Nazi Germany (1940)

Type: Reconnaissance aircraft

Number built: 864

In the late 1930s, the Luftwaffe received substantial resources which allowed for the development of many new series of aircraft. While the Luftwaffe would take on numerous new roles in the new modern military, reconnaissance of enemy territory would remain a crucial aspect of their operations. This reconnaissance work involved identifying weak points and reporting any enemy activity which could prove threatening to the situation on the ground, or presented an opportune target for the air force. The primary responsibility for these tasks fell to light, tactical reconnaissance aircraft. Initially, the Hs 126 was chosen for this role, early combat experience revealed the need for a modern replacement. This led to the development, and introduction, of the well-known twin-engine Fw 189, designed by Kurt Tank.

History

Following the rise of the Nazi party in Germany, significant investments were made in both the Army and the Airforce. The latter, in particular, experienced rapid expansion, through the introduction of a series of new aircraft designed to fulfill various roles. This was no easy task for the Germans, as following the end of the First World War, they were prohibited from developing new aircraft. As a result, they essentially had to start from scratch. For short reconnaissance flights, the Hs 126 was selected. Despite its outdated appearance, this high-wing parasol aircraft proved to be well-suited for the role. However, it was not without flaws.

As production began, the first aircraft of this type was field-tested during the Spanish Civil War. While it performed excellently in its intended role, two major issues were identified. First, the rear gunner also served as the observer, requiring him to switch between these roles depending on the combat situation. The gunner/observer’s primary responsibility was to act as a vigilant lookout, constantly scanning for potential threats while simultaneously surveying the battlefield. This dual role required sharp focus and the ability to quickly assess and respond to emerging dangers, and naturally proved challenging. Second, the aircraft’s low speed, while beneficial for reconnaissance, made it vulnerable to enemy fighters. Essentially, a third crew member was needed, along with an increase in speed, to address these shortcomings.

The initial deployment of the Hs 126 in Spain quickly demonstrated to the Germans that the aircraft would soon become obsolete. In response, the Reichsluftfahrtministerium, or German Air Ministry, issued a request for a potential replacement in February 1937. The requirements were straightforward: the new aircraft needed to accommodate a crew of three, provide excellent all-around visibility, achieve a higher maximum speed, and carry an improved defensive armament. Additionally, the RLM decided to include a bomb rack capable of carrying at least 200 kg, reasoning that it would be advantageous to drop bombs during reconnaissance missions.

Three companies reached the final stage of this competition: Arado with the Ar 198, Focke-Wulf with the Fw 189, and Blohm & Voss with the BV 141. Among these, only the Ar 198 had a conventional design by the standards of the time. The Fw 189 featured a central glazed nacelle flanked by two tail boom-mounted engines. The BV 141, however, stood out with its highly unconventional asymmetrical design.

The Focke-Wulf design team, led by renowned German aircraft designer Kurt Tank, and supported by E. Kosel conceived a twin-boom aircraft powered by two engines. The central section featured a large, fully enclosed, and heavily glazed fuselage. They also proposed that the aircraft could be adapted for various roles by simply using different fuselage sections. The paper proposal and calculations were completed quickly and presented to the RLM in February 1937. Although the RLM officials were initially uncertain about the Focke-Wulf design, they eventually placed an order for the construction of three prototypes. Interestingly, when the request for a potential replacement for the Henschel Hs 126 was issued, there was no specification that the aircraft had to be powered by a single engine.

Work on the first prototype, designated Fw 189V1 (D-OPVN), began in April 1937. This aircraft was powered by two 430-horsepower Argus As 410 engines. By 1938, the prototype was ready and underwent flight testing by Kurt Tank himself in July of that year. The prototype demonstrated excellent performance and had no major issues.

The second prototype, designated D-OVHD, was flight-tested in August 1938. It was used to test the installation of armaments, including machine guns and bombs. Two 7.92 mm MG 17 machine guns were mounted inside the wings, one (or possibly three, depending on the source) machine gun was installed in the aircraft’s nose, one in the dorsal position, and another in the cone-shaped turret at the rear of the fuselage. Four bomb racks were also added under each wing, each capable of carrying up to 50 kg of bombs. If necessary, the aircraft could be equipped with chemical containers filled with either poison gas or smoke.

