Nothing comes close to the sound, function,

and feel of a Wings of Power aircraft.

Built with the very latest “Absolute Realism” technology

“For those out there that live for realism and depth, Wings of Power aircraft deliver on a scale never seen before. However, even with all this tremendous detail, you can still just throw the throttle forward and fly away…”

IN-GAME MOVIE:

CLICK ON PICTURE TO DOWNLOAD (62MB)

Features:

ü Unprecedented authenticity inside and out

ü Built with the very latest “Absolute realism” flight technology

o Can be flown “by the book”

o Built from actual aircraft tests

o “Absolute Realism” means the entire flight envelope is modeled via the actual pilot’s training manuals

§ Authentic power characteristics of the supercharged piston engine with various combinations of the MW-50 and GM-1 boost systems

§ Realistic cruise performance under various conditions with realistic fuel economy

§ Absolute Realism even delivers authentic “distance-to-altitude” performance under various power settings

§ High engine torque means full power cannot be applied with brakes on or aircraft will “nose over”

ü Gorgeously constructed aircraft, inside and out, down to the last rivet

ü Professionally recorded and mastered engine sounds

o Warbird in-line engine sounds captured by Shockwave engineers at all power levels

o Stall buffet, canopy, ground roll, flaps, gyro, and authentic cockpit wind

o Special canopy pressurizing and release sounds

ü Authentic drop tank release actually drops both fuel and weight

ü Both modern and veteran warbird pilots helped create the “feel” of flight

ü “Wings of Power “Special Effects” package includes:

o Historically accurate lighting for stunning nighttime visuals

o Realistic startup visuals modeled after the real aircraft

o Belly landings with realistic effects and physics programming

ü Shockwave’s new standard for high quality manuals

o Full sized (11” X 8 ½”), 82-page landscape manual with authentic performance and function

o Absolute Realism Certified Specifications

Wings of Power Focke Wulf “Long Nose” Aircraft”

Focke Wulf 190 D-9 “Blue 2”

Focke Wulf 190 D-9 “White 1”

Focke Wulf 190 D-9 “Black 12”

Focke Wulf 190 D-11 “<81”

Focke Wulf 190 D-11 “Red 4”

Focke Wulf 190 D-13 “Yellow 10”

Focke Wulf Ta152 C

Focke Wulf Ta152 H

Screenshots (click on any picture to view):

Interior screenshots taken from actual in-game, fully-functional 3D cockpit

WINGS OF POWER CERTIFIED

“Absolute Realism”

Wings of Power Focke-Wulf 190 D-9

General Information - Fw 190 D-9

The Fw 190 D-9, also known as "Long-nose Dora", was perhaps the finest production fighter fielded by the Luftwaffe. Initially regarding with some distrust, pilots quickly found that the Dora was a superior machine to the BMW-powered versions, with improved high-altitude performance and the same fine handling. Equipped with the potent Junkers Jumo 213 A-1 engine, the aircraft was fast and lethal, giving Spitfire and Mustang pilots a very hard time of it when fuel was available.

Empty Weight: 7,694 lbs.
Wingspan: 34.5 feet
Wing Area: 196.98 square feet
Normal Takeoff Weight: 9,407 lbs.
Maximum Takeoff Weight: 10,750 lbs.
Top Speed @ sea level (MW50): 379 mph TAS
Top Speed (MW50): 440 mph TAS @ 15,600 feet MSL
Top Speed, Sea Level (dry): 357 mph TAS
Top Speed (dry): 422 mph TAS @ 21,700 feet
Stalling Speed, clean (8,500 lbs.): 107 mph IAS
Stalling Speed, landing (8,500 lbs.): 93 mph IAS
Combat Ceiling: 32,810 feet (10,000 m)
Service Ceiling: 39,372 feet (12,000 m)
Powerplant: Junkers Jumo 213 A, 1870 HP (2000 PS) for takeoff, 2209 HP (2240 PS) with MW50 methanol-water injection.
Armament: 2-13mm machine guns and two 20mm cannon; various combinations of ordnance.

Weights and Loading

The Wings of Power Fw 190 D is set up with a high level of realism, which extends to aircraft loading and fuel supply. Check your fuel and payloads menu and make sure your aircraft is set up for the type of mission you wish to fly. It is recommended that you empty the drop tank and rear fuselage tank for normal and acrobatic flight, otherwise the handling will be compromised.

Cockpit Check - Controls

1. Parking Brake - Set

Fuel Selector - Set to main tank
Elevator Trim - neutral
Flaps - Takeoff position (first notch)
Propeller Control - High speed (12:00 position)
Tailwheel - unlocked for taxi
Flight Instruments - Checked and Set
Engine Instruments - Checked
Switches - Checked
Mixture Control
This aircraft is equipped with a fully automatic mixture control.

Engine Starting

Cockpit Check - COMPLETE
Set or hold your parking brakes.
Turn the battery and generator switches to ON.
Put fuel selector on MAIN TANK.
Turn on electric fuel pump.
Turn the magneto switch on BOTH.
Confirm fuel pressure rise.
Engage starter switch until the engine starts.
Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.
Check the suction gauge to see if it is working.
Check all instruments for proper function.
After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

See that the elevator trim tab is properly set.
Check the magnetos at 2000 RPM. 100 RPM drop maximum.
Check the propeller control.
Turn the booster pump to emergency.
Check the cowl flap position (open for takeoff).

Takeoff

Takeoff for the Fw 190 D is like any other high-powered tail dragger. You can expect significant torque effects with full-power takeoffs, so plan accordingly. Pull out and line up on the runway, making sure the steerable tailwheel is locked and the stick well back. Advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 85 kph IAS).
Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached.
Normal takeoff power is 1.55 ata and 3250 RPM. Special emergency power of 1.74 ata and 3250 RPM (MW50) can be used if desired. See engine limitations below for more information.
After Takeoff
Raise the landing gear.
Raise the wing flaps.
Throttle back to normal climbing power.
Adjust the prop to climbing RPM.
Trim the aircraft as required for climbing.
Turn the booster pump to the normal position.
Check all instruments.

