On 23 June 1942 Leutnant Arnim Faber of
III./JG 2 became disorientated during a dogfight
with Spitfires over southwest England, and
landed in error at the RAF airfield at Pembrey,
south Wales. After undergoing trials at the Royal
Aircraft Establishment at Farnborough, the
captured fighter went to the Air Fighting
Development Unit (AFDU) at Duxford for tactical
trials against each of the British and US fighter
types that was likely to meet the German aircraft
in combat. An abridged version of the resultant
report, issued in August 1942 and reproduced
below, shows how the German fighter compared
with its contemporaries. It should be remembered
that the words were not those of Focke-Wulf
salesmen trying to boost their company's product,
but came from those forced to give grudging
admiration to a product of their foe.
Fw 190 vs Spitfire Mk VB
The Fw 190 was compared with an
operational Spitfire Mk VB for speed and allround
manoeuvrability at heights up to 25,000 ft.
The Fw 190 is superior in speed at all heights,
and the approximate differences are as follows:
At 2,000 ft (610 m) the Fw 190 is 25-30 mph
(40-48 km/h) faster than the Spitfire Mk VB
At 3,000 ft (915 m) the Fw 190 is 30-35 mph
(48-56 km/h) faster than the Spitfire Mk VB
At 5,000 ft (1525 m) the Fw 190 is 25 mph
(40 km/h) faster than the Spitfire Mk VB
At 9,000 ft (2744 m) the Fw 190 is 25-30 mph
(40-48 km/h) faster than the Spitfire Mk VB
At 15,000 ft (4573 m) the Fw 190 is 20 mph
(32 km/h) faster than the Spitfire Mk VB
At 18,000 ft (5488 m) the Fw 190 is 20 mph
(32 km/h) faster than the Spitfire Mk VB
At 21,000 ft (6400 m) the Fw 190 is 20-25 mph
(32-40 km/h) faster than the Spitfire Mk VB
Climb: The climb of the Fw 190 is superior to
that of the Spitfire Mk VB at all heights. The best
speeds for climbing are approximately the same,
but the angle of the Fw 190 is considerably
steeper. Under maximum continuous climbing
conditions the climb of the Fw 190 is about
450 ft/min better up to 25,000 feet (7620 m).
With both aircraft flying at high cruising speed
and then pulling up into a climb, the superior
climb of the Fw 190 is even more marked.
Dive: Comparative dives have shown that the
Fw 190 can leave the Spitfire with ease,
particularly during the initial stages.
Manoeuvrability: The manoeuvrability of the
Fw 190 is better than that of the Spitfire VB
except in turning circles, when the Spitfire can
guite easily out-turn it. The Fw 190 has better
acceleration under all conditions of flight and
this must obviously be useful during combat.
When the Fw 190 was in a turn and was
attacked by the Spitfire, the superior rate of roll
enabled it to flick into a diving turn in the
opposite direction. The pilot of the Spitfire
found great difficulty in following this
manoeuvre and even when prepared for it was
seldom able to allow the correct deflection. It
was found that if the Spitfire was cruising at
low speed and was 'bounced' by the Fw 190, it
was easily caught even if the Fw 190 was
sighted when well out of range.
Fw 190 vs Spitfire Mk IX
The Focke Wulf 190 was compared with a fully
operational Spitfire Mk IX for speed and
manoeuvrability at heights up to 25,000 ft. The
Mk IX, at most heights, is slightly superior in
speed, and the approximate differences in
speeds at various heights are as follows:
At 2,000 ft (610 m) the Fw 190 is 7-8 mph
(11-13 km/h) faster than the Spitfire Mk IX
At 5,000 ft (1524 m) the Fw 190 and the
Spitfire Mk IX are approximately the same
At 8,000 ft (2440 m) the Spitfire Mk IX is
8 mph (13 km/h) faster than the Fw 190
At 15,000 ft (4573 m) the Spitfire Mk IX is
5 mph (8 km/h) faster than the Fw 190
At 18,000 ft (5488 m) the Fw 190 is 3 mph
(5 km/h) faster than the Spitfire Mk IX
At 21,000 ft (6400 m) the Fw 190 and the
Spitfire Mk IX are approximately the same
At 25,000 ft (7620 m) the Spitfire Mk IX is
5-7 mph (8-11 km/h) faster than the Fw 190
Climb: During comparative climbs at various
heights up to 23,000 ft, with both aircraft flying
under maximum continuous climbing conditions,
little difference was found between the two
aircraft although on the whole the Spitfire
Mk IX was slightly better. Above 22,000 ft the
climb of the Fw 190 falls off rapidly, whereas
the climb of the Spitfire Mk IX is increasing.
When both aircraft were flying a high cruising
speed and were pulled up into a climb from
level flight, the Fw 190 had a slight advantage
in the initial stages of the climb due to its better
acceleration. This superiority was slightly
increased when both aircraft were pulled up
into the climb from the dive.