A third prototype, designated D-ORMH, followed and was flight-tested in September 1938. This variant was essentially a direct copy of the previous two but without armament. It was primarily used for testing the installation of Argus automatic variable-pitch propellers.

All three prototypes demonstrated excellent overall performance, while their competitors were less fortunate. The Ar 198 was quickly eliminated from consideration due to its poor performance, with only one prototype ever built. RLM officials were uncertain about the next steps, as both the Fw 189 and BV 141 were unconventional designs that were considered unproven. It is not far-fetched to suggest that the RLM had concerns about whether the BV 141 could even be flown reliably in field conditions, leading them to favor the Fw 189 instead. As a result, Focke-Wulf received a production order for four additional prototypes.

Anticipating a major production order, the fourth prototype (D-OCHO) was designated as the basis for the first production variant, named the Fw 189A-0. This variant was powered by two more powerful Argus As410A-1 engines, each producing 465 horsepower. The armament was reduced to just two machine guns.

While Focke-Wulf was making plans for the potential production of the first Fw 189A-0 aircraft, the company’s officials were disappointed and shocked when the RLM informed them that the Hs 126 would not be replaced by the new Fw 189. The Luftwaffe had changed its mind, deciding that the Hs 126 did not, in fact, need to be replaced.

Finally, into the production

Despite its potential, Focke-Wulf could do little to advance the design at the time given the news from the Luftwaffe. Not wanting to waste a promising project, Kurt Tank and his team continued working on it at a slow pace, and at low cost. However, following the successful conclusion of the campaign in France in June 1940, Luftwaffe officials reassessed their opinion on the Hs 126. It became clear that this aircraft was obsolescent in its intended role, and an urgent replacement was needed. The only available aircraft that could potentially fill this role in a short time was the Fw 189.

As a result, Focke-Wulf received its first production order for 10 Fw 189A-0 models in the summer of 1940. The company was also instructed to proceed with the development of the A-1 variant, which was to enter production as soon as possible. However, Focke-Wulf was already heavily involved in the development and production of the new Fw 190 fighter, making it difficult to meet the demands for the Fw 189.

To expedite production, an aircraft manufacturer in Prague was contacted to assist with manufacturing. Even this was not sufficient, so Focke-Wulf moved the production of the Fw 189 to France, utilizing several captured aircraft manufacturing facilities. The Focke-Wulf factories in Bremen and the Aero factories in Prague ceased Fw 189 production in late 1942 and 1943, respectively. Production continued in the French factories until January 1944, when it was finally halted.

The production by years was as follows.

Main Production Variants 

The A-series was based on the V4 prototype. Unlike the prototype series, it did not include the nose-mounted machine guns. Instead, its main armament consisted of two machine guns mounted in the front wing roots, with an additional one or two located at the rear. If needed, a bomb rack could be installed. Given the aircraft’s specific reconnaissance roles, it could be equipped with various types of cameras. The A-1 model was essentially a direct copy of the fourth prototype, with slight modifications made to the engine cowling to enhance its aerodynamic profile.

At least 30 Fw 189A-1 aircraft were modified for use as night interceptors for use against slow, low flying biplanes on the Eastern Front. To fulfill this role, they were equipped with a FuG 212 C-1 aerial interception radar, distinguished by its forward antenna. Additionally, a fixed MG 151 cannon, either 1.5 cm or 2 cm in caliber, was installed in the rear, angled upward to target enemy aircraft from below.

Combat experience quickly revealed that the Fw 189 needed a stronger defensive armament. In response, the Fw 189V9 prototype was tested with the installation of two twin 7.92 mm MG81Z (Z stands for Zwilling – twin) mounts. As these proved reliable, they were adopted for the A-2 variant, which entered production around mid-1941.

Shortly after its introduction into service, it became evident that a dual-control training variant was necessary to properly train pilots. Since the B variant did not enter mass production, a solution was required. The most cost-effective option was to modify an existing Fw 189A with dual controls. This led to the creation of a small production series of training aircraft, designated as the A-3. Some of the older aircraft from the A-0 and A-1 series, as well as prototypes, were repurposed for this variant.

The A-4 was designed as a light ground-attack variant. It was armed with two forward-mounted 20 mm cannons and two MG 17 machine guns. Additionally, armor was added to protect vital components such as the fuel tanks, engines, and central fuselage. An unknown number of these variants were produced beginning in late 1942.

