syst em by
spr i ng- l oaded cont act s.
2. Techni cal d a t a
bei ght . . . . . . . . . . approx. 0,8 kg (1.76 I b l
Si ze:
Hei ght . . . . . . . . approx. 126 mn (4.96 i n 1
Wi dt h . . . . . . . . approx. 6 0 m 12.36 i n )
Lengt h . . . . . . . . approx. 130 mn 15.12 i n 1
Bul b s p e c i f i c a t i o n . . . . . . . . 21 wat t , 24 v o l t
Ti nt ed gl ass . . . . . . . . . . . . . . 90%o p a c i t y
Ni ght f i l t e r . . . . . . . . . Tone 71 (Dark gr een l
1 Ti nt ed gl ass r e t a i n i n g s p r i n g
2 Ti nt ed gl as s p l a t e
3 Re f l e c t o r p l a t e r e t a i n i n g s p r i n g
4 Re f l e c t o r p l a t e
5 Obj ec t i v e l enses
6 L i g h t bul b housi ng
7 Di mner r heos t at
8 Di mner swi t c h
9 Bul b hol der
1 0 L l g h t bul b
11 Ni ght f i l t e r
12 F i l t e r s wi t c h
13 Bul b housi ng cover
14 ~ o n - r e f l e c t i v e gl ass cover
15 Si g h t i n g irnage l ens
16 Spr i ng- l oaded e l e c t r i c a l c ont ac t s
17 Bl ade r e a r s i g h t
18 Ver t i c a l ad j ust ment screws
l 9 Hor i zont a l ad j ustmen t screws
20 Ho r i z o n t a l adj ust ment screw
21 Ve r t i c a l adj ust ment screw
22 Post - t ype f r o n t s l g h t
23 Base p l a t e
24 S i l i c a c r y s t a l capsul e
25 Adj ust ment s p r i n g
26 Cardan mount
27 Lenp chamber
28 Mi r r o r
29 Ti n t e d gl ass swi ngi ng suppor t arm
Append l x A 02 Arrnament i n s t a l l a t i o n
T h e v e r t i c a l l y mounted engraved s i g h t i n g irnage
compr i ses an ai rni ng cr oss w i t h d e f l e c t i o n gr aduat i on
marks, and a r ange c i r c l e . The angul ar di s t anc e bet -
ween gr aduat i ons i s lo.The range c i r c l e di arnet er i s
equal t o 10% o f t he r ange ( l e. it has a di amet er of
1 0 yds a t 100 yds r angel .
B. Description
1. General
T h e Revi 160 c o n s i s t s b a s i c a l l y of t he l ens chamber
i 2 7 J. To t h i s i s at t ached t he r e f l e c t o r p l a t e (41,
t h e rnovabl e t i n t e d gl ass p l a t e (21, and t he I i g h t
b u l b housi ng (61.
2. Optical sight
T h e o p t i c a l s i g h t i ncl udes t he l i g h t b u l b (101, t he
n i g h t f i l t e r (111, t h e non- r ef l ec t i v e cover gl ass
(141, t he s i g h t i n g image l ens (151, thc. mi r r o r (281,
t he f ocussi ng I e n s e s (51, and t he r e f l e c t o r p l a t e
(41. The r e f l e c t o r , and t i n t e d gl ass, p l a t e s ar e
I i g h t l y h e l d i n p I a c e by r e t a i n i n g s p r i n g s ( 31 and
(11, T h e t i n t e d gl as s p l a t e ( 21 i s pos i t i oned by
manual l y r o t a t i n g i t s suppor t arms (291. The l i n e of
s i g h t can be adj ust ed -f2,5O h o r i z o n t a l l y wi t h a d -
j ust ment scr ew (201, and f3O v e r t i c a l l y w i t h adj ust -
ment scr ew (211. These screws ar e reached by r a i s i n g
t h e bul b housi ng cover (131. The m i r r o r ( 281 i s
posi t i oned i n a Cardan mount (261; s p r i n g t e n s i o n
i 251 ensures a p o s i t i v e response t o any adj ust ment s.
T h e b a s e (231 seal s t he bot t oi n of t he l en
T h e b a s e p l a t e (231 s eal s t he bot t om o f t he l ens
charnber (271, and a l s o a c t s as t he gunsi ght at t ac h-
ment poi nt . I n addi t i on, i t houses a S i l i c a c r y s t a l
capsul e (241, wh i c h i s used t o absorb any moi s t ur e
ent er i ng t he chamber.
3. Mechanical sight
T h e mechani cal s i g h t c ons i s t s of a bl ade r e a r s i g h t
(171 and a p o s t - t y p e f r o n t s i g h t (221. The f r o n t
s i g h t compr i ses t he upper p o r t i o n of t he r e f l e c t o r
p l a t e l e f t r e t a i n i n g s p r i n g (31. The s i g h t , a f t e r
l ooseni ng screws i 181 and (191, can be adj ust ed f3O
v e r t i c a l l y and/ or h o r i z o n t a l l y .
4. Lighting systern
The l i g h t i n g syst em i ncl udes t he di mner r h e o s t a t
( 7 1 , t he b u l b hol der (91, and t he l i g h t b u l b (101.
T h e bul b draws p o w e r f r om t he a i r c r a f t e l e c t r i c a l
systern (24 v o l t l , v i a two spr i ng- l oaded C o n t a c t s
(161. I t s br i ght nes s i:; cont r o1 l ed by a di mner
swi t ch (81. To r educe s i g h t i n g irnage g l a r e d u r i n g
n i g h t o p e r a t i o n s , t he n i g h t f i l t e r ( 11 l can be
r o t a t e d i n f r o n t o f t he l i g h t bul b (101 by t he f i l -
t e r s wi t c h ( 12) ; t h i s s wi t c h 1s r eached by r a i s i n g
t he bul b housi ng cover (131.
Armament Installatlon AppendixA 03
C. Operation
W h e n theIightbulb isswitchedon, i t illuminates
thesightingimage. ThisImageis thenreflectedoff
t h e m i r r o r , a n d 1ssoadjusted by itspassage
t h r o u g h theobjectlve lensesthatwhen i t ispro-
jected rearwards from the reflector plate, i t
appears, tothesightingeye, tooriginateat infin-
ity, and, therefore, tosuperimpose Itselfuponthe
targetalongtheIlneof slght.
Theopttcalsightpermits thesightingeyei
1. To s h i f t adistanceofup toapproximately
50m (1.97 in1without alterlng theIlneof
sight;and,
2. Tovary itsdlstance fromthereflectorplate
fromabout 200mn (7.87 in1 to about 450mn
117.72 in1withoutaffectingthesizeof the
target.
Using themechanical sight, on theotherhand, the
eyemustbe a c c u r a t e 1 y linedupwith thefront
sight-rear sightaxis.
Aircraft Handbook
/
Part 8A
Supplement 1: A-8/R1
1

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Armament installationrk8/R1
I.Description
Theweaponssysternof theFw190k8/R1consistsof:
A. 2synchronizedMG 131sin thefuselage, with
400roundspergun.
5. 2synchronized M G 1 5 1 / 2 O E s in thewing-
roots, with250roundsper gun.
C. 4unsynchronized MG 151/20Es, t wo b e n e at h
eac h outerwingpanel,with 125 roundsper
gun.
UseE-type amnunitionforal1MG 151/20Es.
Il.Gbn mounts
A. Fuselage MG131s
TheMG 131sarepositionedwithinSt.L 131/58mounts
whicharefixed toa lightmetal carrier unit. These
are, in turn,attached toB u l k h e a d 1 and tot h e
Windscreenmounting frame.
Eachweapon ispositioned In an St.L 151/2 mounting
u n i t. Theforwardmount isattached tothe m a i n
spar; and therear mount, toacarrierunit between
Centreribs1and3.
C. Gondola MG151/20Es
(EquipmentpackageR1 includesthetwogondolasl
E a Ch MG151/20E ispositioned in anST.L 151/7gun
mount; twofixed toeachweaponscarrier frame. This
carrier framecanbeswungdown for weapons loading
a n d servicing. It iscovered by as t r e a r n I i n e d
fairing [gondola).
III. Ammunitionplacement and loading
A. Fuselage MG131s
Theamnunition ispositioned within the f u s e I a g e
forwardof Bul khea d 1. The400roundboxesare
removedfromthealrcraft for loading; then oreslid
up intothefuselagethroughthewheelcavities, and
a r eheld thereby thehinged belt segment andcart-
ridgecasingchutes.
Theamnunition ispositioned wlthin the fu s el a g e
behind themainspar. The250round boxesareloaded
outsidethe aircraft andslidup intothefuselage.
Hingeddoorssecuretheboxesagainst sidewardrnove-
ment, and against fallingout.
C. Gondola MG151/20Es
Theamnunitlonisc a r r i e d in 125round boxes that
liewithin thew i ngs, parallel to, andabove, the
weapons.
T h eboxesare loadedoutsldetheaircraft and then,
afterswingingdown thecarrlerfr a m e , posltioned
Wi thI n-thewing. Theboxesaresecured at thei r
forWardandrearendsby spring-loaded bolts (See
Fig. DI.
C.
Armament I n s t a I I a t 1 o n r k 8 / R1
IV. Ammunition warming
A. Fuselage MG 131s C. Gondola MG 151/20Es
The amnuni t i on, p o s i t i o n e d f or war d of Bul khead l and Warm ai r , drawn f r m t he engi ne exhaust s, i s I e d ,
d i r e c t l y behi nd t he engi ne, i s cool ed by dynamic a i r V i a pi pes i n t he wi ng l eadi ng edge, t o t he f r o n t of
drawn f r v behi nd t he c o o l i n g fan.
t he weapons bay.
Warm a i r r a d i a i e d f r om t he engi ne p r e v e n t s t h e
amnuni t i on t emper at ur e f r om f a l l i n g bel ow -35eC.
V. Weapons sighting and alignment
(See Annexes A and 8 )
A. Sighting C. Adiustment
T h e Revi 168 gunsi ght i s p o s i t i o n e d behi nd an For we a p o n s adj ustment, a tube i s pr ovi ded i n the
armoured wi ndscreen, 50 mn t h i c k and s et a t an angl e l e f t wi ng- r oot f o r p o s i t i o n i n g of a 7,9 mn c o l I i -
of 25O. The shal l ow sl ope of t he wi ndscreen ensures mat or. Var i ous bench marks ar e pr ovi ded on t he a i r -
t h a t t he r e f l e c t i o n of t he s i g h t i n g image on t he c r af t t o ensure accurat e l evel l ing.
wi ndscr een s ur f ac e i s not v i s i b l e t o t he p i l o t . The
f i e l d of vi ew downwards i s 30.
6. Alignment
T h e weapons ar e t o be ad j ust ed t o t he a I i g n m e n t
s p e c i f i e d i n Annex B.
VI. Weapons electrical system
T h e e l e c t r i c a l c i r c u i ' t r y f o r each weapon i s r out ed been c o mp l e t e d . As t he a i r c r a f t can suppor t t he
t hr ough t he SZKK-4 swi tch, round count er, a n d si mul t aneous char gi ng of a maximum of o n l y 4 g u n s ,
c o n t r o l u n i t - t h i s a c t i o n avoi ds t he cur r ent over l oad t hat w o u I d
o t h e r w i s e r es ul t . A speci al i n s t r u c t i o n p l a t e i s
T h e f usel age and wi n g - r o o t weapons a r e nvi t ched on
f i t t e d .
by Saf et y Swi t ch I; t he out boar d weapons, by Saf et y
S w i t c h I I ( Swi t ch I must al r eady be ' On*). The T w o f i r i n g b u t t o n s , Aa n d B1 , a r e f i t t e d o n t he
out boar d we a p o n s must be t ur ned on no l ess than 3 KG 138 c o n t r o l column gr i p. The k b u t t o n f i r e s t h e
seconds a f t e r t he o t h e r weapons. Thi s i n t e r v a l w i l l i n b o a r d weapons; t he 61-button, t he out board
ensure t h a t t he cocki ng of t he i nboar d weapons has weap ons.