Landing

Check tanks and select the fullest tank for landing.
Put the fuel booster on normal.
Check the mixture control and set to RICH.
Set the prop to about 3000 RPM.
Check the traffic pattern and obtain clearance to land.
Slow down to 250 kph and lower the flaps to the first position. Retrim as needed.
Lower the landing gear, allowing time for full extension (about 15 seconds).
The normal speed in the traffic pattern with wheels down is 250 kph.
Lower the flaps to the second position after turning to your final approach. Allow sufficient time to reach the full extension, about 10 seconds.
Fly the final approach at about 215 kph, crossing the runway threshold at about 195 kph.
Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.
Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.
Climb Control
A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.35 ata and the propeller set to 3000 RPM (1:15 position on the propeller pitch gauge). A climb to 6,000 meters (19,700 feet) can be accomplished in about 7.5 minutes and will cover about 28 statute miles. Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters. A climb to this altitude will use about 20 gallons of fuel. For maximum performance, climb at 1.55 ata and 3250 RPM at 275 kph.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table. The best range is at the highest altitude with the lowest throttle setting.

Altitude	Pilot's IAS (km/hr)	Manifold Pressure	RPM (Prop pitch)	TAS (km/hr)	GPH	Specific Range
6000 m	405	1.00	2000 (6:05)	540	80	4.2 mpg
6675 m	485	1.25	2400 (4:10)	660	123	3.3 mpg
7740 m	415	1.10	2100 (5:40)	600	98	3.8 mpg
10000 m	325	0.80	2100 (4:10)	545	68	4.9 mpg

Engine Limitations and Characteristics

The Junkers Jumo engine used in the Fw 190 D-9 has good high-altitude performance. It is equipped with MW50 methanol injection and is capable of producing 2,209 horsepower (2240 PS) for a five-minute burst. Engine limitations are indicated in the chart.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	NORMAL CRUISE	ECONOMY CRUISE
Boost (ata)	1.74 (MW50)**	1.55 (DRY)	1.74 (MW50)	1.55 (DRY)	1.35	1.25	1.1
RPM	3250	3250	3250	3250	3000	2400	2100
Full throttle height*	4700 m	5100 m	4700 m	5100 m	6150 m	6675	7740 m

Methanol-Water Injection (MW50)

MW50 is a mixture of 49.5% water, 0.5% anti-corrosion additive, and 50% methanol. This mixture, injected directly into the supercharger, has the effect of cooling and condensing the charge entering the cylinders. Just injection of the mixture alone, without increasing the boost pressure, increases power by 4%. However, the mixture's cooling effect allows substantially higher boost pressures to be used. MW50 is carried in a tank located either in the wing or behind the pilot, depending on the particular aircraft. To activate MW50, turn on the master switch in the cockpit, which is located on the electrical panel pop-up. A solenoid will automatically open a butterfly valve in the intake system to increase the available boost pressure and will activate the MW50 injection. The maximum amount of cumulative time available for use of this system is five minutes due to limitations of Flight Simulator. In the real aircraft, the system could be used for ten minutes at a time with five minutes between each use. There is a gauge in the cockpit directly to the left of the fuel level gauge that shows the remaining level of MW50 chemical available. When the gauge reaches zero, emergency boost will no longer work. The emergency boost can be reset by reloading the aircraft.

The MW50 system can only increase power to the rated altitude of the engine and has no effect on power above that altitude. The altitudes to which various power can be made, with or without MW50, are indicated in the chart. Maximum power with MW50 is available up to 4700 meters and begins to fall off above that altitude. Lesser amounts of power are available as the plane climbs toward its combat ceiling.

*Full throttle height is the height at which full throttle is required to produce the indicated power in the chart. The power will decline above that height.

Flight Characteristics

The Fw 190 is very much a "Pilot's" aircraft. It will reward the skilled operator, but will turn on the novice with great malice. It boasts superb control harmony and is very maneuverable, however, beware the accelerated stall. The aircraft will whip into a spin with almost no warning and recovery is quite challenging. Aileron turns are this aircraft's forte, but the actual turn rate is far less than a Spitfire, and comparable to a Mustang. The aircraft can outroll most of its competition but the stall characteristics make it difficult to turn with an adversary.

Stalls

A stall in the Fw 190 in clean configuration is sudden and comes without much warning and a sudden wing drop, so avoidance is the best policy. In the landing configuration, with flaps and gear down, there is more warning and the left wing will drop more gently. Accelerated stalls should be avoided completely, as the aircraft tends to snap roll the opposite direction and go into a spin. A very high level of situational awareness is required when flying this aircraft near its limits.

Spins

Like any high performance plane of this type, spins are not recommended. The aircraft will tend to lose a great deal of altitude if recovery is not immediate. Power-on spins are much worse; if the aircraft spins with power on, cut the power, push the stick forward, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

Wings of Power Focke-Wulf 190 D-11

General Information - Fw 190 D-11

The Fw 190 D-11 was a prototype of which seven examples were produced. It used the Junkers Jumo 213F powerplant and was a testbed for various engine configurations. The 213F engine featured a three-stage supercharger for excellent high-altitude performance and long range. The Fw 190 D-11 was never produced and only saw service as a testbed for various engines and armament configurations.

Empty Weight: 7,695 lbs.
Wingspan: 34.5 feet
Wing Area: 196.98 square feet
Normal Takeoff Weight: 9,309 lbs.
Maximum Takeoff Weight: 10,750 lbs.
Top Speed, altitude (MW50): 453 mph TAS @ 32,810 feet MSL
Top Speed, Sea Level (MW50): 372 mph TAS
Top Speed, altitude (dry): 446 mph TAS @ 36,100 feet MSL
Top Speed, Sea Level (dry): 356 mph TAS
Stalling Speed, clean (9,000 lbs.): 111 mph IAS
Stalling Speed, landing (9,000 lbs.): 96 mph IAS
Combat Ceiling (500 fpm): 45,394 feet (14,000 m)
Service Ceiling (100 fpm): 47,000 feet (14,325 m)
Powerplant: Junkers Jumo 213 F, 1,751 HP (1776 PS) for takeoff, 2031 HP (2,060 PS) with MW50 methanol-water injection.
Armament: two MG 151/20 20mm cannon and two Mk 108 20mm cannon.