A few aircraft adapted for the African theater of war were equipped with dust filters and designated as the Fw 189A-1 Trop.

Nicknames

Interestingly, Kurt Tank himself nicknamed this aircraft Eule (Eng. Owl). Allegedly, the inspiration for this name came from the large, owl-like shape of the cockpit. The RLM media referred to it as Das Fliegende Auge (Eng. The Flying Eye), while those who operated it on the front lines called it Uhu (Eng. Eagle Owl).

In Combat

During 1940, the first produced Fw 189 aircraft were allocated to various Luftwaffe experimental and training units. Their purpose was to test and evaluate the new Fw 189’s performance. For example, the Lehrgeschwader 2 (Eng. Training Squadron) was supplied with five Fw 189A-0 aircraft, which were flight-tested against the Hs 126. After a series of evaluation flights, the Fw 189 was declared superior in all aspects. This conclusion was a key reason why Luftwaffe officials decided to adopt the Fw 189.

Due to the slow pace of production, when the war with the Soviet Union broke out in June 1941, only about 250 Fw 189s were available for service. This number was barely enough to outfit all units, so the Hs 126 had to remain in use.

By 1942, the Fw 189 began gradually replacing the Hs 126 as the main German tactical reconnaissance aircraft. According to German records from September 1942, out of 317 short-range reconnaissance aircraft, 174 were Fw 189A-1 and A-2 models.

Their service on the Eastern Front demonstrated that these aircraft, despite their seemingly fragile appearance, were quite robust and capable of withstanding heavy damage. For example, on the 19th  May  1942, a lone Fw 189 was attacked by Soviet fighters near the Taman Peninsula. The left engine of the Fw 189 sustained such severe damage that it fell off. Assuming the aircraft was doomed, the Soviet fighters broke off the attack. However, the pilot did not give up and managed to fly the damaged Fw 189 back to German lines, where he executed an emergency landing. The aircraft suffered additional damage during the crash landing, yet it was eventually repaired and returned to service. Despite their durability, several Fw 189s were lost, along with other equipment, during the encirclement of German forces at Stalingrad. In one unusual incident, a Soviet fighter pilot, after running out of ammunition, rammed a Fw 189 near Stalingrad, successfully severing its tail.

By 1943, the Soviet Union’s increased fighter production made short-range operations too dangerous even for the Fw 189. Reconnaissance missions became nearly impossible without a fighter escort. After 1943, the Fw 189 was primarily employed for ground attack operations against Soviet Partisan positions, achieving notable success. However, with the Soviet fighter force continually growing, the days of the Fw 189 were numbered. By 1944, it was rarely used in its original reconnaissance role and often became a priority target for Soviet fighters once spotted. Despite this, the aircraft remained effective in some areas, such as Finland, where it continued to be used until September 1944.

The Fw 189 was primarily operated on the Eastern Front, including Finland. The only other front where it saw limited use was in North Africa. A small number of night interceptor variants, some 30, were assigned to two units, Nachtjagdgeschwader 5 and 100 (NJG, or Night Fighter Squadron), and served late into the war. Tasked specifically with countering Soviet Po-2 biplanes that harassed German railroad lines, NJG 100 earned the nickname Eisenbahn-Nachtjagd (Eng. Railway Night Hunt). The Fw189 performed excellently in this role, bringing down many Soviet night bombers in the process.

Beyond its original role, the Fw 189 also saw service as a light bomber and VIP staff transport. For example, the A-1 variant was used as a personal transport for Field Marshal Albert Kesselring. By late 1944, most of the surviving Fw 189 aircraft were relegated to training duties.

Failed Proposals 

Although the Luftwaffe initially did not adopt the A variant, they showed an interest for the crew training variant designated as the Fw 189B. This version featured a less-glazed fuselage and dual control units. However, only a small number of these variants were produced.

The first year of the war revealed that the Germans lacked a dedicated armored close support aircraft. In response, Focke-Wulf proposed the Fw 189C as a potential solution. This variant featured a small, cramped, but well-protected cockpit, replacing the previous large fuselage. However, due to poor visibility and handling issues, it was not adopted for service.

The Fw 189D was proposed for naval use and was equipped with twin floats. It was essentially based on the Fw 189B variant, but no further developments materialized.