AnnexA
Wing rwt MGl51/20
Weapons: Alignmenti Amnunition:
Fuselagei2MG131 Harmonization 4 0 h , Crossoverr parallel 13mnSpr.Gr.Ub.EI.
Wing-rootsr 2MG151/20 Harmonization 55h,Crossoverr 60011 2anSpr.Gr.Patr.Ub.151
Gondola,inner: 2MG151/20 Harmonization 55h,Crossoverr 80h 2anSpr.Gr.Patr.Ub.151
Gondola,outerr 2MG151/20 Harmonizatlon 55h,Crossoverr 90th 2anSpr.Gr.Patr.Ub.151
Gunfirestriketableat 5011andIO&, in un
Fusel age Wing-root Gond.,inner Gond.,outer
Range
2MG 131 2MG151/20 2MG 151/20 2MG 151/20
H! S H. Sa Ha Si Ho S.
h 95,5 13 -295 93 -10,8 237,8 -7 274
5Un 121 13 44 85 37 223 41 258
1 O h 142 13 85 78 78 208 83 244
Annex B
Aircraf t Handbook
Part 86
Bomb release system
(EffectiveJuly 1944)
e
Bombreleasesystm
Description
Fig. 11Bombreleasesystemskematic
General
TheFw190A-8differsfromearlierA-seriesaircraft
in that its ETC501 carrier has beenmoved forward
200mn 17.9 in). Thisrepositionlnghasbeen m a d e
necessaryby the buildingof anauxiliaryfueltank
lntotheaircraftrearfuselage.
Simplificationshavebeen mode tothe bomb release
systemwithln theA-8p r odu c ti o n run. Theseare
concernedprlrnarilywith theelectricalreleaseand
monltoring clrcuits.
A. Bomb release mechanism
Tothlsbelongi
ETC501 11.1 l
.ETC501 carrler I l , 3 l
Falrlng i1,41
Annunent panel (1,121
TheETC501, t heETC501carrier, and thefal rl ng
ereflttedtotheunderside of thesircraft.
T h e armmentpanel 1siocatedbetweenbthesuxillary
instrumentpanel and thecockpltfloor.
02 Bomb r el ease syst em
1. ETC 5 0 1
ih e ETC 501 can be loaded w i t h bombs or d i sposab l e
c a r r i e r s t o a t o t a l wei ght of 500 kg (1102 I b) ; o r
~ i t h an ER-4 adapter u n i t f o r f our bombs or di spos-
abl e c a r r i e r s , each of a maximum wei ght of 50 kg
( 110 I b) .
A T y p e 5 O O / X I I r el eas e u n i t i s f i t t e d i n t o t h e
ETC 501.
The s el ec t or swi t ch on t he ER-4 adapt er i s t o be s et
t 0 t he norma1 s e t t i n g i s i n g l e r el ease) .
A 300 L t r ( 6 6 . 2 g a I dr op t ank can be f i t t e d i n
pl ac e of bombs. For t h i s , s p a c e r bar smust b e
at t ached t o t he ETC 501. These bar s or e not r equi r ed
when t he E2 met al t ank i s f i t t ed.
T wo c ot t er - pi n s a f t i e d bol t s, one each t hrough t h e
f or war d and r e a r f i t t i n g s , secure t he ETC 501 t o i t s
c ar r i er . Dur i ng ser vi ci ng, t he c a r r i e r and ETC 501
or e consi der ed t o c mp r i s e one uni t-.
1 Cl i p 5 L a e r munt l ng p l a i t s
Note:
2 Forrsra I l l t l n g 6 Sprlng-Iosecd c a r r l c r r t l t s s t 1w.r
3 Rcar I l l l l n g 7 St a bl l l l ng a l r ut
Bef or e I oadi ng t he bombs, ensure t hat f u l l
4 wper munl l ngpl et es 8 Set scr-s
9 Se? rcr-
amnuni t i on boxes f o r t he MG 131s and t he w i n g -
r o o t MG 151/20Es have been i nser t ed, as t h i s con
Fi g. 2: ETC 501 c a r r i e r u n i t
onl y be done wi t h t he f or war d p o r t i o n o f t h e
ETC 501 c a r r i e r swung down. To i n s e r t t he MG 131
a mmu n i t i o n b o x e s , remove t he wheel cover
f a i r i n g s and swi ng t he l i nk - bel t segment and 3.Fairing
c a r t r i d g e casi ng chut e on t he engi ne l ower
suppor t frame f orward.
The f a i r i n g c ons i s t s of t he f o l l o wi n g t hr ee par t s :
Forward p o r t i o n (3,l
Cent r e p o r t i on (3,2)
2. ETC 501carrier unit
Rear p o r t i on (3,3)
The c a r r i e r (Fi g. 2 ) i s of a speci al desi gn t o hol d
t he ETC 501 .
T h e ETC 501 i s secured t o it s c ar r ier by.: a f orward
f i t t i n g 12,2), and by a r e a r f i t t i n g (2,3). Ti ght -
eni ng t he s e t screws (2,8) wi t h i n t he upper mount i ng
p l a t e s 12,4) secures t he ETC 501 c a r r i e r ; t i g h t e n i n g
t he s et screws 12,9) wi t h i n t he - l ower mount i ng
p l a t e s 12,5) secures t he ETC 501. The attachment of
t he c a r r i e r u n i t t o t he f u s e l a g e mount i ng p o i n t s
( t h e f or war d mount i ng p o i n t i s on t he mai n spar, t he
r ear mount i ng p o i n t on Bul khead 4, and a s t a b i l i z i n g
s t r u t mo u n t i n g p o i n t on t he engi ne l ower suppor t
s t r u t ) i s accanpl i shed by two b o l t s and a s t r u t . The
f o r w a r d , spri ng-l oaded, b o l t i s f i t t e d wi t h an
engagi ng l e v e r (2,6) and i s l ocked by r o t a t i o n of
t hat l e v e r ; t he r e a r b o l t i s secured by a c o t t e r
pi n; and, t he s t a b i l i z i n g s t r u t i s a t t a c h e d by a
screw-on c o l l a r .
The r e a r end of t he c a r r i e r u n i t i s f o r k e d and
secured t o a f i t t i n g on B u I k h e a d 4 I c a r r i e r r e a r
lForwara oor l l en 5 Suorrchargrr al r I l nr
suspensi on p o i n t ) .
2 Ccnl r r oor r l on 6 FUCI PTCSSUT~ I l nr
3 Rcor 0 or I lon 7 Fuslng I l n r
To t he u n d e r s l d e o f t he c a r r i e r r ear segment i s 4 S c r a lock 8 8- r r l r o s r I r oa
f i x e d , i n an accessi bl e posi t i on, an E55 e l e c t r i c
motor whi ch dr i v es t he EP-1E drop t ank f u e l purnp. '
Fi g. 3: F a i r i n g
.t
Bcmb r el ease system
I t i s attached t o t he f usel age bottom wi t h count er -
sunk screws . T h e f orward and cent r e por t i ons
i 3,l & 2 ) are j oi ned by a hinge; t he forward por t i on
bei ng secured t o t he ETC 501 by a screw l ock (3,4).
The l i nes (3,5-8) which l i e wi t hi n the f a i r i n g
cent r e por t i on connect t h e a i r c r a f t systems t o t h e
ETC 501 c ar r i er and t hus t o t he e q u i p me n t on t he
ETC 501.
4. Armament panel
T h e armament panel (4,l con t ai ns t he ZSK 244A bomb
f usi ng s e l e c t i o n box (4,21 and t he SAM 77 Fw 74
r el ease i ndi cat or l i g h t s (4.3). I t i s si t uat ed
between the a u x i l i a r y i nst rument panel and t he
cockpi t f l oor , and i s connected t o these by screws.
1 m m c n t u a n r l 3 a c l ~ i r c I nal cat or l l g n l r
2 soma r t l c c l l e n 4 ~ r e l e a r t ~ u t t o n l u r l n g Doi B D
Fi g. 4: Armament panel
B. Release and rnonitoring circuits
Thi s c i r c u i t i s used f o r t he r el ease and moni t or i ng
of t he bomb r e l e a s e s y s t em. I t consi st s of t he
f ol l owi ng uni t s:
1 ZSK 244A f usi ng sel ect or box
1 SAM 77 Fw 74 i ndi cat or u n i t
1 bomb r el ease but t on
T h e ZSK act s as t he main swi t ch f o r t he e l e c t r l c a l
r el ease uni t .
T h e i ndl cat or u n i t i s secured t o t he armament panel
by two s C r e W s . When a 250 kg or 500 kg bomb i s
car r i ed, onl y t he r i g h t hand i n d i c a t o r l i g h t i s
connected i n t o t he f usi ng sel ect or box c i r c u i t . When
t h e ER-4 adapter r el ease u n i t s ( 4 ETC 5O/ XI I I ) a r e
loaded t he t hr ee ot her i n d i C a t o r l i ght s ar e al so
connected i n t o t he f usi ng c i r c u i t . Af t er a b mb I s
released, t he appr opr i at e i ndi cat or l i g h t i l l u m i -
notes.
T h e bomb r el ease 82-button 14,41 i s l ocat ed on t h e
KG 138 cont ro1 gr i p.
The system i s connected i n t o t he a i r c r a f t c i r c u i t by
depressi ng c i r c u i t breaker V50 on t he r i ght i nst r u-
men t conso l e.
C. Sighting device
T h e Revi 168 i s used as t he si ght i ng devi ce f or the
bombing system; i t i s more f u l l y di scussed i n
Par t 8A.
D. Emergency bornb release
P u I I in g t he emergency bomb r el ease handle (1,131-
- r e I e a s e f or ce 1 30 kg l wl t h movement of at l east
24 mn)-l abel l ed mBombena causes t he j et t i son of any
l o a d bei ng car r i ed on t he ETC 501. When the E R- 4
a d a p t e r (1,21 i s mounted, an emergency r el ease of
t he i ndi vi dua1 l oads i s not p o s s i b l e, i n f a c t ,
dur l ng emergency r el ease t he adapter i t s e l f i s
dropped; i n t h i s event, t he f usl ng and r el ease lead
pl ugs are t or n out.
Note! Bombs loaded on t h e ER-4 adapter, when
r el eased manually, f a l l saf et i ed even i f the ZSK has
been sw i t c h e d on. Bmbs loaded d i r e c t l y ont o the
ETC 501, w i l l f a l l armed i f t he ZSK has been swi t ch-
ed on.
E. Systern rernoval
I f t he a i r c r a f t i s t 0 be f i own w i t h o u t the b o mb
r el ease system, t he ETC 501 car r i er , wi t h i nt egr a1
ETC 501, f a i r l n g and Bulkhead 4 suspension f i t t i n g s
rnust be r e m o v e d . I n t he same way, the el ec t r i c al
leads, t he f uel I l ne leads, t he a l r pressure l i nes,
and t he emergency r el ease cabl e t o t he underfusel age
t r ough (1,6) ar e no l onger necessary. A strearnl i ned
cap t o f a l r i n the f o r w a r d mounting poi nt s on t he
main spar, and a pl at e t o cover t he opening f or t h e
underf usel age t rough a r e pr ovi ded i n t h e a i r c r a f t
equipment bag.