Weights and Loading

Cockpit Check - Controls

Parking Brake - Set
Fuel Selector - Set to main tank
Elevator Trim - neutral
Flaps - Takeoff position (first notch)
Propeller Control - High speed (12:00 position)
Tailwheel - unlocked for taxi
Flight Instruments - Checked and Set
Engine Instruments - Checked
Switches - Checked
Mixture Control
This aircraft is equipped with a fully automatic mixture control.

Engine Starting

Cockpit Check - COMPLETE
Set or hold your parking brakes.
Turn the battery and generator switches to ON.
Put fuel selector on MAIN TANK.
Turn on electric fuel pump.
Turn the magneto switch on BOTH.
Confirm fuel pressure rise.
Engage starter switch until the engine starts.
Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.
Check the suction gauge to see if it is working.
Check all instruments for proper function.
After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

See that the elevator trim tab is properly set.
Check the magnetos at 2000 RPM. 100 RPM drop maximum.
Check the propeller control.
Turn the booster pump to emergency.
Check the cowl flap position (open for takeoff).

Takeoff

Takeoff for the Fw190 is like any other high-powered tail dragger. You can expect significant torque effects with full-power takeoffs, so plan accordingly. Pull out and line up on the runway, making sure the steerable tailwheel is locked and the stick well back. Advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached.

Normal takeoff power is 1.47 ata and 3250 RPM. Special emergency power of 1.63 ata and 3250 RPM (MW50) can be used if desired. See engine limitations below for more information.

After Takeoff

Raise the landing gear.
Raise the wing flaps.
Throttle back to normal climbing power.
Adjust the prop to climbing RPM.
Trim the aircraft as required for climbing.
Turn the booster pump to the normal position.
Check all instruments.

Landing

Check tanks and select the fullest tank for landing.
Put the fuel booster on normal.
Check the mixture control and set to RICH.
Set the prop to about 2700 RPM.
Check the traffic pattern and obtain clearance to land.
Slow down to 250 kph and lower the flaps to the first position. Retrim as needed.
Lower the landing gear, allowing time for full extension (about 15 seconds).
The normal speed in the traffic pattern with wheels down is 250 kph.
Lower the flaps to the second position after turning to your final approach. Allow sufficient time to reach the full extension, about 10 seconds.
Fly the final approach at about 185 kph, crossing the runway threshold at about 175 kph.
Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.
Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.
Climb Control
A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.35 ata and the propeller set to 3000 RPM (1:15 position on the propeller pitch gauge). A climb to 6,000 meters (19,700 feet) can be accomplished in about 7.5 minutes and will cover about 25 statute miles. Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters. A climb to this altitude will use about 20 gallons of fuel. For maximum performance, climb at 1.48 ata and 3000 RPM at 275 kph.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table. The best range is at the highest altitude with the lowest throttle setting.

Altitude	Pilot's IAS (km/hr)	Manifold Pressure	RPM (Prop pitch)	TAS (km/hr)	GPH	Specific Range
6000 m	485	1.20	2400 (5:45)	630	112	3.5 mpg
10000 m	350	1.00	2000 (6:05)	580	79	4.5 mpg
11520 m	380	1.35	2700 (2:45)	685	130	3.2 mpg
12220 m	345	1.20	2400 (5:45)	660	107	3.8 mpg
12800 m	320	1.10	2400 (5:45)	650	95	4.3 mpg

Engine Limitations and Characteristics

The Junkers Jumo 213 F engine used in the Fw 190 D-11 has very good high-altitude performance, allowing it to fly much higher and faster than the Fw 190 D-9. It is equipped with MW50 methanol injection and is capable of producing 2,031 horsepower (2060 PS) for a five-minute burst. Engine limitations are indicated in the chart.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	NORMAL CRUISE	ECONOMY CRUISE
Boost (ata)	1.63 (MW50)	1.47 (DRY)	1.63 (MW50)	1.47 (DRY)	1.35	1.20	1.1
RPM	3250	3250	3250	3250	3000	2400	2400
Full throttle height*	10000 m	10915 m	10000 m	10915 m	11520 m	12220 m	12800 m

Methanol-Water Injection (MW50)

The MW50 system can only increase power to the rated altitude of the engine and has no effect on power above that altitude. The altitudes to which various power can be made, with or without MW50, are indicated in the chart. Maximum power with MW50 is available up to 10,000 meters and begins to fall off above that altitude. Lesser amounts of power are available as the plane climbs toward its combat ceiling.

*Full throttle height is the height at which full throttle is required to produce the indicated power in the chart. The power will decline above that height.

Flight Characteristics

The Fw 190 D is very much a "Pilot's" aircraft. It will reward the skilled operator, but will turn on the novice with great malice. It boasts superb control harmony and is very maneuverable, however, beware the accelerated stall. The aircraft will whip into a spin with almost no warning and recovery is quite challenging. Aileron turns are this aircraft's forte, but the actual turn rate is far less than a Spitfire, and comparable to a Mustang. The aircraft can outroll most of its competition but the stall characteristics make it difficult to turn with an adversary.

Stalls

Spins

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

Wings of Power Focke-Wulf 190 D-13

General Information - Fw 190 D-13

The Fw 190 D-13/R11 was a ground attack version that was fitted with several hundred pounds of armor plating around the engine.

· Empty Weight: 8,052 lbs.

· Wingspan: 34.5 feet

· Wing Area: 196.98 square feet

· Normal Takeoff Weight: 9,766 lbs.

· Maximum Takeoff Weight: 10,750 lbs.