Focke-Wulf also experimented with various engines. The Fw 189E was tested with the French GR14M 700 hp engine. Unfortunately, the prototype was lost in an accident while being transported from France to Germany in 1943. The Fw 189F, based on the A-2 variant, was powered by the As 411MA-1 600 hp engine and used to test electrically powered landing gear. Although the tests were successful, only 17 units were built in 1944 before the production of the Fw 189 was discontinued.

The Fw 189F-2 was an improved version with enhanced armor protection, but it did not progress beyond the proposal stage. The last proposed variant, the Fw 189G, was intended to be powered by As 402 950 hp engines, but it also failed to materialize.

Other operators 

During the later stages of the war, the Hungarians received over 28 Fw 189 aircraft. Despite the relatively small number of planes, these were used extensively by Hungarian forces. The Slovakians also received 14 Fw 189A-1s between 1942 and 1943, which were employed in the Crimea. Some surviving aircraft were even used against the Germans during the failed Slovakian uprising in late 1944, with at least six managing to escape to the Soviet Union. Bulgaria received several Fw 189s, which were deployed on the Eastern Front. Additionally, eleven Fw 189s were supplied to Romanian forces, primarily for training purposes, but most were eventually captured by the Soviets. After the war, one aircraft was operated by the RAF for evaluation purposes, but it was lost in a storm while being stored.

After the war

When the war ended, there were few surviving Fw 189. The British managed to capture one in working condition. It was  extensively used by the British pilot Captain Eric Brown, who was the chief test pilot of the Royal Aircraft Establishment at Farnborough. He was involved in a British project tasked with taking over German war research installations and interrogating technical personnel after the war.

He was quite impressed with the overall performance of the Fw 189. After many hours of flying, he noted only one instance of engine failure. Even with just a single engine, the aircraft remained pleasant to fly without significant issues. The main drawback Captain Brown observed was the rather poor forward visibility, despite the extensive glass coverage in the front section. This limitation was primarily due to the shape of the nose. Nevertheless, Captain Brown described the Fw 189 as;

“… A Versatile little beauty to fly and a great asset to the German Army’s ground troop..”

Technical characteristics

The Fw 189 was designed as a twin-engine reconnaissance aircraft with a unique construction. Its centrally positioned fuselage featured extensive glazing and housed the cockpit at the front, followed by a small crew area and a gunner’s compartment at the rear. The fuselage was bulkier at the front and tapered toward the rear. Access to the crew area was provided through two hatches above the cockpit and a larger hatch at the rear. Although the extensive glazing left the crew more exposed to enemy fire, it was ideal for its reconnaissance role, offering excellent all-around visibility.

The wings are composed of two distinct sections. The central, square-shaped panel connects the nacelle and engines, while the second section extends outward from the booms. The wings feature a metal base covered with duralumin, though the ailerons and split flaps are clad in fabric. At the rear, the twin-tail assembly includes two large rudders, which are joined by a single long elevator. Both control surfaces on the tail are also covered in fabric.

The aircraft was powered by two 465 hp Argus As 410 A-1 12-cylinder air-cooled V-12 engines. These engines demonstrated remarkable effectiveness and reliability, even under the harsh winter conditions of the Eastern Front. With these engines, the Fw 189 achieved a maximum speed of 335 km/h, though exact figures may vary between sources. Each engine drove a two-blade, constant-speed propeller. Fuel was stored in two 110-liter tanks, which were housed in the tail booms. The Fw 189 had a maximum operational range of approximately 670 km.

The landing gear consisted of larger road wheels positioned under each engine nacelle, with a pair of smaller wheels extending from the elevator. Initially, the aircraft used an ‘H’-shaped landing gear leg design, but this was modified during production. To enhance stability during landing, each landing gear leg was equipped with a shock absorber. The front landing gear units were lowered using hydraulic systems, while the rear smaller landing gear units descended under their own weight. When the aircraft’s speed dropped below 160 km/h, the landing gear automatically deployed in preparation for landing. If the pilot wished to override this action, they had the option to disable it by pressing a switch inside the cockpit.

The aircraft’s crew consisted of three members: the pilot, the navigator, and the rear gunner. The pilot occupied the front of the cockpit, while the navigator sat directly behind him. In addition to navigation, the navigator operated the camera equipment and managed the upper rotating machine gun mount. He was also responsible for radio operations. The rear gunner, the final crew member, served as both machine gun operator and the flight engineer.