S i n c e , when t he ETC 501' c a r r i e r u n l t i s attached,
t h e undercarri age wheel cover s cannot open or cl ose
pr oper l y, the wheel covers er e exchanged f or f i x e d
f a i r i n g s when t he ETC 501 r ack i s i nst al l ed. Th e s e
f i x e d f ai r i ngs cover a srnal l por t i on of the under-
f u s e I a g e apert ures i n t he same manner as do t h e
wh e e I doors. I n t hat case, t he u n d e r c a r r i a g e
f a i r i n g s or e lengthened.
F o r o ~ e r a t i o n s wi t hout t he bomb r el ease mechanism,
t h e f i xed f a i r i n g pl at es ar e traded f o r the w h e e l
d o o r uni t s, and t he l engt heni ng segments are
unscrewed f i cm t he under car r i age lower f ai r i ngs.
For Of f icial Use Only!
Aircraf t Handbook
19s
:a l
05,
=9e
ied
the
Part 8C
he
n f t
Special weapons system
se
er-
he
9 e
02 Speci al weapons system
crown nut s ( s a f e t i e d by c o t t e r p i n s ) . Two suppor t
b r a c k e t s (2,61, at t ached t o Cent r e r i b 8 a t t h i s
p o i n t , ser ve t o st r engt hen t he mount i n g area. The
l aunchi ng t ube i s el evat ed 70 r e l a t i v e t o t he
f usel age l o n g i t u d i n a l axi s.
2. Bracing struts
To l ock t he l aunchi ng t ube i n t o pos i t i on, t he upper
s t u d s i4,3) of t he f o u r br ac i ng s t r u t s er e f i t t e d
i n t o t he wi ng l ower s k i n t hr ough s u i t a b l e hol es o r
r i me d b u s h i n g s . The l engt h of each s t r u t can be
changed by r o t a t i o n o f t he l ower s t ud (4,l ), and i t
can be l ocked i n l engt h by t i g h t e n i n g t he l oc k n u t
(4,5) agai nst t he s t r u t c o l l a r i4,4).
The rounded ends of t he l ower s t uds i4,l l e r e
i nser t ed i n t o t he t ube br ac i ng l ugs.
T h e s t r u t t ube (4,21 i s 230 mn i 9 i n ) l ong. T h e
ov er al l l engt hs of t he f or war d snd r e a r s t r u t s s r e
as shown i n Fi g. 4.
Fi g. 4: Br aci ng s t r u t
3. Release strut
The c a r r i e r s t r u t ( r el eas e s t r u t l c o n t s i n s sn e l e c t -
r i c a l l y pr i med ex pl os i v e char ge which, i n an
emergency, sever s i t and so r el eases t he l aunchi ng
tube.
A r mmn t 0.n-l 4 At l achnent D r e c k ~ l s
2 Ar namnt s i i t c h P802 5 Au. l l l sr v I n r t r r r r n l pancl
3 A l m n l s r l t c h P801 6 J e t t l r o n c l r c u l t groundl ng pal nr
7 SVK I - 1 5 l l l 3 l E lurc and j unct l an Do.
Fi g. 5: Armament s wi t c h l ayout
4. BR-armament panel
The BR-arrnarnent p a n e 1 i 5, l i cont ai ns two armament
swi t ches 15,2 & 3 ) . Thi s panel i s at t ached t o t h e
a u x i l i a r y i nst r ument panel i 5, 5) by two b r a c k e t s
15.4 1.
C. Sighting device
T h e Revi 168 r e f l e c t o r s i g h t i see D. ( L u f t l T.64031,
ser ves as t he s i g h t i n g devi ce f o r t h i s system. A f t e r
n o t i f i c a t i o n by a TAGTT, i t w i l l , a t t he appr opr i at e
ti me, be r epl aced by t he Revi 16F.
1 Sockel P812 5 F I r l n p I r sa
2 Sockrt P814 6 Car r l er l r el essc u n l t
3 P r o j e c t l l r i l r l n g l er ml nal 7 Pl ug P815
4 Pl ug P813 8 Rel cssr I r a6
9 F i r l n g I r aa p r o l t c l l r r IuOe
Fi g. 6: 21-cm BR syst em s i d e vi ew
The f i e l d of v i s i o n t hr ough t he Revi vi ew f i n d e r
must be a t l east 7,5O i n a l i d i r e c t i o n s f r m t he
s i g h t i n g l i ne.
D. Contro1 system
The c ont r ol syst em c ons i s t s of t he e l e c t r i c a l f i r i n g
snd r el ease c i r c u i t s . The f i r i n g c i r c u i t i s used t o
f i r e t he p r o j e c t i l e s whi l e t he r el ease c i r c u i t
j e t t i s o n s t he l aunchi ng tubes.
Operation
a. Firing
Compl ete t he f i r i n g c i r c u i t by a c t i v a t i n g C i r C u i t
br eaker P1 ( r i g h t i nst r ument consol el , Saf et y s wi t c h
I iSZKK4 c o n t r o l u n i t l , and t oggl e s wi t c h P802
i msrked mSi cher ungsschal t er Ger' it 21" and l ocat ed on
t he l e f t s i d e of t he BR armament psnel l . To f i r e t he
shel l s, depress t he bomb r el ease but,ton, 82, l ocat ed
1
,-
Speci al weapons system
on t he upper l e f t s i d e of t he cont r o1 gr i p.
Fi g. 7: KG 138 wi t h 82 f i r i n g but t on
b. Releose
In an emergency, t he l aunchi ng tubes can be r el eased
by s e v e r i n g t h e c a r r i e r s t r u t s wi t h expl osi ve
c h a r g e S. Ci r c u i t br eaker P1 and Saf et y s wi t c h I
compi et e t he r e l e a s e c i r c u i t . To f i r e t he charges,
a c t u a t e t oggl e swi t c h P801 imarked "Absprengung
Ger zt 21" and l ocat ed on t he r i g h t s i d e of t he BR
armament panel l . To pr event acci dent al act uat ion of
t he t o g g l e swi t ch, i t i s hel d i n t he s a f e p o s i t i o n
by a spr i ng- l oaded pl at e.
Fi g. 8: Po s i t i o n i n g of t he br aci ng s t r u t s
v
Aircraft Handbook
Part 8D
Special fittings
O1 Speclal fittlngs
General
'Special fittings'specifies theaircraft armour.
The armour protects the pilot, the oil coolerand
thecircular oil t a n k . Itspositioningwithin the
aircraft isasshown in Fig. 1.
together.
T h eback armour consistsoftwoseparate pl at e s
W ho s einner edges are screwed to theseat gui de
rai I s, andwhoseouteredgesarescrewed toangle
pi e c e s in the fuselagewalls. Nutsareriveted to
theguiderailsand theanglepieces; theplatesare
fastened frantherearby screws.
Fig. l: Aircraft armour layout
A. Cockpit armour
Thecockplt armourconsistsof theback plate 11,l l
on the pilotls seat, two back plates i1,21, a
shoulder plate (1,3), and a head plate 11,41.
Fig. 2: Backarrnour, seen in directionof flight
Protectionagainst gunfireisalsoprovided:
al fromthefrontr by thebullet resistantwind-
screen (1,51;
bl fromthesides: by bullet r e s i sta n t glass
panels i1,81 on either side
of t h e forward windscreen
panel;and,
C ) frombelow: by the two fuselageself-sealing
fuel tanks.
The seat rear plate and seat pan are riveted
sCa r r i c r i l f h ermour p l a f l n p b Y ~ O U V C I car v 1- 1
Fig. 3: Shoulderarmour
Theshoulderarrnourcanbe attached in eitherof two
ways (seeFig. 3,a 6 bl;
al The shoulder armour consists of both an
armourpanel (3,1l and acarrier unit 13,21.
The armaur plate is positioned behind t h e
carrierand is attached toi t by threenuts.
T h i s m e t h o d of a t t a c h r n e n t allowsfast
r e p l a c e r n e n t of the armourplating. T h e
carrier 1sriveted tothefuselage.
bl In theseconddesign, thearrnouredc a r r i e r
itself serves astheshouldera r m o u r (see
Fig. 3bl.
T h e head armour is built into the canopy and is
secured to i t at itsbase, by twoguidebarssecured
by hexagonal bolts, and, at itstop, by ascrewedon
supportstrut. Thestrut issecuredby two c a b l e s
iseePart1l. In newerproductionaircraft, thehead
armourissecured by asheet fairingand twocables;
thesupport isthenmitted.
al Thebullet resistant windscreen ishoused in
asteel f r a m e , and is secured to i t by a
scr-d onrnolded frming.
bl The side platesslideintothen o s e - o v e r
frameand aresecuredby abaserabbet.
B. Nose armour
Theoil cooler i4,21 and ring-shaped oil tank (4.41,
both of matching circularconstruction, areenclosed
by armoured rings which forrn the forwardportion of
theengtnecowling. Thecoolerarmour issecured by
hexagonai screws; theoil tankarmour by crownnuts.
T h e five openings in the armoured nose ring,
required for itsinstallation,arecovered by formed
disks (4,9).
l Ceel er armour 5 S u ~ p o r t b l a c i e l
2 O1 1 c o o l e l 6 5- 1- cl rcul sr f s l r l n s
3 01 1 tsnk armeur 7 TI * D o l t s
4 Cl r cul sr o1 l tsnk 8 Cooier arnour s t i s c n mn t Dl eckct a
9 For ma ai %* %
Fig. 4: O i l coolerand oil tankarmour
A t e n piece ring, consisting of five support
brackets (4,5)joined tofivesemi-circular fairings
(4,6), is positioned between thecooler armour and
thecooler. Thering issecured totheoil coolerby
crownnutsand tiebolts.
Theairexit gapbetween theoil coolerand theo i I
tankarmour is10mn.
v
Aircraft Handbook
Part 8E
Camera system
O1 Camera system
Description
Generai
The camera can al so be t r i gger ed by depressi ng a
but t on (1.91 on t he t h r o t t l e l ever (1,101, thus
T h e *Type 16 Gun camera' (BSK 161 i s i n s t a l l ed i n
the Fw l 9 OA8 f l ght er. I t s i n s t a l l a t i o n i n t he f i el d,
/.__---/
i n pr evi ousl y del i ver ed ai r c r af t , i s made f o r A 8
,,
. W-
ser i es a i r c r a f t usi ng Fw l 9 0 Modi f i cat i on I nst r uc-
t i on Nr . 85.
The *Robot* m i nia t u r e camera i s i ns t al l ed i n al 1
ground-attack a i r c r a f t ( Ser i es F l and extended range
fi ghter-bombers ( Ser i es 61.
I t i s al so possi bl e, i n f i g h t e r al r c r af t , t o r epl ace
the BSK 16 wl t h t he *Robot9usi ng an adapt er u n ;.t . /
I n t he *Robot1 i ns t aIIat i o n , the l ead from t he
camera t o t he weapons system i s not attached.
A. BSK 16 gun camera
The BSK 16 camera (1.1 i s mounted on an adj ust abl e l-..
pl at f or m (1,4) i n t he l eadi ng edge of t he l e f t wi ng
p a n e 1 between Ri bs 3b (1,21 and 4 (1.31, and i s
at t ached t o t he a i r c r a f t e l e c t r i c a l system by a pl ug
connector (1.5). The camera l ens opening i n t he wi ng
l eadi ng edge i s covered by a f a i r i n g and g la s s
window (1,6); t he cl ear gl ass pane1 can be exchanged
f o r a col oured l i g h t f i l t e r .