· Top Speed (MW50): 445 mph TAS @ 33,500 feet MSL

· Top Speed, Sea Level (MW50): 371 mph TAS

· Top Speed (dry): 438 mph TAS @ 36,000 feet MSL

· Top Speed, Sea Level (dry): 356 mph TAS

· Stalling Speed, clean (9,000 lbs.): 111 mph IAS

· Stalling Speed, landing (9,000 lbs.): 96 mph IAS

· Combat Ceiling (500 fpm): 45,394 feet (14,000 m)

· Service Ceiling (100 fpm): 47,000 feet (14,325 m)

· Powerplant: Junkers Jumo 213 E, 1,725 HP (1,750 PS) for takeoff, 2,021 HP (2,050 PS) with MW50 methanol-water injection.

· Armament: Four 20mm cannon in the wings; various combinations of ordnance.

Weights and Loading

The Wings of Power Fw 190 is set up with a high level of realism, which extends to aircraft loading and fuel supply. Check your fuel and payloads menu and make sure your aircraft is set up for the type of mission you wish to fly. It is recommended that you empty the drop tank (External 1 tank) for normal and acrobatic flight, otherwise the handling will be compromised.

Cockpit Check - Controls

1. Parking Brake - Set

2. Fuel Selector - Set to main tank

3. Elevator Trim - neutral

4. Flaps - Takeoff position (first notch)

5. Propeller Control - High speed (12:00 position)

6. Tailwheel - unlocked for taxi

7. Flight Instruments - Checked and Set

8. Engine Instruments - Checked

9. Switches - Checked

Mixture Control

This aircraft is equipped with a fully automatic mixture control.

Engine Starting

1. Cockpit Check - COMPLETE

2. Set or hold your parking brakes.

3. Turn the battery and generator switches to ON.

4. Put fuel selector on MAIN TANK.

5. Turn on electric fuel pump.

6. Turn the magneto switch on BOTH.

7. Confirm fuel pressure rise.

8. Engage starter switch until the engine starts.

9. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.

10. Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.

11. Check the suction gauge to see if it is working.

12. Check all instruments for proper function.

13. After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

1. See that the elevator trim tab is properly set.

2. Check the magnetos at 2000 RPM. 100 RPM drop maximum.

3. Check the propeller control.

4. Turn the booster pump to emergency.

5. Check the cowl flap position (open for takeoff).

Takeoff

1. Takeoff for the Fw190 is like any other high-powered tail dragger. You can expect significant torque effects with full-power takeoffs, so plan accordingly. Pull out and line up on the runway, making sure the steerable tailwheel is locked and the stick well back. Advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

2. Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached.

3. Normal takeoff power is 1.44 ata and 3200 RPM. Special emergency power of 1.61 ata and 3200 RPM (MW50) can be used if desired. See engine limitations below for more information.

After Takeoff

1. Raise the landing gear.

2. Raise the wing flaps.

3. Throttle back to normal climbing power.

4. Adjust the prop to climbing RPM.

5. Trim the aircraft as required for climbing.

6. Turn the booster pump to the normal position.

7. Check all instruments.

Climb Control

A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.32 ata and the propeller set to 3000 RPM (1:15 position on the propeller pitch gauge). A climb to 6,000 meters (19,700 feet) can be accomplished in about 8.5 minutes and will cover about 25 statute miles. Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters. A climb to this altitude will use about 20 gallons of fuel. For maximum performance, climb at 1.45 ata and 3200 RPM at 275 kph.

Landing

1. Check tanks and select the fullest tank for landing.

2. Put the fuel booster on normal.

3. Check the mixture control and set to RICH.

4. Set the prop to about 2700 RPM.

5. Check the traffic pattern and obtain clearance to land.

6. Slow down to 250 kph and lower the flaps to the first position. Retrim as needed.

7. Lower the landing gear, allowing time for full extension (about 15 seconds).

8. The normal speed in the traffic pattern with wheels down is 250 kph.

9. Lower the flaps to the second position after turning to your final approach. Allow sufficient time to reach the full extension, about 10 seconds.

10. Fly the final approach at about 185 kph, crossing the runway threshold at about 175 kph.

11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.

12. Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table.

Altitude	Pilot's IAS (km/hr)	Manifold Pressure	RPM (Prop pitch)	TAS (km/hr)	GPH	Specific Range
6000 m	480	1.20	2400 (4:00)	630	111	3.5 mpg
10000 m	340	1.00	2000 (6:00)	570	79	4.5 mpg
11550 m	375	1.32	2700 (2:30)	685	129	3.3 mpg
12500 m	335	1.15	2400 (4:00)	660	101	4.0 mpg
12900 m	320	1.08	2400 (4:00)	650	93	4.3 mpg

Engine Limitations and Characteristics

The Junkers Jumo 213E engine used in the Fw 190 D-13 has good high-altitude performance. It is equipped with MW50 methanol injection and is capable of producing 2,021 horsepower (2,050 PS) for a five-minute burst. Engine limitations are indicated in the chart.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	NORMAL CRUISE	ECONOMY CRUISE
Boost (ata)	1.61 (MW50)	1.44 (DRY)	1.61 (MW50)	1.44 (DRY)	1.32	1.15	1.08
RPM	3200	3200	3200	3200	3000	2400	2400
Full throttle height*	10240 m	10950 m	10240 m	10950 m	11,550 m	12,500 m	12,900 m

Methanol-Water Injection (MW50)

The MW50 system can only increase power to the rated altitude of the engine and has no effect on power above that altitude. The altitudes to which various power can be made, with or without MW50, are indicated in the chart. Maximum power with MW50 is available up to 10,240 meters and begins to fall off above that altitude. Lesser amounts of power are available as the plane climbs toward its combat ceiling.

*Full throttle height is the height at which full throttle is required to produce the indicated power in the chart. The power will decline above that height.

