Focke-Wulf Ta 152

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The Focke-Wulf Ta 152 was a World War II Luftwaffe high-altitude interceptor fighter. It was made in two versions—the Ta 152 H Höhenjäger and the Ta 152 C designed for slightly lower altitude operations using a different engine. The Ta 152 was a development of the Focke-Wulf Fw 190 aircraft, but the prefix was changed from 'Fw' to 'Ta' in honor of Kurt Tank who headed the design team. The first Ta 152 entered service with the Luftwaffe in October 1944, and only 67 production aircraft were delivered. This was too late in the war to allow the Ta 152 to have an impact on the war effort.

Contents

1 Design for high-altitude performance
2 Armament
3 Performance
4 Specifications (Ta 152 H-1)
5 External links
6 Related content

Design for high-altitude performance

The Ta 152 H boasted excellent high-altitude performance, using a Jumo 213 E engine (a high-altitude version of the Jumo 213 A/C used in the FW 190 D), a 2-stage, 2-speed supercharger and the MW 50 methanol-water mixture engine boost system. The engine also included a GM-1 Nitrous oxide injection system for high altitudes and the aircraft had an increased wingspan compared to the previous Fw 190 design, as a further accommodation towards better high-altitude performance. The cockpit of the Ta 152 H was also moved back slightly to improve centre of gravity and balance issues.

Kurt Tank wanted to use the Daimler-Benz DB 603 engine in the Ta 152, as it offered better high altitude performance and also a greater potential for developments. However, this engine had been used in the Fw 190 B/C with many problems, so the engine was considered too difficult to implement in the Ta 152 design by Reichsluftfahrtministerium (German Air Ministry) officials. In the end the Ta 152 C was equipped with the Daimler-Benz engine, but it was so late in development that only a couple of planes were built before the war ended.

Armament

The H-model had a heavy armament, to allow it to deal with the massive allied bomber formations. The armament consisted of a MK 108 30 mm cannon firing through the propeller hub, and two MG 151/20 20 mm cannons located in the wing roots.

The C-model was designed to operate at lower altitudes than the H-model, and had an even heavier armament consisting of one MK 108 30 mm cannon firing through the propeller hub, and four MG 151/20 20 mm cannons. Two of the 20 mm cannons were mounted above the engine (in the engine cowling), and the other two in the wing roots. The Ta 152 C could destroy even the heaviest enemy bombers with a short burst, but the added weight of the armament affected speed and turn rates negatively.

Performance

The Ta 152H was among the fastest piston-engined fighters of the war, capable of speeds up to 755 km/h (472 mph) at 13,500 m (41,000 feet)(using the GM-1 boost) and 560 km/h (350 mph) at sea level (using the MW-50 boost). To help it attain this speed it used the MW 50 water-methanol injection system mainly for lower altitudes (up to about 10,000 m or 32,800 ft) and the GM 1 nitrous oxide injection system for higher altitudes, although both systems could be engaged at the same time. The Ta 152 was one of the first aircraft specifically designed to employ a nitrous oxide power boost system, which is used today in high-performance street racing cars.

In late 1944 Kurt Tank, flying a Ta 152 H, was pounced on by four P-51 Mustangs while flying to a meeting at the Focke-Wulf plant in Cottbus. His plane had no ammunition on board, so he had no means of fighting the enemy. He made his escape by engaging the MW 50 boost, opening the throttle wide to attain the aforementioned 755 km/h (472 mph) velocity to escape the pursuing American fighters, and left the four Mustangs floundering behind him. Some doubt has been raised later as to whether the Mustangs actually saw him, but the story serves as an illustration of the speed superiority enjoyed by the Ta 152.

The reliability record of the Ta 152 is poor. It was not afforded the time to work out all the little quirks and errors plaguing all new designs and of the 67 production aircraft delivered most were eventually grounded due to mechanical problems. These problems proved impossible to rectify given the situation in Germany towards the end of the war, and only two Ta 152 C remained operational when Germany surrendered. All the H-models had been grounded due to engine problems. Of those Ta 152 H that flew most were used in a close-support role and as escorts protecting the Me 262 airfields while the vulnerable jets took off and landed. This was not the role for which they had been intended, but the necessity of supporting the ever retreating ground troops demanded it. Nonetheless the Ta 152 H proved quite successful, and its fighter capabilities were confirmed.

The total number of Ta 152 production is not well known but it should be ~150 aircraft of all types including prototypes. Of the approximately 150 Ta 152 Hs produced, more than half were destroyed by the allies before they could be delivered to the air force. Only a couple of Ta 152 Cs were produced before the production facilities were overrun.

Specifications (Ta 152 H-1)

External links