Y
The BSK 16 i s a 16nmmovi e camera. The f i l mr o l l i s
15m (49.2 f t J i n l ength, and 1s dr i ven by an
1 BSK 16 carnra 7 J u n ~ l l o r boa E I c c ~ ~ I c o I
8 ,-I e l e c t r i c mot or i n t he camera. The motor c ont r ol s a 2 RI B 30 * O ~ ~ C , I C t.zn
s w i t c h whi ch l i mi t s f i l m movement t o 3.75m 31 comro RI D 1 p ~ o t f o r m 9 C ~ I . l r ~ g g t r 1 0 T* r at f ~. t.ver
(12.3 f t ) per run, and p e r m i t s f our f i l mr uns of 5 E l t c t r i c o l connt ct ar 11 Sl ghr l ng lnogc p r a ~ t c t o r
6 F a l r l n g r l t n r l ndow 12 Cl r c ul ! r r s c oa r a t l on ool nt
f r m 43 t o 57 seconds dur at i on each. Depressi ng t he 13wI r C C O n d ~ ~ ~ .
f i r i n g but t on f o r t he f usel age and wi ng-root weapons
s t a r t s t he camera. Fi g. l : BSK 16 ( B a l l i s t i c gun camera1 systern
3 1110 4 5 E l r c t r l c a l connecior 7 k r o t r l ggc r 9 C I r ~ u l t r y r c p a r o t l o n pol nt
4 C-ro p l o t f o m 6 F a l r i n g r l t n - 1 n a c 8 l n r o l t l e I w c r ? O w l r t condui t s
i ,Ri g n l l n r t r u n r n t ~ o n s o l t
Fi g. 2: *Robot1camera i n s t a l l a t i o n
02 Camera systern
e n a b I i n g gun camera phot os t o be t aken wi t h o u t
pr es s i ng t he f i r i n g but t on.
B. "Robot" miniature camera
Wi t h t he ' Robot ' . Model I l , mi n i a t u r e camera, s i n g l e
phot os can be t aken f r m h i g h a l t i t u d e s down t o
appr oxi mat el y 2000 m i 6562 f t ) . The camera i s aimed
t h r o u g h t he gunsi ght . Frame s i z e i s 2,4 x 2.4 cm,
and t he f i l m r o l l i s 1,6 m (5.25 f t ) long.
T h e ' Robot' C a me r a (2, l i s , as i s t he BSK 16,
mounted on an a d j u s t a b l e p l a t f o r m (2,4) i n t he wi ng
l eadi ng edge between Ri bs 3b (2.21 and 4 l 2, 3), and
1 BSK t 6 3 ~ d j u s t a ~ l c c a mr a p l a l f o r m
2 Sl g h f l o g I m g c p r o j r c ? o r A P l a t f o n n f or war c a: f acnr r ol Dol nt
5 Cs mr a f a r r a r d i I x l n g voi nt
Fi g. 3: BSK 16 camera
Shut t er r c l c s s c 4 Pl s t f o r m f or war d atrscnmcnt ~ o l n t
2 C a r a l or wer d f l x l n g v o i n t 5 Aaj ust aDl t Dl a f l o r m
3 Camr a Dase v l i t c 6 "FIoBot. c a r e
7 F l l m aduance r v r l n g
Fi g. 4: ' Robot * camera
i s at t ached t o t he e l e c t r i c a I c i r c u i t by a p l u g
connect ion.
The f i l m i s advanced by a s p r i n g dev i c e on t h e
camera; t h i s s pr i ng must be wound bef or e each
f I i g h t . Near t he s p r i n g i s s i t u a t e d an a c t u a t i o n
but t on. When t h i s but t on i s pressed, t he s h u t t e r i s
r el eased and t he f i l m advanced one frame.
The c i r c u i t r y f o r r e l e a s i n g t he s h u t t e r i s connect ed
t o a but t on (2,7) on t he t h r o t t l e l ev er i 2, 8). T h i s
b u t t o n a c t i v a t e s a magnet s i t u a t e d on t he camera
mount. The magnet t r i g g e r s t he c har gi ng l ever whi ch
depr esses t he camera s h u t t e r r el ease.
v
1
D. (Luft) T. 2190A- 8
Aircraft Handbook
Part 9A
General equipment
--
01
r-
Generalequipment
I. lnstrument panelsand consoles
1. Instrument panels
F U I i - W
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Fig. l i Cockpit Interior
4
5
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General equipment
i n e i nst r ument panel s compr i se a mafn panel ( Fi g. 2 )
andan a u x i l i a r y pane1 (Fl g. 31. I n t h e a r e a a b o v e
these panei s a r e pos i t i oned a d d i t i o n a l i nst r ument s
and t he i nst r ument g i a r e cover. A t h i r d i nst r ument
panel, s i t u a t e d between t he a u x i l i a r y panel and t he
f i oor , ser ves as t he armament panel .
The a u x i l f a r y i nst r ument panel base p i a t e i s 8 l oad
bear l ng component of t he f usel age and i s secur ed t o
;t [ I nst r ument bul khesd) .
l Prcsrurc a l t l mt t cr 7 T a c h a t t r
2 Alrspcca I nal cat f f 8 Pl t ot tube hcat er I l gnt
3 ~ r t 1 r l c l . i hor l i on 9 r l gnt r ockct s
4 Vert1c.I . ~ t wI Ml c * f f f 70 RYDDW shock munl s
5 Re ~ e a t t rCOIPOSS l 1 munt l np pol nt s
6 Supcrcherpcr p r t c a wt 9 . u ~ 11 l t ct r l c. l I t ods
Fi g. 21 Mal n i nst r ument panel
l Fur I snd 011 p r c n u r e gaupc 4 Pr opcl l cr p l t ch I ~ I c e t o r
2 011 t cnwr at ur c p u g c 5 Rubb~r shock sounta
3 Fucl contenta gaugc 6 Base p l a t e a t t e c k n t pol nt a
7 EI ect r l caI Iceda
Fi g. 31 Auxi l l a r y I nst r ument panel
2. Instrument consoles
The l e f t and r i g h t i nst r ument consol es c o n t a i n
oper at i ng c o n t r o l s and c i r c u i t br eaker s. The l e f t
c o n s o l e c ont ai ns t he engi ne p r l me r pump and t he
3at t er y mast er swf t ch, as we l l s s t h e c o n t r o l s snd
mn i t o r l n g i nst r ument s f a r t he under car r l age, t h e
l andf ng f l aps and t he s t a b i l i z e r in c i d e n c e ; t he
r i g h t console, a l l a i r c r a f t e I e c t r I c a I syst em
C i r c u i t breakers, t he engi ne s t a r t e r swl tch, t he
f l a r e g u n m u n i t i o n a n d t h e a i r c r a f t c I o c k . T h e
e l e c t r i c a l system c i r c u i t breakers ar e pr ot ect ed by
spr i ng- l oaded cover s and desi gnat ed by name p l a t e s
near t he covers.
I n more r ecent ly produced a i r c r a f t t he two g r o u p s
of c i r c u i t br eaker s ar e consol i dat ed i n t o one.
p-
General equipment
II.Powerplant monitoring instruments
1. Supercharger pressure gauge 2. RPM gauge
The super char ger pr essur e gauge (1,38) i s mounted on The RPM gauge (1,40) i s pos i t i oned on t he r i g h t s i d e
t h e r l g h t s l d e of t he mai n i nst r ument panel . of t he mai n i nst r ument pane I . The engi ne and t he
I nst r ument range: 0,6-1,8 at a (8.5-25.5 p s i ) . gauge ar e connect ed by a f l e x i b l e cabl e.
For t he r o u t i n g of t he i nst r ument measuri ng l ;ne see Measurement range: 600-3600 rpm.
Fi g. 4.
An o i l e x t r a c t o r (5,31 1s b u i l t i n t o t he f l e x i b l e
c a b I e near it s p o i n t of at t achment t o t he engi ne.
Any o i l t hat has penet r at ed t he c a b l e i s ex t r ac t ed
a t t h i s p o i n t and a l lawed t o dr op i n t o t he e n g i ne
canpartment.
1 ~110cr r i i nt pal n?of the ruperchargcr pressure I l ne
l o the C-na un1t
2 Superchsrgcr pr eswr e mei surl ng I l ne
3 * u x l I l a y I ns t r unnt pane1
4 Ydln I n i t r u r r n l pane1
5 Svper chr gr r prrssure gauge
6 Englnr l ount l ngr l ng
7 k por ot l on pol nt 2 on 0ulkn.d 1 f F l r c a l ll
lA t t o c h n ? pol nt ol thc rearar-nt cabl r ?o t hc cngl nc
2 FIIIIDIc cobl e
3 011e i t r e c t w
r wr gou-
Fi g. 4: Supercharger i n d i c a t o r syst em
5 Aui l t l s r y Instr-n? pene1
6 Ydln I n s t r u r n t p. n. 1
7 Englnc munl l npr l n g
Fi g. 5: Engi ne RPM measurement syst em
Genera1equlpment
3. Fuel and oil pressure gauge
The duai pressure gauge 11,201 is mounted on the
near left sideoftheauxiliary instrurnent p anel .
The feed pre s s u r e of the pumps 1sindicated i n
Kg/Sqcm-
Fuel pressurerange 3,0 Kg/sqcm(0- 42*6psi1
iide 011 pressurerange 0-15,O Kg/sqcm (0-213.0 psil
the
Theoperating Iimitsoremarked by indicatorIines.
ble
ne.
tea
ne
l 01 1 0-
2 FUCI p-
3 Sue1 prenmure I l ne neparat i on pol nt
4 011 pr-mure I l n t srparat l on pol nt
5 * uxl l l ar >i I nst r r nr nt pane1
6 Fuel m6 011 pressure gaupt
7 Englne w n t l n g r l ng
Fig. 6: Fuel and oil pressuremeasurementsystem
4. Oil temperature gauge
T h i s tnstrument 11,231 ispositioned in the ne a r
leftsideof theauxlllary instrumentp a n e I , a n d
providesan indicationof 0 1 l temperature. Theunit
consists of an electrical probe L7,l l and an
i n d i c a t o r i7,21, and uses the24volt aircraft
e1 eCtr Cal system. Indicationr ange 0-13(PC
132-266O Fl .
l Ei t c t r l c a l t m t r a t u r t DrODt
2 Ol i 1. qt r at ur e giupc
3 Auxl i l ar y I nst r r nr nt pane1
4 011 I l n t frm cool t r t o mt n Dinp
5 Srparat l on pol nt 70
6 Enplne Deari r i ueml y
7 Englne niountlnq r l ng
8 Ri ght Instr-nt consolr
Fig. 7s Oil temperaturemeasuring circuit
.+
Genera1 equlpment
5. Fuel contents gauge 6. Mechanicalairscrew pitchindicator
The el e c t ri c a l fuel contentsgauge, (1,361 and The unlt, (1,371 and (9,11, servesto Indicate the
l8,11, is positioned on the near rightsideof the pi tCh of theadjustableairscrew. Indi Cat i on
auxiiiary instrument panel i8,21; i t ispossible to impulsesorefed f r m thepitchcontro1 u n i t (9,21
individuallym e a s u r e, in liters, thecontentsof via a flexiblecable 19,31. The propeller b l a d e
eachmain fuel tank. pitch indication isgiven in hoursandminutes.
Theunit consists of afuelcontentsprobewith low Foroperatlon and maintenance of the unit consult
leve1warning attachments in both therear (8.3) and theappropriatepublications.
fo r w a r d 18,4)tanks, and an indicatorunit.(8,l 1.
Fromtlmetotime excmine thecable atta c h m e n t
I n i tO r lights(8,5' positionedi n the pofntsforgood seating, toprevent l inedamagedue
Instrument bulkhead. The loner, white light, acting chefing.
as tank switchover warninq. illuminates when rear
tankcontentshavedropped-to 10Ltr (2.2 gai); the
upper, red light, provides return tobasewarning,
illuminating when 80Ltr (17.6 gal) remain in the
forward fuel tank. Plateinscription: 20mi n u t e s
remainingat economica1 cruise.