Flight Characteristics

Stalls

Spins

Like any high performance plane of this type, spins are not recommended. The aircraft will tend to lose a great deal of altitude if recovery is not immediate. Power-on spins are much worse; if the aircraft spins with power on, cut the power, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

Wings of Power Focke-Wulf Ta 152 C-1/R31

The Focke-Wulf Ta 152 series was considered Kurt Tank's crowning achievement with respect to the development of a high altitude reconnaissance fighter and interceptor. The Ta 152 was similar in general layout to the Fw 190D, as it used a liquid-cooled inverted V-12 for motive power. But the airframe was considerably different. The wings were slightly larger and the fuselage and tailplane were significantly improved and modified. In addition, the nose was further streamlined and the aircraft was fitted with a bubble-type canopy for better pilot visibility. The Ta 152 C was the first production version of the series. It had an increased fuel capacity of 263 U.S. gallons total in the wings and fuselage, and was fitted with a Daimler-Benz DB 603L which used the MW50 methanol-water injection to increase takeoff power to 2,070 HP. This aircraft was undoubtedly one of the finest fighters to emerge from World War II. It retained the superb roll rate of the Fw 190 but with greatly increased power and range.

Only a few Ta 152 C-1/R31 aircraft entered service in April 1945. This outstanding fighter was highly maneuverable and well-armed, but probably never used in combat. It was the final model of the Focke-Wulf Fw-190 series. Equipped with Rustsatze R31, it would have served well as an all-weather low and medium level fighter and fighter-bomber.

Pilot Comments:

"The Ta 152 C is fast and has an excellent rate of roll, as good or better than the Allied fighters it opposes. This will allow the aircraft to rapidly change direction and shake a pursuer, denying him anything but a very difficult deflection shot at best. However, in a horizontal turn the Ta 152 C will not be able to stay with the best Allied fighters, such as the Spitfire IXe or P-51D. It's best to fight these enemies with a vertical battle, climbing and diving away and using the agility of the Ta 152's roll rate to ultimately get your opponent in your gunsights. The Ta 152 C's true strength is as a high-altitude interceptor, not as a dogfighter. Although extremely well-armed, it's much heavier than the Fw 190 A-8, and simply cannot stay with a top-notch Spitfire or Mustang pilot in a turning fight. Beware of the Ta 152's stall; like the Fw 190, it is sudden and vicious and will result in a spin if recovery is not prompt."

General Information - Ta 152 C-1

Kurt Tank was the designer of the excellent Focke-Wulf 190 series of fighter-bombers, and the Ta 152 series was the ultimate development of the type. It was a personal honor for Tank to have the "Ta" designation applied to the last two aircraft in the series, the Ta 152 C and Ta 152 H. The Ta 152 C-1 featured a larger wing span and wing area as well as a generally more robust design as compared to the earlier "long-nose" D models. It was powered by a Daimler-Benz engine of larger capacity than the Junkers engines installed in most of the long-nose types.

· Empty Weight: 8,840 lbs.

· Wingspan: 36.6 feet

· Wing Area: 209.9 square feet

· Normal Takeoff Weight: 11,043 lbs.

· Maximum Takeoff Weight: 11,733 lbs.

· Top Speed (MW50): 454 mph TAS @ 34,100 feet MSL

· Top Speed, Sea Level (MW50): 363 mph TAS

· Top Speed (dry): 435 mph TAS @ 40,022 feet MSL

· Top Speed, Sea Level (dry): 358 mph TAS

· Stalling Speed, clean (10,000 lbs.): 113 mph IAS

· Stalling Speed, landing (10,000 lbs.): 98 mph IAS

· Combat Ceiling: 41,012 feet (12,500 m)

· Service Ceiling: 45,394 feet (14,000 m)

· Powerplant: Daimler-Benz 603LE, 1972 HP for takeoff, 2070 HP with MW50 methanol-water injection.

· Armament: One 30 mm Mk 108 cannon and four wing-mounted 20mm cannon; various combinations of ordnance.

Weights and Loading

The Wings of Power Ta 152 C is set up with a high level of realism, which extends to aircraft loading and fuel supply. Check your fuel and payloads menu and make sure your aircraft is set up for the type of mission you wish to fly. It is recommended that you empty the rear fuselage tank for acrobatic flight, otherwise the handling will be compromised.

Cockpit Check - Controls

1. Parking Brake - Set

2. Fuel Selector - Set to main tank

3. Elevator Trim - neutral

4. Flaps - Takeoff position (first notch)

5. Propeller Control - High speed (12:00 position)

6. Tailwheel - unlocked for taxi

7. Flight Instruments - Checked and Set

8. Engine Instruments - Checked

9. Switches - Checked

Mixture Control

This aircraft is equipped with a fully automatic mixture control.

Engine Starting

1. Cockpit Check - COMPLETE

2. Set or hold your parking brakes.

3. Turn the battery and generator switches to ON.

4. Put fuel selector on MAIN TANK.

5. Turn on electric fuel pump.

6. Turn the magneto switch on BOTH.

7. Confirm fuel pressure rise.

8. Engage starter switch until the engine starts.

9. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.

10. Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.

11. Check the suction gauge to see if it is working.

12. Check all instruments for proper function.

13. After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

1. See that the elevator trim tab is properly set.

2. Check the magnetos at 2000 RPM. 100 RPM drop maximum.

3. Check the propeller control.

4. Turn the booster pump to emergency.

5. Check the cowl flap position (open for takeoff).

Takeoff

1. Takeoff for the Ta 152 C is like any other high-powered tail dragger. You can expect significant torque effects with full-power takeoffs, so plan accordingly. Pull out and line up on the runway, making sure the steerable tailwheel is locked and the stick well back. Advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

2. Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached.

3. A normal takeoff is performed at 1.59 ata and 2700 RPM. Use of emergency boost is permissible if desired.

After Takeoff

1. Raise the landing gear.

2. Raise the wing flaps.

3. Throttle back to normal climbing power.

4. Adjust the prop to climbing RPM.

5. Trim the aircraft as required for climbing.

6. Turn the booster pump to the normal position.

7. Check all instruments.

Climb Control

A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.35 ata and the propeller set to 2500 RPM (1:30 position on the propeller pitch gauge). A climb to 6,000 meters (19,700 feet) can be accomplished in about 9.5 minutes and will cover about 35 statute miles. Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters. A climb to this altitude will use about 23 gallons of fuel. For maximum performance, climb at 1.59 ata and 2700 RPM at 275 kph.

