The Focke Wulf Fw190 Würger ("shrike"), often called Butcher bird, was a single seat, single engine fighter aircraft of Germany's Luftwaffe, and one of the best fighters of its generation. Used extensively during the Second World War, over 20,000 were manufactured, including around 6,000 fighter bomber models. Production ran from 1941 to the end of hostilities, during which time the aircraft was continually updated. Its later versions retained qualitative parity with Allied fighter planes, but Germany was not able to produce the aircraft in enough numbers to impact the later years of the war.

The Fw190 was well liked by its pilots, and widely regarded as superior to the front line Supermarine Spitfire Mk. V on its combat debut in 1941. Compared to the Bf109, the Fw190 was a "workhorse," employed in and proved suitable for a wide variety of roles, including ground attack, long range bomber escort, night fighter and (especially in the "D" version) high altitude interceptor.

In autumn 1937, the Reichsluftfahrtministerium (RLM) or Reich Air Ministry asked various designers for a new fighter to fight alongside the Messerschmitt Bf109, Germany's front line fighter. Although the Bf109 was at that point an extremely competitive fighter, the RLM was worried that future foreign designs might outclass it and wanted to have new aircraft under development just in case.

Kurt Tank responded with a number of designs, most incorporating liquid cooled inline engines. However, it was not until a design was presented using the air cooled, 14 cylinder BMW 139 radial engine that the RLM's interest was aroused. At the time, the use of radial engines was unusual in Europe because of their large frontal area and the belief that they caused too much drag to allow for a competitive design. Tank was not convinced of this, having witnessed the success of radial engines as used by the US Navy, and designed a highly streamlined mounting for the engine. Instead of leaving the front of the engine "open" to allow cooling air to flow over the cylinders, Tank used a very small opening between the engine cowling and an oversized propeller spinner to admit air, blowing it over the engine with a fan. In theory, the use of the tight fitting cowling also provided some thrust due to the compression of air at speed through the cowling. It was also believed that because the Fw190 used a radial engine it would not affect production of the Bf109, furthering the RLM's interest in the Fw190.

The first prototype, the Fw190 V1 powered by a 1,550 hp BMW 139 14 cylinder radial engine, with civil registration DOPZE, was flown on 1 June 1939 and soon showed exceptional qualities for such a comparatively small aircraft, with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)). The roll rate was 162 degrees at 410 km/h (255 mph) but the aircraft had a high stall speed of 205 km/h (127 mph). According to the pilots who flew the first prototypes, its wide landing gear made takeoff and landing easier, resulting in a more versatile and safer aircraft on the ground than the Bf109.

Problems with a far forward cockpit location, directly behind the engine, resulted in a cockpit that became too hot for comfort. In fact during the first flight, the temperature reached 55°C (131°F), after which Focke Wulf's chief test pilot, Hans Sander commented: "It was like sitting with both feet in the fireplace". For months, Focke Wulf and BMW traded blame. Finally, BMW convinced Tank and the RLM to drop the 139 engine in favor of the new 801 engine. The 801 engine was similar in diameter to the 139, although it was heavier and longer by a considerable margin. This required Tank to redesign the Fw190. Even with the new engine and the cooling fan, the 801 suffered from very high rear row cylinder head temperatures which, in at least one case, resulted in the detonation of the fuselage mounted MG17 ammunition. One other shortcoming of the cockpit location was a poor over the nose view which lead to handling issues on the ground. More than one ground crash resulted from the lack of familiarity with the new airframe.

Engine problems plagued the Fw190 for much of its early development, and the entire project was threatened several times with a complete shutdown. If not for the input of Oberleutnants Karl Borris and Otto Behrens, both of whom had enlisted in the Luftwaffe as mechanics, the Fw190 program might very well have died before reaching the front lines. Borris and Behrens could see past the limitations of the Fw190 and the 801 and see a formidable fighter. During several RLM commissions that wished to terminate the program, both men indicated that the Fw190's outstanding qualities outweighed its deficiencies.

These deficiencies were corrected in later V series prototypes before the A 0 production prototypes were built. Examples of the A 0 series were delivered to front line squadrons in late 1940, but the aircraft did not reach combat units in any numbers until August and September 1941. Engine reliability problems (overheating was the primary concern) seen in the prototypes continued to plague the Fw190 until spring 1942 and the availability of the BMW 801 C2 engine in the Fw190 A2. In fact, the problem was solved by simply rerouting part of the exhaust system, a method discovered by III/JG 26's Rolf Schroedter. To further help matters, the rerouting could be done easily in Gruppe workshops.

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