A gaugeselector switch i8,6) enables the indicator
uni t tobeswltched tomeasurethecontentsof the
forwardorreartank.
Operatingpowert 24volts.
1 Pl t cn I ndl cat or
2 Myar aul l c- el ccf r l c p l f c n cont ro1 u n l f
3 F I c x I ~ I c c a l l e
4 S+p.rotlan pol nt 1 onBulkhcad 1
5 A~ x l I I mr y I n s t r e n t pancl
Fig. 9: Airscrewpltch indicator
t Fuci cont r nt r poupe
2 Auz t l i er y tnstr-nt pane1
3 Rr ar tank Cont r nt i probc r l t n l a leve1 r ar nl ng
4 Poni ara tenk conf ent s prabe r l f h l a I cvel r s r n l n ~
5 l nal cei or I l ght s Ilai I cvcl r s r n l n g l
6 Fucl gauge s c l e c t a r r l t c h
Fig. 8: Fuel tankcontentscircuit
III. Flight monitor and navigation instruments
the
CT
, 2 .
a e
1. Pressure aitimeter
The unit, (1,191 and (10,11, is positioned on t h e
leftsideofthemain instrumentpanel (10,21.
weasuringranger0-10km (0-32810ftl.
l Prci surc a l t l mt e r
2 M l n I nst r umnt psnel
3 St et l c PTCSSUTC I l nt
4 Pl t or tune
5 Bulkhtod 1
8 Ai r sp~ea I nal caf or
9 Oynmlc s l r pressurt l i ne
10 RID 7 %
11 Pl t ot tube hcater l i ne
12 wlng-roet s e ~s r a t l oo ~ o i n i
6 Auxl l l sr y I nrt r- nt psncl 13 Ol l l c r e nt l s l pressure chmber
7 V ~ r l i c e I sptea Indicaror 1 4 Otcklog I n l r ont ol windicreen
15 A l r l i ne
Fig. 10:Flightmonitor instrumentcircuits
2. Airspeed indicator
:he alrspeed i n d i c a tor, (1,241 and (10,81, 1s
positionedon the left sideof themain instrument
panel (10,21.
!t isconnected toboththestaticairpressure line
l10,31 and tothedynamlc airpressure line (10,91;
thetwoIinesareroutedparallel tooneanother.
ahen the pitot tube heater is switched on, a
Latticed indlcator locatedontheleft side of the
main instrumentpanel is illuminated.
3. Vertical speed indicator
The indicator, (1,331 and (10,7), ispositioned in
the centre ofthemain instrumentpanel (10,21 and
isconnected tothestaticairpressureiine(10,3).
Thedifferential pressuretank(10,131 issecuredby
~ W OCl a m p s beneath thedecking in front of the
windscreen (10,141, and 1sconnected totheverticai
speed indlkatorby anair Ilne.
Measurement limits: *descentland *climbs
3000-0-3000 m/s (9840-0. 9840fpsl
2000-0-5000 m/s (6560-0-16400 f ps l
Thebottomfigureisthemaximum valueof theolder
indicators.
4. Artificial hori zon
Locationof theunit (1,281: centre main instrument
panel. It indicatestheposition of the ai rc r aft
relativetothenatura1 horizon, and theturnspeed
and speed of rotation of the aircraf t about i ts
vertical axis.
Fordetailed instructionsconcerning theinspection,
installation,operation, servicing, and maintenance
of theunit seeD.iLuftIT.5405.
5. Remote compass system
The s y s t e m comprises the master conipassand the
pilotVsrepeaterccnnpass. Themasterconipass 111,l 1
is located in the rear fuselage; the repeater
compass i11,21, in thenearrightsideof the main
instrumentpanel.
1 na s t t r ccss.010
2 Pl l o f ' s r t pt ot er crnposs
3 nai n i n s t r e n t pone1
4 Slpnol t r onml ssl on unl t
'r cobl e shi cl d t +t i t t n &iikheoas 6 ona 8
6 Rl pht Instrument console
7 Pl ug connector
Fig. Il: Remotecompasssystem
07 Genera1 equlpment
6. Stabilizer incidence indicator
Thl s system consi st s of t he s t a b i l l z e r i n C l d e n c e
r e l a y uni t (12.1 l a n d i ndi cat or (12,21. The
I ndl cat or (13,71 and t he act uat l on swi t ch (13.81 ar e
l ocat ed i n the l e f t i nstrurnent consol e.
The Incidente r el ay u n i t (13.1 l i s posi t i oned i n t he
r l g h t sl de of t h e v e r t l c a l s t a b i l i z e r and i s
connected t o the t r i angul ar st r ess frame (13,51 by a
p u s h r od l13,41. The s t a b i I i z e r i ncl dence i s
i ndl cat ed 8s + or - (Fi g. 14) .
1 I ncl dencc r el sy unl t
2 I nal cat or
3 El cct r i cai I c ~ s
4 Lef t I n s t r a n t conrel c
5 b B I e ahi cl d Bct r r cn Bulkhcadr 6 and 8
6 Conn~cI cw pl ug
? StoBi l l z cr t r i m nritor
Fig. 12: St a b l l i z e r t r i m syst em
Tr i m system i ndl cat i on
The st abi l i zer nul l s e t t i n g and l i mi t s et t i ngs ar e
marked on t he s t a b i l i z e r f a i r I n g and i e f t cover
p l a t e (Fig. 141, and on t he i ndi c at or (Fi g. 151.
The s t a b i l i z e r n u l l s e t t l n g i s marked on t h e
s t a b l l i z e r f a l r l n g i14,21, i n t he cent r e of t he
overl ap, by a r ed s t r i p e whi ch 1s extended f o r 50 mn
ont o t he cover pl at e. I t i s annot at ed -AnzeIgeger%t
Om I n r ed l e t t e r s 10 mn hi ah.
-
At t he st abl l i z e r maxlmum negat i ve set t i ng, a
st r i pe, 25 mn long, i s marked on t he cover p I a t e ,
and denoted by a i rnl nusl . A s i m i l a r s t r i p e i s
marked at t he s t a b i l i z e r maximum p o s i t i v e set t i ng.
i t i s I ndl cat ed by a + i pl us) .
I nai col or
1 I nci acncc r cl ay un11
2 Rel a* uni7 o.1-
3 ~ e r c r
4 PuSh-TOd
5 Tri angul ar a t r c r r i r mc
Fi g. 13:
l Mer l zonl al s t e b l l l z ~ r
Rela: u n i l
6 Lef t I nst r um~nl consolr
7 I nal cal oi
8 Act uat l on s- i t cn
9 unacrcarrl agc ma I l s p I na l c e t w uni l
10 unaercarrl agc ona l l e p purn Buttons
l 1 @ad10 s r i t c nr i
St abi l i z e r t r i m system
2 S ? . D ~ I I Z C ~ l a l r l ng pancls
3 Coww pl ot c
4 S t a b I I I r ~ r Incldcncc re1.y u n l t
5 Trlangular st r ess f r a
6 St abl l l r e r ?r l m -?or
7 El cct r l csl I c M i
6 Tal1
Fi g. 14: Ta i l u n i t t r i m components
These r e g l s t r a t l o n marks ar e pl aced on t he f usel age
l e f t si de. onl y.
D u r i n g i nspect i on of t he s t a b i l l z e r t r i m system
ensure t hat t he r e g l s t r a t i o n marks on t he i ndi cat or
and on t he cover pl at e ar e i n agreement.
08 General equi pment
Fi g. 15; I n d i c a t o r
7. Ai r cr af t cl ock
?osi t i onr on t he r i g h t i nst r ument consol e (1,51 l.
IV. Oxygen system
A. Description
The oxygen b o t t l e s ar e mounted a t t he base of t he
i he system c ons i s t s of t hr ee t uo l i t e r l i g h t s t e e l
spher i cal b o t t l e s 116,81, a r e g u l a t o r u n i t (16,1 i
wi t h oxygen hose 116,21, hi gh pr essur e l i n e s i16,31
wi t h pr essur e gauge (16,5), an oxygen f l ow moni t or
;16,41, and a f l ow v al v e (16,6).
l Rcgulstor uni l 6 F l m val ve
l Horr 7 Exl t r nal f I l ltr pol nt
3 nigh pr t s i ur t I l ncr 8 Oxygtn b o t t l t s
4 F l m noni t er 9 ual n tnrtr-nt pant l
5 Prcrrurc gaugc l 0 r ux l l l a r y Inrtr-nt pant l
Fi g. 16; Ai r c r a f t oxygen syst em
r a d i o cmpar t ment l equi pment bayi behi nd 8ul khead 9;
two ar e on t he f u s e i a g e r i g h t si de- - f aci ng t h e
equipment bay access door--and t he t h i r d i s on t he
l e f t si de beneath t he e q u i p m e n t bay door. As a
s a f e t y measure, t he t hr ee b o t t l e s er e di v i ded i n t o
two separ at e systems by t he i n s t a l l a t i o n of f o u r
non- r et ur n val ves. A non- r et ur n val ve i s b u i l t i n t o
t he f i l l e r l i ne, between t he ex t er nal connect i on and
t he f i r s t oxygen bot t l e. The r e g u l a t o r uni t i s
pos i t i oned behi nd t he p i l o t i s seat on t he r i g h t s i d e
f r ane; t he pr essur e gauge, oxygen f low moni t or and
f l o w val ve ar e on t h e auxi l i a r y i nst rurnent panel
r i g h t si de.
A f t e r t he f l ow v al v e i s opened, t he oxygen f i r s t
f l ows t o t he r e g u l a t o r u n i t . The emergency pr essur e
b u t t o n on t he r e g u l a t o r can be act uat ed by t he r i g h t
el bow of t he p i l o t .
B. Inspection
I nspect t he oxygen syst em f o r pr oper o p e r a t i o n ,
s a t i s f a c t o r y c ondi t l on and secur e mounti ng. See
D. ( Luf t l 1205.
Shor t t es t
Open t he val ve, r ead t he pressure, cl ose t he val ve.
I n 20 mi nutes, t he s y s t m pr essur e i 150 a t u l must
not f a l l by more t han 1 0 at u.
e.
General equipment
V. Rescue and safety equipment
/
i. First aid kit a tube and can, frci n t hat posi t i on, be f i r ed. Thr
r equi r ed ammunit io n i s car r i ed wi t hi n t he r i gh'
The f i r s t ai d k i t i s posi t i oned wi t hi n t he r i g h t
i nstrument consol e (1,581.
si de of t he r ear f usel age between Bulkheads 9 and
10, and i s accessi bl e from the outsi de.
3. Seat straps and parachute
2. Flare gun The pi l ot qs sear 1s o u t f i t t e d wi t h l ap and shoulder
straps, wi t h i nt egr a1 qui ck- r el ease mechanism. Thc
The f i a r e gun i s l ocat ed i n the r i g h t si de of t h e p i l o t i s pr ovi dedwi t h a back parechute and a o n e .
I nst r ument bul khead (1,451. There i t i s i nser t ed i n man di nghy pack.
VI.Windscreen cleaning
The spray tubes (17,9 6. 10) are so posi t i oned that
when t he st op cock i s opened, f uel expel l ed througP
the small hoi es i n t he tubes, wi l l be blown rearwarc
by t he sl i pst r eam t o cl ean t he t hr ee gl ass panel s.