Landing

1. Check tanks and select the fullest tank for landing.

2. Put the fuel booster on normal.

3. Check the mixture control and set to RICH.

4. Set the prop to about 2500 RPM.

5. Check the traffic pattern and obtain clearance to land.

6. Slow down to 250 kph and lower the flaps to the first position. Retrim as needed.

7. Lower the landing gear, allowing time for full extension (about 15 seconds).

8. The normal speed in the traffic pattern with wheels down is 250 kph.

9. Lower the flaps to the second position after turning to your final approach. Allow sufficient time to reach the full extension, about 10 seconds.

10. Fly the final approach at about 220 kph, crossing the runway threshold at about 200 kph.

11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.

12. Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table. The best range is at the highest altitude with the lowest throttle setting.

Altitude	Pilot's IAS (km/hr)	Manifold Pressure	RPM (Prop pitch)	TAS (km/hr)	GPH	Specific Range
6000 m	500	1.20	2300 (3:00)	650	120	3.4 mpg
10000 m	370	1.00	2000 (5:15)	615	85	4.5 mpg
11615 m	370	1.35	2500 (1:30)	705	140	3.1 mpg
12350 m	355	1.20	2300 (3:00)	685	119	3.5 mpg
12925 m	325	1.10	2100 (4:35)	655	99	4.1 mpg

Engine Limitations and Characteristics

The Daimler-Benz DB 603L engine used in the Ta 152C has very good high-altitude performance. It is equipped with MW50 methanol injection and is capable of producing 2,070 horsepower (2100 PS) for a five-minute burst. Engine limitations are indicated in the chart.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	NORMAL CRUISE	ECONOMY CRUISE
Boost (ata)	1.62 (MW50)	1.59 (DRY)	1.62 (MW50)	1.59 (DRY)	1.35	1.20	1.10
RPM	2700	2700	2700	2700	2500	2300	2100
Full throttle height*	10400 m	10400 m	10400 m	10400 m	11615 m	12350 m	12925 m

Methanol-Water Injection (MW50)

The MW50 system can only increase power to the rated altitude of the engine and has no effect on power above that altitude. The altitudes to which various power can be made, with or without MW50, are indicated in the chart. Maximum power with MW50 is available up to 10,400 meters and begins to fall off above that altitude. Lesser amounts of power are available as the plane climbs toward its combat ceiling.

*Full throttle height is the height at which full throttle is required to produce the indicated power in the chart. The power will decline above that height.

Flight Characteristics

The Ta 152 C is very much a "Pilot's" aircraft. It will reward the skilled operator, but will turn on the novice with great malice. It boasts superb control harmony and is very maneuverable, however, beware the accelerated stall. The aircraft will whip into a spin with almost no warning and recovery is quite challenging. Aileron turns are this aircraft's forte, but the actual turn rate is far less than a Spitfire, and comparable to a Mustang. The aircraft can outroll most of its competition but the stall characteristics make it difficult to turn with an adversary.

Stalls

A stall in the Ta 152 C in clean configuration is sudden and comes without much warning and a sudden wing drop, so avoidance is the best policy. In the landing configuration, with flaps and gear down, there is more warning and the left wing will drop more gently. Accelerated stalls should be avoided completely, as the aircraft tends to snap roll the opposite direction and go into a spin. A very high level of situational awareness is required when flying this aircraft near its limits.

Spins

Like any high performance plane of this type, spins are not recommended. The aircraft will tend to lose a great deal of altitude if recovery is not immediate. Power-on spins are much worse; if the aircraft spins with power on, cut the power, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

Wings of Power Focke-Wulf Ta 152 H-1

The Ta 152 H-1 is considered to be the definitive version of the series. It had a fuel capacity of 180 U.S. gallons total in the wings and fuselage, and was fitted with a Junkers Jumo 213 E-1 engine which used both the MW50 methanol-water injection and the GM-1 nitrous oxide injection to increase available power at both high and low altitudes. This aircraft was designed as a high-level reconnaissance fighter and interceptor. It did not have the fast roll rate of the Ta 152 C owing to the drastically increased wingspan, but the trade-off was the aircraft's very high operational altitude -- its ceiling was over 48,000 feet and it could reach a top speed of 467 miles per hour at 40,600 feet with the GM-1 boost. In this version, the rear fuel tank was deleted to accommodate the GM-1 tank and to resolve a center of gravity issue. The MW50 is located in the left inner wing tanks.

Pilot Comments:

"This aircraft was one of the most advanced piston-engined fighters to come out of the war, and was as good or better than contemporary Allied fighters in most of the areas that count. The one Achilles' Heel is its relatively slow rate of roll. Because of the very large wing span, this plane can't roll as quickly as the Ta 152 C or the Fw 190, which means you don't want to get into a turning fight with a Mustang or Spitfire. Use the plane's high speed and good rate of climb to your advantage, but avoid trying to match the enemy in an aileron turn. However, the large wing area and span offsets the Ta 152 H's extra weight to some degree, and allows the plane to heel around fairly tightly in a steep turn -- more tightly than the Ta 152 C-1. The best strategy against these highly maneuverable Allied fighters is a head-on approach, since the Ta 152 cannot turn with them. You'll want to have used up some fuel before dogfighting, since the rear fuselage tank tends to foul up the handling."

General Information - Ta 152 H-1

Kurt Tank was the designer of the excellent Focke-Wulf 190 series of fighter-bombers, and the Ta 152 series was the ultimate development of the type. It was a personal honor for Tank to have the "Ta" designation applied to the last two aircraft in the series, the Ta 152 C and Ta 152 H. The Ta 152 H-1 featured a larger wing span and wing area as compared to the Ta 152 C and the earlier "Dora" models. It was powered by a Junkers Jumo 213E engine. Its long wing span and high-aspect ratio wing gave it superb high-altitude performance with a service ceiling of nearly 50,000 feet.

Empty Weight: 8,642 lbs.

· Wingspan: 47.4 feet

· Wing Area: 252.9 square feet

· Normal Takeoff Weight: 11,468 lbs.