Dive: The Fw 190 is faster in a dive than the
Mk IX, particularly during the initial stage. The
superiority is not so marked as with the Mk VB.
Manoeuvrability: The Fw 190 is more
manoeuvrable than the Mk IX except in turning
circle, when it is out-turned without difficulty.
The superior rate of roll of the Fw 190 enabled
it to avoid the Spitfire Mk IX if attacked when in
a turn by flicking over into a diving turn in the
opposite direction and, as with the Spitfire
Mk VB, the Mk IX had great difficulty in following
this manoeuvre. The initial acceleration of the
Fw 190 is better than the Spitfire Mk IX under all
conditions of flight, except in level flight at such
altitudes where the Spitfire has a speed
advantage and then, providing the Spitfire is
cruising at high speed, there is little to choose
between the two aircraft.
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.
Fw 190 vs P-38F Lightning
The Fw 190 was compared with an operational
P-38F flown by an experienced US Army Air Force
pilot. The two aircraft were compared for speed
and all-round manoeuvrability at heights up to
23,000 ft. The Fw 190 was superior in speed at
all heights up to 22,000 ft, where the two aircraft
were approximately the same. The approximate
differences in speeds are as follows:
At 2,000 ft [610 m] the Fw 190 is 15 mph
(24 km/h) faster than the P-38F
At 8,000 ft (2440 m) the Fw 190 is 15 mph
(24 km/h) faster than the P-38F
At 15,000 ft (4573 m) the Fw 190 is 5-8 mph
(8-13 km/h) faster than the P-38F
At 23,000 ft (7010 m) the P-38F is 6-8 mph
(9-13 km/h) faster than the Fw 190
Climb: The climb of the P-38F is not as good as
that of the Fw 190 up to 15,000 ft. Above this
height the climb of the P-38F improves rapidly
until at 20,000 ft [6010 m] it becomes superior.
The best climbing speed for the P-38F is about
20 mph (32 km/h) less than that of the Fw 190
and the angle approximately the same. The
initial rate of climb of the Fw 190, either from
level flight or a dive, is superior to that of the
P-38F at all heights below 20,000 ft and above
this height the climb of the P-38F becomes
increasingly better.
Dive: Comparative dives proved the Fw 190 to
be better, particularly in the initial stage. During
prolonged dives the P-38F, on occasion, was
slowly gaining on the Fw 190, but in combat it
is unlikely that the P-38F would have time to
catch up, before having to break off the attack.
Manoeuvrability: The Fw 190 is superior to
that of the P-38F, particularly in the rolling
plane. Although at high speed the Fw 190 is
superior in turning circles, it can be out-turned if
the P-38F reduces its speed to about 140 mph
(225 km/h), at which speed it can carry out a
very tight turn, which the Fw 190 cannot follow.
The acceleration of the two aircraft was
compared and the Fw 190 was found to be better
in all respects. When the Fw 190 'bounced' the
P-38F and was seen when over 1,000 yards
away, the pilot's best manoeuvre was to go into
a diving turn and, if it found the Fw 190 was
catching it up, to pull up into a spiral climb,
flying at its lowest possible speed.
The Fw 190 is undoubtedly a formidable low- and
medium-altitude fighter. Its designer has
obviously given much thought to the pilot. The
cockpit is well laid out and the absence of large
levers and unnecessary gadgets most noticeable.
The pilot is given a comfortable seating position,
and is well protected by armour. The simplicity of
the aircraft as a whole is an excellent feature,
and enables new pilots to be thoroughly
conversant with all controls in a very brief period.
The all-round search view is the best that has yet
been seen from any aircraft flown by this unit.
The rough running of the engine is much
disliked and must be a great disadvantage, as
lack of confidence in an engine makes flying
over bad country or water most unpleasant.
The armament is good and well positioned,
and the ammunition capacity should be
sufficient for any normal fighter operation. The
sighting view is approximately half a ring (of
deflection) better than that from the Spitfire.
The flying characteristics are exceptional,
and a pilot new to the type feels at home
immediately. The controls are light and well
harmonised and all manoeuvres can be carried
out without difficulty at all speeds. The fact that
the Fw 190 does not require re-trimming under
all conditions of flight is a particularly good
point. The initial acceleration is very good and is
particularly noticeable in the initial stages of a
climb or dive. Perhaps one of the most
outstanding gualities of this aircraft is the
remarkable aileron control. It is possible to
change from a turn in one direction to a turn in
the opposite direction with incredible speed.
The main conclusion gained from the tactical
trials of the Fw 190 is that our fighter aircraft
must fly at high speed when in an area where
the Fw 190 is likely to be met. This will give our
pilots the chance of 'bouncing' and catching the
Fw 190 and, if 'bounced' themselves, the best
chance of avoiding being shot down.