C
1 Fu.1 pr eaaur t gougt I t t a I l ne 6 Wlndlcrecn rasher operat l on I t v t r
2 FYCI ana o11 pressure gaugt 7 W1ndacrc.n larntloo fra-
3 Fuel I l nc B Fut l I l nc
4 Maln I nrt r- nt pane1 9 Spray tube1
5 Aui l l l a r y i n s t r mn t pane1 10 b r a r tube.
Fi g. 17: Windscreen cl eani ng system
Dur i ng f I ight , o i l on t he f r ont and si de window
panel s con d r a s t i c a l l y reduce vi si on through thern.
These panel s con be cl ear ed by spr ayi ng f uel over
them. The r e q u i r e d f uel i s drawn f r a n t he f uel
p r e s s u r e gauge feed l i n e i17,l 1. Just bef or e the
l i n e ent er s t he gauge i17,2), a tube branches o f f
snd r uns between t he main Instrument panel (17,4)
and t he a u x i l l a r y i nst rument panel (17,5), t o a st op
cock (17,6) on t he wl ndscreen nounti ng frame i17,7).
~ul dev
T h
o n e -
j tha'
7rous-
rwar:
o 1 S.
7
Aircraf t Handbook
Part 9A
General equipment
Supplement 1: PKS 12 Patin directional contro1
01 General equlpmentr PKS 12 Pat l n d i r e c t i o n a l cont r o1
A. General
The Pat i n di r ec t i onal cont r ol 1s used t o r nai nt ai n a
r equi r ed f l l g h t course by suppl yi ng aut omat i c st eer -
l n g I nput s t o t he rudder. Thi s f ac i l i t at es bot h
f l y l n g I n bad weather condl t l ons and penet r at i on of
cont l nuous cl oud cover.
The s o I e c ont r ol devl ce provi ded f o r t he p i l o t i s
t he t ur n swl t ch (V601 mounted on t he cont r ol column.
The swl t ch comprl ses bot h a bl pol ar tumbl er swi t ch
t o engage and disengage t he aut omat i c p i l o t system,
and a f l v e p o s l t l o n r at e- of - t ur n swl t ch which C om-
p r l s e s a cent r e t n u l l g posi t l on and two t ur n r a t e
posl t l ons each t o r i g h t and l ef t . These t ur n r a t e
posl t l ons per ml t t he i n i t l a t l o n of a t ur n at ei t her
of t W o predet erml ned t ur n l ng r at es, 1/sec or
/sec.
The el evat or and al l erons are operated i n t he norma1
manner.
6. Method of operation
Operat l on of t he t ur n swi t ch (V601 engages t he
course motor i Kl 21 whl ch 1s connected t o t he base of
t h e r epeat er compass (V461 by a f l e x l b l e cabl e,
t orque conver t er and spi ndl e shaf t . The course motor
R l g w l n a t r u n t conrol* Fuwi mp. LCocLpn)
K 1 System cI r cuI 1 breeker K I 2 C ~ r a t -Iff
V 1 Junction bor K 14 -I n9 rcgul ator
v 2 I ~t ga t l v t di sl r i bul or K 46 Reotal tr C-OU
i ml n I nat r r r r nt pent i l
v 60 Turn a l t c h I c mt r ol s t i c k l
V 353 T r a n l f m r
i s act i vat ed when t he t ur n swi t ch 1s operated, t o
t u r n t he a i r c r a f t comDass course onto a desl r ed
d i r e c t l o n whi ch 1s l ndl cat ed by a r ef er ence s t r l pe.
Af t er t he p i l o t moves t he t ur n swi t ch t o cont act 1
or 2, t he C o u r s e motor wi l l change t h e c q a s s
course a t a t ur ni ng r a t e of ei t her l o/ sec or P/ sec.
When t he s t eer i ng mechanism i s dlsengaged, t he
r o t a t l o n speed of t he compass course i ndi cat or
i t hr ough a weakenlng of t he magneti c f i e l d W l t h i n
t h e cour se mot or l 1s i ncreased t o 60/sec. By
manual l y t ur ni ng t he a i r c r a f t onto t he desl r ed
headi ng bef or e engagi ng t he a u t orna t i C p i l o t , t he
a l r c r a f t c a n be brought t o t h e desi r ed course i n a
shor t er t lme.
In s t a l l e d i n t he st eer l ng r el ay i s a moving coi l
uni t , wi t h f i v e e l e c t r i c a l l y separated coi l s, whi ch
passes t hr ough t he f i e l d of a permanent magnet. The
var l ous d i r e c t l o n sensors cr eat e el ec t r l c al cur r ent s
of s p e c f f l c st r engt hs and di r ect l ons whi ch act on
gl ven c ol l s ; t h e st r engt h and dl r ect i on of t h e s e
cur r ent s or e t r ansmi t t ed t o t he st eer l ng u n i t IK81.
I n t he s t eer l ng u n l t i K81 ore cont ai ned t he st eer l ng
F u u l i p c (ulkhead 6 8 1 ~i ae1. p. 10ulkiir.d e 1 2 1
K 2 Junct l m bar
K 6 Poa l t i m I ntcgratl on unl t
K 4 L w mmc t un l t L 5 Ma t r r covmsl
K 8 St t cr l ng unl t V 43 Ntg811vt di s l r l bul f f
K 10 Ltonard l r s n s l m r
1.1 I
K 16 Ruddrr ar I r e
d, t c
s i r ea
r i pe.
a c t :
rpass
/sec.
t he
~ a t o r
h i r!
BY
si r e6
, t he
i n e
c o i l
t hi ch
T he
-ent s
:t on
e s e
al.
General equi pment i PKS 12 Pa t i n d i r e c t l o n a l cont r o1 02
snd mi x i ng u n i t s f o r t he systemt
11 The damplng c l r c u i t ;
21 The s t eer i ng r el ay ; and,
3 ) The o s c i l l a t l n g t r ansf or mer .
-he d a mp i n g c i r c u i t i s f i t t e d W i t h a mat chi ng
: i r c u i t i n w h i c h t h e vol t age generated by a
el vergence f r om hor i z ont al f l i g h t i s matched by an
equa1 and opposi t e vol t age generat ed by t he c i r c u l t .
- h e os c i l i a t i ng t r ansf ormer has an AC f requency of
50Hz--input t o one of t he c o i l s i n bot h t he p o s i t i o n
i n t e g r a t i o n u n i t and t he s t eer i ng uni t , so t hat
S I i g h t v i b r a t i o n s w i I I n o t , t hr ough sl i ppage o r
;mming, cause sei zur e.
7 h e damplng r egui at or LK14) i ncl udes an a i r i nt ak e
:ipe i n whi ch t h e movement of t he s haf t oper at es an
e l e c t r i C a l t r ansmi ssi on I i n e whi ch r e l a t e s t h e
r e f l e c t i o n of t he r udder t o t he a i r c r a f t speed. Thus
at gr eat er speeds t h e r equi r ed r udder d e f l e c t i o n i s
i ess t han a t l ower speeds.
rs onl y an average course i s ma i n t a i n e d by t he
s t eer i ng u n i t , smal l dev i at i ons f rom t h e r equi r ed
rourse cause onl y ver y weak c ur r ent s whi ch wi I 1 n o t
- esul t i n oper at i on of t he s t eer i ng uni t .
-he I e o n a r d t r ansf ormer (K10) i s an DGDC t r ans-
i o r m e r , and i s ex c i t ed by t he s t e e r i n g c o n t r o I
t ur r ent produced by t he s t eer i ng r el ay. The cur r ent
is t hen passed t o t he a r m a t u r e of t he DC mot or i n
:he r udder d r i v e ( K16) .
The r udder d r i v e al s o cont ai ns a n e l e c t r i c a I
zoupl i ng, operateci f r om t he aut omat i c p i l o t engagi ng
sdi t ch iV601, wh i c h connect s t he gear d r i v e t o t he
-udder a C t u a t i n g l ever . When t he r udder d r i v e i s
zisengaged, honever, t he r udder i s r el eased.
Qi t h i n t he i m p e d a n c e casi ng (K4) i s l ocat ed an
edj ust abl e r e s i s t o r t o cont r o1 t he adj ust ment r a t e
=i t h e ac t uat i ng s pi ndl e on t he cour se mot or i K12I .
i d d i t i o n a l l y , t w o r e l a y s ar e provi ded, whi ch w h e n
the automat i c p i l o t i s uncoup l ed (di sengaged l, cause
e weakening i n t h e f i e l d of t he cour se mot or ( Kl ZI ,
:hus p e r m i t t i n g a hi gher adj ust ment r a t e of t he
ec t u a t in g spi ndl e and t hereby t he compass cour se
I r i di cat or .
v
Aircraft Handbook
Part 9 B
Radio installation
(EffettiveJuly 1944)
01 Radio I ns t a l l a t i on
-
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O
Focka-Wulf
Aviat ion
Corporation
Brrmrn Paga:
Top Secret
Observe appropriate security regulations
Technical de s c r i pt i on No. 284
Fw 190 A-8 Fi ght er
Prepared by:
. .
/
30-11.44 ~ t a / ~ u .
I
m
Focke-Wulf
Aviation
Techni cal des cr i pt i on No. 284
Corporation
Bremen Fw 190 A-8 Fi ght er
~ a g e : 1
Data s heet
Mission t ype: Si ngl e-seat f i g h t e r (Fighter-bomber)
Const ruct i on: Si ngl e engine, low wing, c a nt i l e ve r const r uct i on with
e l e c t r i c a l l y r e t r a c t a bl e under car r i age.
St r uc t ur a l st r engt h: Por Fw 1 9 0 ~ - 8 / ~ 2 on f i g h t e r oper at i ons , a t G = 4450 kg
(9812.2 l b ) , s a f e G1 f a c t o r n = 6,O
A
On fighter-bomber oper at i ons , a t G = 4775 kg
(10,528.9 l b ) , nA= 5, 5
Powerplant:
BMW 801 D (P 600), from about J u l y 1944 BMW 801 TU
Dimensions: Wing ar ea F = 18, 3 sq m (197 sq f t )
S ~ a n b = 10, 5 m (34' 5.4")
Aspect r a t i o b2/F = 6,O
Length L = 8, 95 m ( 29' 4.4")
Max. hei ght H = 3,15 m ( l o 1 4.0")
Main wheels 700 @ x 175W
Ta i l wheel 350 @ x 135mm o r
380 @ x 150 rnm
Noxmal f l y i n g weight: Fi ght er oper at i ons G = 4400 - 4450 kg
(9702 - 9812.2 l b )
Fi ght er-borber oper at i ons G = 4775 kg (10,528.9 l b )
Airframe weight:
1225kg (2701.1 l b ) , composed o f 55,8% Dural;
36,6%St e e l ; 4,3% Rubber and p l a s t i c ; 3,3%Wood
Amament: Fw 190 A-8: 2 MG 131i n f us el age wi t h 475 rpg
2 MG 151i n wi ng-mot s wi t h 250 rpg
2 MG 1 5 1 i n o u t e r wings wi t h 140 rpg
Fw 190 A- 8/ ~2: 2 MK 108 wi t h 55 rpg r epl ace t h e
out board MG 151s
Fw 190 ~ - 8 / ~ 3 :
2 MK 103wi t h 35 rpg (beneat h t h e
wings) r epl ace t h e out board MG 151s
Armour:
Engine annour BMW 801 D ( F 600)
Thickness 6,5/5,5 mm; Weight 78,O kg (171.9 l b )
Engine annour BMJ 801 TU
Thickness 10,0/6,0 m; Weight 106, 0 kg (233.7 l b )
Cockpit a mour 60,O kg (132.3 l b )
u r weight 136o r 166 kg (299.8 o r 366.0 l b l
File Irsued by
27.11.44 ~ t a / ~ u . Nr.
l I
I
Fockr-Wult
Aviat ion
Corporation
Braman
Technical descri pti on No.