· Maximum Takeoff Weight: 11,502 lbs.

· Top Speed (dry): 436 mph TAS @ 41,000 feet MSL

· Top Speed, Sea Level (dry): 331 mph TAS

· Top Speed, altitude: 467 mph TAS @ 41,000 feet MSL

· Top Speed, Sea Level: 350 mph TAS

· Stalling Speed, clean (10,000 lbs.): 103 mph IAS

· Stalling Speed, landing (10,000 lbs.): 89 mph IAS

· Combat Ceiling: 45,934 feet (14,000 m)

· Service Ceiling: 48,550 feet (14,800 m)

· Powerplant: Junkers Jumo 213E, 1750 HP for takeoff, 2050 HP with MW50 methanol-water injection.

· Armament: One 30 mm Mk 108 cannon and two wing-mounted 20mm cannon; various combinations of ordnance.

Weights and Loading

Cabin Pressurization Gauge:

The Ta152H was designed and capable of flying to very high altitudes and therefore had a pressurized cockpit. When you open the canopy, you will first hear the canopy seal release pressure, and then the canopy will open. After closing the canopy, you will hear the canopy pressure seal tighten up and seal the cockpit.

There is a “Cabin Pressurization Gauge” in the lower-middle area of the main cockpit dash panel. The large needle represents the relative altitude (cabin altitude) inside the cockpit, while the smaller gauge represents the pressure inside the cabin. Both will rise and fall with altitude. The large needle may enter the red zone when flying over 30,000 feet, which is mostly a warning that the air inside the cabin is getting quite thin. In reality, at very high altitudes a pilot may get a little bit light-headed due to the cabin altitude being near the maximum a person needs to function. Pilots can compensate somewhat by breathing deeper and longer at high altitudes, making up for the lack of oxygen in the air.

Cockpit Check - Controls

Parking Brake - Set

Fuel Selector - Set to main tank

Elevator Trim - neutral

Flaps - Takeoff position (first notch)

Propeller Control - High speed (12:00 position)

Tailwheel - unlocked for taxi

Flight Instruments - Checked and Set

Engine Instruments - Checked

Switches - Checked

Mixture Control

This aircraft is equipped with a fully automatic mixture control.

Engine Starting

1. Cockpit Check - COMPLETE

2. Set or hold your parking brakes.

3. Turn the battery and generator switches to ON.

4. Put fuel selector on MAIN TANK.

5. Turn on electric fuel pump.

6. Turn the magneto switch on BOTH. .

7. Confirm fuel pressure rise.

8. Engage starter switch until the engine starts.

9. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.

10. Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.

11. Check the suction gauge to see if it is working.

12. Check all instruments for proper function.

13. After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff Check

1. See that the elevator trim tab is properly set.

2. Check the magnetos at 2000 RPM. 100 RPM drop maximum.

3. Check the propeller control.

4. Turn the booster pump ON.

5. Check the cowl flap position (open for takeoff).

Takeoff

1. Takeoff for the Ta 152 is like any other high-powered tail dragger. You can expect significant torque effects with full-power takeoffs, so plan accordingly. Pull out and line up on the runway, making sure the steerable tailwheel is locked and the stick well back. Advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

2. Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached.

3. A normal takeoff is performed at 1.44 ata and 2700 RPM. Use of emergency boost is permissible if desired.

After Takeoff

1. Raise the landing gear.

2. Raise the wing flaps.

3. Throttle back to normal climbing power.

4. Adjust the prop to climbing RPM.

5. Trim the aircraft as required for climbing.

6. Turn the booster pump to the normal position.

7. Check all instruments.

Climb Control

A normal, brisk climb is made at 270 kph IAS with a manifold pressure of 1.35 ata and the propeller set to 3000 RPM (1:00 on prop pitch gauge). A climb to 6,000 meters (19,700 feet) can be accomplished in about 9.5 minutes and will cover about 35 statute miles. Allow the climbing speed to fall off gradually until you are climbing at 260 kph IAS at 6,000 meters. A climb to this altitude will use about 25 gallons of fuel. For maximum performance, climb at 1.45 ata and 3000 RPM at 275 kph.

Landing

1. Check tanks and select the fullest tank for landing.

2. Put the fuel booster on normal.

3. Check the mixture control and set to RICH.

4. Set the prop to about 3000 RPM.

5. Check the traffic pattern and obtain clearance to land.

6. Slow down to 250 kph and lower the flaps to the first position. Retrim as needed.

7. Lower the landing gear, allowing time for full extension (about 15 seconds).

8. The normal speed in the traffic pattern with wheels down is 250 kph.

9. Lower the flaps to the second position after turning to your final approach. Allow sufficient time to reach the full extension, about 10 seconds.

10. Fly the final approach at about 200 kph, crossing the runway threshold at about 185 kph.

11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.

12. Hold the plane off the runway in a 3-point attitude until you lose flying speed and the plane settles onto the runway.

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table.

Altitude	Pilot's IAS (km/hr)	Manifold Pressure	RPM (Prop pitch)	TAS (km/hr)	GPH	Specific Range
6000 m	440	1.20	2400 (4:00)	580	111	3.2 mpg
10000 m	375	1.00	2000 (6:00)	545	79	4.3 mpg
11550 m	385	1.32	2700 (2:30)	700	129	3.3 mpg
12500 m	375	1.15	2400 (4:00)	645	100	4.0 mpg
12900 m	310	1.08	2400 (4:00)	630	93	4.7 mpg

Engine Limitations and Characteristics

The Junkers Jumo 213 E-1 engine used in the Ta 152 H-1 has excellent high-altitude performance. It is equipped with MW50 methanol injection and is capable of producing 2,021 horsepower (2,050 PS) for a five-minute burst for takeoff, and GM-1 nitrous oxide injection which allows it to achieve high horsepower ratings at very high altitudes with lowered manifold pressure. Engine limitations are indicated in the chart.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	NORMAL CRUISE	ECONOMY CRUISE
Boost (ata)	1.61 (MW50)	1.44 (DRY)	1.61 (MW50)	1.44 (DRY)	1.32	1.15	1.08
RPM	3200	3200	3200	3200	3000	2400	2400
Full throttle height*	11975 m	10825 m	11975 m	10825 m	11,515 m	12,500 m	12,900 m

