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Contents • • • • • • • • • • • • • • • • Development [ ] Fw 190 [ ] The Fw 190's engine was originally designed for bomber and transport aircraft flying at medium altitudes in the 15,000 to 20,000 feet (4,600 to 6,100 m) range. In keeping with this role it used a relatively simple single-stage that lacked performance above 20,000 feet (6,100 m) altitude. This presented a problem for fighter use, where high-altitude performance was desirable. Through careful tuning, the Fw 190 instead emerged as a powerful medium altitude design. Several experimental models of the 190 with different engines were tested with improved high altitude performance, but these were not high priority projects. The entry of the into the war brought with it a series of and optimized for operations at higher altitudes, around 25,000 feet (7,600 m).

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At these altitudes, the 190 found itself at a distinct disadvantage, and this problem became acute in early 1944 when the arrived in quantity. This led to the introduction of the, mounting the E engine. This engine had a two-stage supercharger and much better altitude performance. However, the rest of the aircraft's design, especially the relatively short wings, made it difficult to fly at high altitudes. While the D-9 upgrade was expedient, it was not ideal. High-altitude fighters [ ] Rumors of the, which would cruise at altitudes at which no German aircraft could comfortably operate, added impetus for a dedicated high-altitude design. The (German Air Ministry, or 'RLM') requested proposals from both Focke-Wulf and Messerschmitt for a high-altitude interceptor.

Messerschmitt answered with the, and Focke-Wulf entered a range of designs; the Fw 190 Raffat-1 (Ra-1) fighter would replace the existing 190D series, the Ra-2 was a dedicated high altitude fighter, and the Ra-3 was a. These designs developed into the Fw 190 V20 (Ta 152A), V21 (Ta 152B) and V30 (Ta 152H), all based on the 190D-9 but with varying degrees of improvement. The V20 used the same Jumo 213E engine as the Fw 190D-9, while the V21 used the DB 603E.

Neither of these offered any significant improvement over the 190D-9, and further development of the Ta 152A and B was cancelled. The V21 airframe, however, was further modified as the V21/U1 and became the prototype for the Ta 152C.

[ ] Japanese version [ ] The acquired, in April 1945, the licence, schemes and technical drawings for manufacturing the Ta 152 in Japan. During the last stages of the conflict in Germany, with the plight of the Japanese armed forces growing ever bleaker, a large volume of the latest aviation technology Germany had to offer was given to or bought by both the Japanese army and naval air arms in the hopes that it would stem the tide of defeats and ever increasing pressure by the superior Allied air forces. Design [ ] Kurt Tank originally designed the Ta 152 using the 44.52 litre displacement engine as it offered better high-altitude performance and also a greater developmental potential. The DB 603 had been used in the prototypes but had many problems and was considered too difficult to implement in the Ta 152 by RLM officials. With this in mind, Tank focused his efforts on the 213E as the Ta 152H's power plant. However, he insisted that the DB 603 be retained for the Ta 152C versions and as an option for later versions of the Ta 152H.