Fu 190 A-8 Fighter
284
Paga: 2
Equipment :
Ri el load:
Fu C16 ZY; Fu G 25a; Revi 16b
Nomai: 525 1 (115.5 gal)
Additional fusel age tank: 115 1 ( 25. 3 gai)
Dmp tank: 300 1 ( 66. 2 gal)
n I
Fila A'
27.11.44 St a / ~ u.
NC d& *
a I
I
*
FotLr-Wulf
Aviation Techni cal desc r i pt i on No. 284
Corporation
Brrmrn
Fw 190 A-8 Fi ght er
Paga: 3
Des i m modi fi cat i ons
The Fk 190 A-8 i st he l a t e s t pmduct i on versi on of t he Fk 190 s e r i e s and
i ncl udes a number of changes hannament, navi gat i on equipment, range
c a pa bi l i t i e s , et c. designed t o meet t he demands of moden a i r warfare.
These modi f i cat i ons i ncl ude:
F' us el a~e a u x i l i a w tank: Based on t he requirement t o i ncr ease a i r c r a f t
range without degrading i t s aemdynamic ef f i ci ency, pmvi s i on has been
made f o r t h e mount hg of a pmt e c t e d f ue l tank wi t hi n t h e r e a r fuselage.
Af t er August - September 194.4 al1A-8 a i r c r a f t w i l l be del i ver ed with t h e
a uxi l i a r y t ank f i t t e d . If requi red, i nst ead of t he 115L t r (25.3 &)
f u e l t ank, an unpmt ect ed Hethanol-water (MW 50) t ank of e i t h e r 115Lt r
(25.3 ga l ) o r 140 Lt r (30.8 ga l ) capaci t y, o r a GM 1t ank of 85 Lt r
(18.7 ga l ) capaci t y, can be i ns t a l l e d. A t t he pr esent time, however, it
i splanned t h a t t he st andar d A-8 w i l l be produced onl y wi t h t he auxi l i ar y
f u e l tank.
Radio compartment: Fi t t i n g of t h e auxi l i ar y f ue l t ank has required t he
r el ocat i on of t h e Fu G 1 6 r adi o i n s t a l l a t i o n fmm Bulkhead 8 t o t he ar ea
behind t h e p i l o t l s seat . An access door b u i l t i nt o t he fusel age r i ght
s i d e pmvi des easy access t o t h e compartment.
i31 G 1 6 ZT: Fu G 16 ZY r adi o equipment w i l l be i n s t a l l e d i n pl ace of t he
e a r l i e r Fu G 1 6 2. This s e t i s l i k e t he Fu G 162, but has, i n addi t i on,
t h e E-type range measuring c i r c ui t r y. I n t h e i nt er i m, i31 G 16 ZE i s being
f i t t e d ; iti s equi val ent t o t h e Fu G 1 6 ZY except f o r i t s l ack of homing
capabi l i t y.
Forward placement of ETC 501: Fi t t i n g of t h e addi t i onal fusel age tank has
neces s i t at ed s h i f t i n g t h e ETC 501 ( ~ a r t no. 8-190.861) forward about
X)O mm (7.9 i n) . St a r t i ng wi t h t h e F' w 190 A-8 s e r i e s , onl y t he forward
mounted ETC 501 ( Par t no. 8-190.8861) i s t o be i ns t a l l e d. This w i l l be
repl aced, a t a l a t e r dat e, by t h e aemdynamically and f unct i onal l y
s uper i or ETC 504.
Ver t i cal speed i ndi cat or : To improve f l i g h t monitoring, a Ver t i cal Speed
I ndi c a t or w i l l be b u i l t i n t o t h e cent r e of t he main instrument panel.
Camera i n s t a l l a t i o n : St a r t i n g i n June 1944, pmvi s i on wi l l be made f o r
t h e i n s t a l l a t i o n of a BSK 16 gun camera ( Par t no. 8-190.8061). The gun
camera provi des confi rmat i on of gunnery r esul t s.
Powerplant: Commencing i n J u y 194.4, t he B H 801 D2 ( F 600) w i l l be
repl aced by t h e BW 801 TU. This engine is an i nt e me di a t e s t e p between
t h e BM 801 D2 ( F 600) and t h e l a t e r , more powerful, BMW 801 TS o r TH.
Due t o del ays encountered i n readying t he BMW 801 F f o r ser vi ce, t he
7
/
28.11.44 ~ t a / ~ u . Nr. s/ Iaaurd))I
I
Fila e.&
Focb-Wulf
Avlation
Techni cal des cr i pt i on No. 284
Corporation
Brrmrn Fw 190 A-8 Fi ght er
Paga: 4
BMW 801 D wi l l , a s a temporary measure, be f i t t e d wi t h cer t ai n dr i ve
components o f t h e BMW 801 TS/TH; i n addi t i on, itw i l l a l s o recei ve t h e
heavi er 104 6 mmamour ed nose ri ngs. The BMW 801 TU w i l l be del i ver ed
as a complete replacement uni t ; iti s f u l l y i nt er changeabl e wi t h t h e BMW
801 D2 ( F 600). With t h e TS/TH engi ne i ns t a l l e d, t h e P'w 190 A-8 i s re-
desi gnat ed Fw 190 A-9.
I ncr eased emergency power: Consiencing i n Jul y 19&, a l 1 Fw 190 A-8 a i r c r a f t
w i be f i t t e d wi t h t h e ' emergency power u n i t a . Byover r i di ngt h e s u p e p
char ger boost r egul at or , t h i s systam i ncr eases t h e boost pr essur e, on take-
of f and emergency power, a t t h e low supercharger s e t t i ng, fmm 1, 42 a t a t o
1, 58 a t a ; and a t t h e hi gh super char ger s e t t i ng, fmm 1, 42 a t a t o 1, 65 at a.
The r e s ul t i ng i nc r e a s e i n maxhum hor i zont al speed i s about 22 km/h
(13.6 mph) a t t h e low s e t t i ng, and about 25 km/h (15.5 mph) a t t h e high
s e t t i ng. Due t o t h e danger o f engi ne overheat i ng, t h i s system must not be
used f o r more t han 10mi nut es a t a time.
GMli n s t a l l a t i o n : The f i t t i n g of a GMl uni t i n pl ace of t he addi t i onal
f usel age f u e l t ank i s ba s i c a l l y f eas i bl e; but , i n t h e Fw190 A-8 s e r i e s i s
not n o ma l l y done. It can be used a t a l t i t ude s above 8 km (26,250 f t ) and
gi ves a speed i nc r e a s e o f about 58 km/h (36.0 mph) a t climb and combat
po7crer.
Armament: The n o ma l amarr.ent of t h e Fw190 A-8 c ons i s t s of :
2 1, ; G 131i n t h e upper cowling with 475 rpg
2 KG151i n t h e wing-roots wi t h 250 rpg
2 l<G 151i n t h e o u t e r wings wi t h 140 rpg
Thi s annament has been st andar d comenci ng wi t h t h e Fw190 A-7. Attachment
poi nt s far a WGR 21weapons u n i t beneath each o u t e r wing pane1 a r e pm-
vi ded on t h e A-8.
An amament modi f i cat i on cur r ent l y i n pmduct i on i s t he:
Fw190 A-8/R2 wi t h MK 108s i n t he out e r wing panel s
wi t h 55 rpg ( r epl aci ng t h e out board KG 151s)
Another armament modi f i cat i on cur r ent l y i n pr epar at i on i s t he:
Fw190 ~ - 8 / ~ 3 wi t h 2 MK103s beneath t h e o u t e r winn panel s
wi t h 35 rpg ( r epl aci ng t h e out board MG151s)
Fw190 A-8/Rll Bad weat her f i nht e r : A por t i on of t h e A-8 pmduct i on s e r i e s
wi l l , commencing i n September 1944, be o u t f i t t e d a s bad weather f i ght e r s
and wi l l be a l l oc a t e d t h e desi gnat i on Fw190 A-8/Rll. Addi t i onal equipment
w i l l comprise :
n , ,
28.11.44 S t a / ~ u .
F
I
Focke-Wulf
Avlation Technical descr i pt i on No. 284
Corporation
Bromon
F' w 190 A-8 Fi ght er
Pago: 5
1. ) PKS Course s t e e r i nguni t , with rudder dr i ve i n s t a l l e d i n t h e r e a r
fuselage.
2.) Window heating: The f r ont and l e f t windscreen panel s w i l l be
e l e c t r i c a l l y heated.
3. ) Fu G 125 radio range approach system.
Due t o t he r eamar d s h i f t of t h e Centre of gr avi t y caused by t he weight of
t h e s t e e r i nguni t , al 1Fu 190 A - ~ / F U a i r c r a f t w i l l be equipped wi t h t h e
heavi er BMW 801TU engine.
The following modifications ar e, at t h i s time, i n t h e pl anni ng st age:
Fw 1 O A-8 R with i ncreased cockpit a mour f o r use by t h e St ums t a f f e l n
Attack squadmns), wi t h t h e fol l owi ng amament: 2 MG 131and 4 MG 151a s
re-LZ
p e r t h e standard Fw 190 A-8.
Fw 190 A-8/R8 al s o with i ncr eased amour , but wi t h 2 MK 108s i n t h e out e r
wings as pe r t he Fw 190 A-8/ ~2.
28.11.44 ~ t a / ~ u .
I I
/
Foche-Wdf
Aviation Technical descr i pt i on No. 284
Carporotion
Brrmrn hI 190 A-8 Fi ght er ~ a g r : 6
g9
The hI 190 A-8 possesses t h e following armour var i at i ons:
Fw 190 A-8 Fw 190 A-8 Pw 190 ~ - 8 / ~ 8
Sub-type
wi t h BMW 801 D2 wi t h BMW 801 TU ( ~ t t a c kf i ght er )
d G d G d G
-
0%) (mm) (Q) (mm) (kg)
1. O i l cool er armour
685 34,7
10, O
53,3
10,O
53,3
2. O i l t ank armour
5,5 43,5 680
5284
680
5284
3. Windscreen mounting uni t
- - - -
15,o
16,O
4. Hor i zoht d pane1
- - - -
4,o 9,o
5. Windscreen 5080
14,6 %,o
14,6 %,o
14, 6
6. Windscreen s i depanels
- - - -
30,o 880
7. Tri angul ar panels
- - - -
4,0 13,5
8. Seat armour 8,o
18, 2
890
18, 2
8,o
18, 2
9. Back armour 5,o 5,9 5,o 5,9 5,o 5,9
10. Panels on Bulkhead 5
5,o 7,9 5,o 7,9 590 7,9
11. Head annour
12,O 13,O
12,O
13,o a , o a , o
fmn t
- - - -
a , o
=,o
12. MK 108 ammunition
13. pr ot ect i on
top &-
- - - -
4,o 9,o
bottcm
Tot ai weight of amour 137,8 165,3 2.4896
313.8 i b 364- 5 l b
548.6 i b
For Attack f i ght er sub-types of t he Fw 190 A-9, t he weight e f armour i s
f ur t her increased.
/
28.11.44 ~ t a / ~ u .