Methanol-Water Injection (MW50)

MW50 is a mixture of 49.5% water, 0.5% anti-corrosion additive, and 50% methanol. This mixture, injected directly into the supercharger, has the effect of cooling and condensing the charge entering the cylinders. Just injection of the mixture alone, without increasing the boost pressure, increases power by 4%. However, the mixture's cooling effect allows substantially higher boost pressures to be used. MW50 is carried in a tank located either in the wing or behind the pilot, depending on the particular aircraft. To activate MW50, turn on the master switch in the cockpit, which is located on the electrical panel pop-up. A solenoid will automatically open a butterfly valve in the intake system to increase the available boost pressure and will activate the MW50 injection. The maximum amount of cumulative time available for use of this system is five minutes due to limitations of Flight Simulator. In the real aircraft, the system could be used for ten minutes at a time with five minutes between each use. There is a gauge in the cockpit directly to the left of the fuel level gauge that shows the remaining level of boost chemicals available. When the gauge reaches zero, emergency boost will no longer work. The emergency boost can be reset by reloading the aircraft.

The MW50 system can only increase power to the rated altitude of the engine and has no effect on power above that altitude. The altitudes to which various power can be made, with or without MW50, are indicated in the chart. Maximum power with MW50 is available up to 11,975 meters and begins to fall off above that altitude. Lesser amounts of power are available as the plane climbs toward its combat ceiling.

*Full throttle height is the height at which full throttle is required to produce the indicated power in the chart. The power will decline above that height.

Nitrous Oxide Injection (GM-1)

Nitrous oxide injection (GM-1) is used to increase the rated power of the engine above the maximum rated altitude. Unlike MW50, GM-1 does not require increased manifold pressure to increase power. It boosts the power by introducing a greater amount of oxygen into the cylinder for each charge at a given manifold pressure. It also acts as a coolant and anti-detonation agent. Therefore, GM-1 is never used below the rated altitude of the engine. It is used at high altitudes to increase power. Flight simulator allows for the effects of GM-1, however, it does not allow separate operation of MW50 and GM-1. The same switch is used to activate emergency power for both GM-1 and MW50.

Flight Characteristics

The Ta 152 H-1 is very much a "Pilot's" aircraft. It will reward the skilled operator, but will turn on the novice with great malice. It boasts superb control harmony and is very maneuverable, however, beware the accelerated stall. The aircraft will whip into a spin with almost no warning and recovery is quite challenging. Aileron turns are a bit slower on this aircraft because of the long wing span, however, the lower wing loading allows this aircraft to turn much more tightly than the standard Fw 190D. The stall is not quite as severe as on the standard Fw 190 series because of the greater roll damping, but it is still fairly sudden.

Stalls

A stall in the Ta 152 H-1 in clean configuration is fairly straightforward but requires quick corrective action. Avoidance is still the best policy. In the landing configuration, with flaps and gear down, there is more warning and the left wing will drop more gently. Accelerated stalls should be avoided completely, as the aircraft tends to snap roll the opposite direction and go into a spin. A high level of situational awareness is required when flying this aircraft near its limits.

Spins

Like any high performance plane of this type, spins are not recommended. The aircraft will tend to lose a great deal of altitude if recovery is not immediate. Power-on spins are much worse; if the aircraft spins with power on, cut the power, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

REFERENCES

Other invaluable assistance was provided by the following people:

Steve McDevitt, Collings Foundation B-17G captain, airshow/warbird/airline pilot
Ed Knitter Head mechanic for “Wings of Eagles” B17G “Fuddy Duddy”
Lt. Fred Blechman, U.S. Navy Corsair pilot and author of "Bent Wings"
Joe Worsley, Bombardier/Navigator, B-29. 22 missions.with the 462nd (Hellbird) Bombardment Group, (VHB), 20th Air Force,.CBI-Western Pacific Theater,(3 Battle Stars, 3 Distinguished Unit Citations,) DFC, Air Medal(2BOLC), Purple Heart, WWII VM, )
Chuck McClure, U.S. Army Air Force B-29 Aircraft Commander
Col. Ernie Bankey, U.S. Army Air Force P-51D/P-38 pilot/Ace-in-a-Day
Harry Goldman, U.S. Army Air Force B-26 pilot/First Pathfinder Division
Gene Koscinski, U.S. Army Air Force B-24 Bombardier
Bud Lindahl, U.S. Army Air Force B-24 Navigator/Bombardier
Judge Donald H. Foster, U.S. Army Air Force Instructor and Ferry Pilot
Gordon Rapp Certified instructor / T-6 owner
Roy Test, U.S. Army Air Force B-17G co-pilot (32 missions)
George Muennich, Luftwaffe pilot (He 111, Do 217, Ju 52, Fw 190, He 177)
Lt. Clyde B. East, U.S. Army Air Force F-6C/D Mustang pilot/Ace (13 victories)
Michael Karatsonyi, Luftwaffe Me 109 G pilot
Mike Dornheim, Aeronautical Engineer and aviation journalist

CREDITS

Microsoft

The creators of Microsoft Flight Simulator 2004

Aircraft modeling, panels and gauges

Malinowski, Krzysztof

Rogalski, Robert

Flight dynamics

SimDynamics Research

Visual effects and sound

Gentile, Scott

Quality Control

The team

Manual

Gentile, Scott

SimDynamics Research

Special Thanks to:

Tim Gallagher, John Foust, Ed Knitter, Sean Doran, Robert Swain

Very special thanks to:

The many WWII air combat veterans who took the time to share their experiences with us, and being so helpful in our quest to create the ultimate re-creation of these aircraft. Thank you to all of our friends and families that stuck by us and worked hard to support us.

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Wings of Power Focke Wulf “Long Nose,”

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