11.05.2009, 09:00
Fw 190 vs Mustang Mk 1A
The Fw 190 was compared with a fully
operational Mustang Mk 1A for speed and allround
performance up to 23,000 ft. There was
little to choose between the aircraft in speed at
all heights except between 10,000 and 15,000 ft,
where the Mustang was appreciably faster.
Approximate differences were as follows:
At 2,000 ft [610 m] the Fw 190 is 2 mph
(3 km/h) faster than the Mustang
At 5,000 ft (1525 m) the Mustang is 5 mph
(8 km/h) faster than the Fw 190
At 10,000 ft (3050 m) the Mustang is 15 mph
(24 km/h) faster than the Fw 190
At 20,000 ft (6100 m) the Fw 190 is 5 mph
(8 km/h) faster than the Mustang
At 23,000 ft (7010 m) the Fw 190 is 5 mph
(8 km/h) faster than the Mustang
Climb: The climb of the Fw 190 is superior to
that of the Mustang Mk 1A at all heights. The
best climbing speed for the Mustang is
approximately 10 mph (16 km/h) slower than that
for the Fw 190; the angle is not nearly so steep
and the rate of climb is considerably inferior.
When both aircraft are pulled up into a climb
after a fast dive, the inferiority in the initial stage
of the climb is not so marked, but if the climb is
continued the Fw 190 draws away rapidly.
Dive: Comparative dives have shown that there
is little to choose between the two aircraft and,
if anything, the Mustang is slightly faster in a
prolonged dive.
Manoeuvrability: The manoeuvrability of the
Fw 190 is better than of the Mustang except in
turning circles where the Mustang is superior. In
the rolling plane at high speed the Mustang
compares more favourably with the Fw 190 than
does the Spitfire.
The acceleration of the Fw 190 under all
conditions of flight is slightly better than that of
the Mustang and this becomes more marked
when both aircraft are cruising at low speed.
When the Fw 190 was attacked by the Mustang
in a turn, the usual manoeuvre of flicking into a
diving turn in the opposite direction was not so
effective against the Mustang as against the
Spitfire, particularly if the aircraft were flying at
high speed. The fact that the engine of the
Mustang does not cut during the application of
negative 'g proved a great asset, and gave the
Mustang a reasonable chance of following the
Fw 190 and shooting it down.
The Fw 190 was compared with a fully
operational Mustang Mk 1A for speed and allround
performance up to 23,000 ft. There was
little to choose between the aircraft in speed at
all heights except between 10,000 and 15,000 ft,
where the Mustang was appreciably faster.
Approximate differences were as follows:
At 2,000 ft [610 m] the Fw 190 is 2 mph
(3 km/h) faster than the Mustang
At 5,000 ft (1525 m) the Mustang is 5 mph
(8 km/h) faster than the Fw 190
At 10,000 ft (3050 m) the Mustang is 15 mph
(24 km/h) faster than the Fw 190
At 20,000 ft (6100 m) the Fw 190 is 5 mph
(8 km/h) faster than the Mustang
At 23,000 ft (7010 m) the Fw 190 is 5 mph
(8 km/h) faster than the Mustang
Climb: The climb of the Fw 190 is superior to
that of the Mustang Mk 1A at all heights. The
best climbing speed for the Mustang is
approximately 10 mph (16 km/h) slower than that
for the Fw 190; the angle is not nearly so steep
and the rate of climb is considerably inferior.
When both aircraft are pulled up into a climb
after a fast dive, the inferiority in the initial stage
of the climb is not so marked, but if the climb is
continued the Fw 190 draws away rapidly.
Dive: Comparative dives have shown that there
is little to choose between the two aircraft and,
if anything, the Mustang is slightly faster in a
prolonged dive.
Manoeuvrability: The manoeuvrability of the
Fw 190 is better than of the Mustang except in
turning circles where the Mustang is superior. In
the rolling plane at high speed the Mustang
compares more favourably with the Fw 190 than
does the Spitfire.
The acceleration of the Fw 190 under all
conditions of flight is slightly better than that of
the Mustang and this becomes more marked
when both aircraft are cruising at low speed.
When the Fw 190 was attacked by the Mustang
in a turn, the usual manoeuvre of flicking into a
diving turn in the opposite direction was not so
effective against the Mustang as against the
Spitfire, particularly if the aircraft were flying at
high speed. The fact that the engine of the
Mustang does not cut during the application of
negative 'g proved a great asset, and gave the
Mustang a reasonable chance of following the
Fw 190 and shooting it down.