I
Fw 190A-8armour
C
Mr - WJ f
Aviation
Technical descr i pt i on Ne. 284
Corporation
Brrmrn Fw190 A-8 Fi ght er
h g r : 8
-
l
We i ~ h tdi s t r i but i on
l
Fuselage
34592 kg 761.2 l b
Undercarriage
25893 " 569.5
Cont ml sur f aces 120,8 266.4 11
Fl i ght contr ol s
3293 " 71.2
Wing assembly
47590 " 1047.4
Powerplant
1661,3 3663.2 n 11
Standard equipment
248,l 547.1 m l1
Permanenc accessor i es
2794 " 60.4 Il
Addi t i ond accessor i es
319,3 " 704.l
Pai nt 2,O tu
4.4 "
Fu190 A-8 empty weight 348997N 3490 kg 7694.8 7695.4 l b
Pi l ot , parachute, f l yi ng gear 1 0 0 , O kg 220.5 l b
Nomal f uel 525 1
410,O " 904.0
Auxi l i ary f ue l t ank 1151
90,O n 198.4 n
Lubricants
50,o
110,2 W
Ammunition f o r MC131(2x475 rpg) 7790 n 169.8 m
Ammunition f o r MC151 (2x250 rpg) 110, O 242.6 n
Ammunition f o r MC151 (2x140rpg) 64,O " 141.1
Useful l oad 901,O kg 1986.6 l b
Empty weight
3490,o kg 7695.4 l b
1.Fk190 A-8 f l yi ng weight 4391,O U.00 kg 9682.2 -9702.0 l b M
==================================I:=============
Removal of 2 MC151s and ammunition -176,5 kg -389.2 l b
2 MK108 with 55 rpg 240,O 529.2 " I
I
- P- P
2. F'w f l yi ng weight Wc54,5 -4450 kg 9822.2 -9812.2 l b 190 ~ - 8 / ~ 2
I=----== ================ ========================
I
Removd of 2 MK108s
2 MK103wi t h 35 rpg
3. Fk190 ~ - 8 / ~ 3 weight 4674,5 -. 4675 kg 10307.3 -10308.4 flying l b
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal of 2 KK103s -4%o kg -1014.3 l b
ETC501 c a r r i e r (8861) 60,7 " 133.8 W
SC 500 bomb %o,o " 1102.5
4. Fightercbomber f l yi ngweight 4775,2 4775 kg 10529.3 10528.9 l b
================================================
I ns t al l at i on of t he BMW 801 TU engine i ncr eases t h e a i r c r a f t weight by
about 35 kg (77.2 l b) .
I I n
Fockr-Wulf FW190A-8
Ariation
Range 8Endurance Calculations
Fighter
Corporotion
Bremrn
Paqr: 9
Takeoff weight: 4365kg (9625Ib)
Disposable lood: -- TOP "ECgET k#
Fuel load: 640Ltr (141Ga1)
statu$: Furdage Whtv-rootr Ovtrr wlngr
Armoment 2x PIG 131 2x MG 151
2x MG 151
each 475 r ds. each 250 rds . each l40 rds .
Corrier
Ofsposoble lood
FU^ l00d 500 kg (1102l b )
Superchorger Fuel Avemge night Flight
Altitude Enginespeed pressure consumption speed enduronce distonce
km ( f t ) 1 rpm ato (Psi) kg/h (/b/h),, km/h (rnph~) h &m ( mi i e ~ ) ~
2300
1,20 17,o 360 795 515 320 1,20 615 382
093
2100 1,10 15,6 225 496 465 289 1991 885 550
984
2000
1, 05 1499 205 452 440 273 2,10
920 572
330 1,20 l 7, o
370 816
550 342
1,28
635 394 .
2,o
6562
2100 1, l o 15, 6 240 529 505 314
1, 82
890 554
2000 1905 1499 215 474 480 298 2,ol
945 587
3,o
2300
1,20 1790 350 772 540 335 1,30 665 W 3 .
2100 1, l o 15, 6 240 529 505 314
1, 82
885 550
9843
2000 1905 14,9 215 474 490 P 4
2, ol
955 594
2300
1,20 17,o
360 795 575 357 1, 32 695 431
5,o
2100 1, l o 15,6 240 529 535 332- 1, 84 925 575
1 6 b5
2000 1, 05 14,9 215 474 510 317
2,02 985 612
2300 1.20 17.0 325 71 6 580 360 l , @ 775 481
7,o
2100 1, l o 15,6 220 485 5 3 329 1,98 990 616
22967
2000 l , o5 14, 9 195 4 3 495 3 8
2,18
1035 644
Notes:
I ) Consumption from BMW specifications + 12.5% r e s e m
2) Averaqe speed = arithmetic werage of outbound and inbound Iegr
3)Endurance includes climb and descent times
4) Range calculated without deductions for tactical requireflentr! Indudes climb and descent distancrr
[kductions have been mode for warmup. taxi. takeoff. climb, descent, overshaot and reservrs
I
Date Compiled by -t-,-i
23.12.43
L
k
Focke-Wulf
FU 190A-8
Aviation
Corporation Range8End~rance CU/ CU~U~; O~S Fighter
Br r mr n Pago: 10
9
Takeoff weight: 4480kg (9866Ib)
Disposable load: WR21 TQPSECRET
Fuelload: 640Ltf (141Gu~)
stotus: Fureloge Wing-roofs Outer wlngs
Armament 2xMG 131 2xMG151 2x YR21
each475rds. each250rds.
Carrier
Dlsposable load WR 21
Fuel load 500kg (1102lb)
Notes:
I ) Consumption from BMW specifications + 12.5% reserw
2) Avcroge speed = arithmetic average of outbound and hbound Iegs
3) Endurance includes climb and descent t h s
-
4) Ronge colculated without deductions for toctical requirements! Inciudcs climb ond descent distonces
hduct i ons hove been mode for warmup, toxi, takeoff, climb, descent, overshoot and reserves
I
Date Compilrd by
_r 23.12.43
.
Focke-Wulf FWBOA-8
Aviation
Corporotion
Runge 8Endurunce Colculutions
Fighter
Brernen
Pago: 11
~okeoff~e i ght : 4683 kg (10326Ibl TOP SECRET
Disposable lood: 300 Ltr(66.2 Gai)drop tank
Fuel lood: 940 Lfr (207 Gai)
/
e
Stotus: Farokgo Wbrg-rootr Ovhrwfngr
Armoment 2x HG 131
2x MG151 2x XGI ~; L
each 475 rds. each 2% rds. each 140rds.
Corrier ETC501
Disposoble lood 300 1 (66,2 g a l ) dmp t ank
Fuel lood 734 kg (1618 l b )
Superchorger Fuel Avemge Fljght Ffight
Altitude Engmespeed pressure consumption- speed endumnce distonce
km Vt )
I rpm / ot a (psi)
/ ~ g / h / h l b / h ) h u ,
o, 3
2300 1, 2O l' ?,o 360 795 490 304
.1,85 915 569
984
2100 1, l o 15, 6 225 496 440 273 2,95 1310 816
2000 1905 1499 205 452 U 5 258 3924 1370 852
2300 1 , ~
370
520
1,86
590 17,o
816
323 9%
2,o
2100 1, i o i 5, 6 240 529 475 295 2979 1325 825
6562
2000
1,05 1499 a 5 474 455 282 3,10 1415 880
390
2300 1,20 17,o 350 772 515 320 1 8 8
990 616
2100 1, l o i 5, 6 240 529 480 298 2,80
1325 825
9843
2000
1, 05 14,9 215 474 460 286
3,lo 1420 884
2 3 0 1,20 17,o 360 795 545 338 1,97 1025 637
5,o
2100 l , l o 15, 6 240 529 1 505 314 2,79 1375 856
1640 5
2000
1, 05 1499 215 474 485 31 3910 1470 915
Notes;
I ) Consumption from BMW specificotions + 12.5% reserve
21 Averoge speed = orithmetic average of outbound and inbound Iegs
3) Endumnce includcs dimb ond descent tirnes
41 Ronge colculoted without deductions for tacticol requirrmentr! hchtdcs climb ond descent distancer
Deductions have been mode lo; wormup, taxi, tokeoff,climb, descent, overshooi ond reserves
I
Date
23.12443
C
O
Fockr-Wulf
FW 190A-8
Aviation
Corporotion -Range8EnduranceCalculations
F- B
Brrmen
Paga: 12
Tokeoff weight: 4923kg (10855Ib)
Disposoble load: SC 500
TOP SECWET
Fuel load: 640Ltr (141Gal)
st otus:
Armornent
Fasebge
2xI4G 131
Wing-roots
2x ETG 151
Ovter wlngs
2x 1:G 151
each 475 r d s . each 250 r d s . each l 40 r d s .
Corrier ETC501
D / s ~ o s o ~ ~ lood SC500
Fueliood 500 kg ( l 1021 b )
Superclwrger Fuel hemge Fiight Flqh t
Altihide Enginespeed pressure consumption speed enduronce distonce
km ( f t )
rPm ato ( Ps~) kg/h flb/h],, km/h (mphJ,
h ,,
km piies)*
o,3
I 2 3 0 1520 1790 360 795 485 301 .l,20 575 357
2100 i , l o
15, 6225 496 430 267 1, 91 825 513
984
2000 i , 05 i 4, 9205 452 410 255 2,10 860 535
2 3 0 1,20 17,o
370 816 515 320 1,a 590 366
2,o
6562
2100 1, l o 15,6 240 529 470 292 1,79 815 506
2000 1905 14,9 215 474 450 280 2,oo
870 546
2 3 0 1920 1790 350 772 510 317
1,28 610 379
3,o
23-00 i , i o 15, 6240 529 470 292 1,78 805 500
9843
2000 1905 14, 9215 474 455 282 l , 96 860 535
2300 l,& 17, 0360 795 540 335 1,29 630 391
5,o
16405
2100 1.10 15, 6 240 529 500 31 1, 77 8% 516
2000 1, 05 1499 215 474 475 295 1, 94 875 544
-
Notes:
I ) Consumption from BMW specificotions + 12.5% reserve
2) Awerage speed = arithmetic overage of outbound and inbound Iegs
3) Endumnce includes climb ond descent twnes
4) Ronqe colculoted without deductions for tocticol requirements! Inckides climb ond descent distance.8
Deductions twve been mode for warmup, taxi, takeoff, cltmb,descent, overshoot ond reserves
t
Date
23-12-43
I
I
I
C
Focke-Wulf Aviotion
Corporotion
Dept: Aviotion Engineering
Curve Aircraft Flying
weight
Engine
Power
setting
4 3 0 0 kg
9481 Ib
BMW 801D Toke-off ond
emergency power
Climb ond
2 7 0 0 1,42 0t0
2 0 . 2 ~ ~ ; Amwm8nc
2 4 0 0 1,32 oto
Ammuiutmn
Furelage
21Mt Ut
21475 rdr
Wtng-roois
21uGU1
2i 250r dr
Outcr riq
2i MGUi
21 140 rdi
combot power 18.7psi
F W I : . ~ ~r ( l a5 W) t GMI srrtem
Maximum
2300 [,20 W* ' ETC 501
Undercarloge: WeeI doorr filfed
endurance a u k e 0 psi ,T:, M, , 1 1 I
-
Focke-Wulf hi i ati m
Corpomtton
Flight performance
FW 190~- 8/ R2
Dept: Aviotion Engineering
Curve Aircroft Flying Power
hb.
type
weight
Eng"e
selling
e Stolus
Fw 190 4300 kg 8MW8OID Toke-off ond 2700 1,42ot o
Fuielaqe Winq-raors Ouier wings
9481 ~b emergency power 20.2psi Armoment ZXMGI J I 1 z xMG151 2 I MK 108
2
Climb ond 2400 !,32
Ammunition 2 x 4 7 5 rds 1 ZxZ5Or di 2 r 55rds
combot power 18.7psi ~ t r U5. 3 ad in rear fure~opr ~u. 1:5 2 ~ ( e . 5 coi)+ 11s~ r r
-ETC 501
3 Moximum 2300 Oto Undsrcorrlap.: m>.., door. f i f t r d
IZO ,T: FuC f 6 2 Y
Externalwr f acei : Fllled+

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