The primary armament of the Fw 189 consisted of two forward-mounted 7.92 mm MG 17 machine guns, operated by the pilot. The early design included a single machine gun in a rotating mount positioned on the dorsal side. A rear cone-shaped rotating turret housed additional machine guns, initially equipped with drum-fed MG 15s. These were later replaced by four belt-fed MG 81s, which offered a higher rate of fire. Additionally, the aircraft was equipped with two bomb racks under each wing, capable of carrying a 50 kg bomb or, alternatively, smoke gas or chemical containers though the latter were never actually used in combat.

For conducting reconnaissance operations, various camera equipment was utilized. Typically, an RB 20/30 camera was employed. However, depending on the specific task, this could be augmented or replaced by other models such as the RB 50/30, RB 21/18, or R.R 15/18. Additionally, the navigator was equipped with smaller handheld cameras. For communication, the FuG 25 radio was used.

Production Versions

• Fw 189V– Small prototypes series
• Fw 189A0 – Small pre-production series
• Fw 189A-1 –  Main production variant
  • Fw 189A-2 – Improved model with better defense armament
  • Fw 189A-3 – Dueal control trainer, limited production only
  • Fw 189A-4 – Ground attack variant armed with two 2 cm cannons
• Fw 189 Trop – A small number of aircraft modified for use in North Africa

Prototype and Proposed  Versions

• • Fw 189B – Trainer variant that was built in small numbers

• Fw 189C – Ground attack variant, did not go beyond a prototype stage

• Fw 189D -Experimental variant equipped with twin-floats,
• Fw 189E – Powered by an As 411MA-1 600 hp strong engine. After the prototype was lost in 1943 the project was abandoned
• Fw 189F-1 – Powered by an As 411MA-1 600 hp strong engines, A small series of 17 aircraft of this type were built in 1944
  • Fw 189F-2 – Slightly improved model, none were built
• Fw 189G – Paper project powered by As 402 950 hp engines

Operators

• • Germany – Main use of this aircraft
  • Hungary – Operated less than 30 of these aircraft
  • Slovakia –  Received 14 Fw 189A-1s between 1942 and 1943,
  • Romania – Used an unknown number but mostly for training

• Bulgaria –Opertaed 14 such aircraft

• • Soviet Union – The Red Army on occasion managed to capture some Fw 189 that they put into use

• UK – British Force captured at least one working Fw 189 after the war

Surviving aircraft

It is believed that only one Fw 189 aircraft has survived to this day, and it has a remarkable history. The aircraft was shot down by Soviet fighters in May 1943 near Murmansk in northern Europe. It crash-landed in the woods, resulting in the deaths of the navigator and the rear gunner. The pilot, Lothar Mothes, survived the crash landing and managed to reach the German defense lines two weeks later. Although the Soviets recorded the crash site, they did not recover the wreckage. It remained there until 1992, when British aircraft enthusiast and restorer Jim Pearce initiated a recovery effort. Using a helicopter, Pearce salvaged the relatively well-preserved Fw 189 wreckage and transported it back to the UK for possible restoration.

The aircraft was publicly displayed at the Biggin Hill Air Show in 1996, where pilot Lothar Mothes had the opportunity to see his lost aircraft once more. Despite his hopes, Pearce was unable to secure the funds necessary for a full restoration, so the aircraft was sold to G. Allen’s Flying Heritage Collection in 2007. Over the following years, the aircraft underwent nearly complete restoration. Hopefully, one day, this sole surviving Fw 189 will once again take to the skies.

Conclusion

Despite its unusual design, especially for the early stages of the war, the aircraft proved to be remarkable in many respects. Its glazed cockpit provided an excellent all-around view. The engine was reliable, with no major mechanical issues reported. Although it had a somewhat fragile appearance, the aircraft was noted for its robust performance.

Although originally designed for reconnaissance operations, the Fw 189 also proved successful in various other roles. In conclusion, the Fw 189 was undoubtedly one of the best German aircraft designs to see service during the Second World War.

Illustration

Credits

• Article written by Marko P.
• Edited by  Henry H.
• Illustration by Oussama Mohamed “Godzilla”

Source:

• D. Donald (1996) German Aircraft of World War II, Orbis Publishing
• D. Nesic  (2008)  Naoružanje Drugog Svetsko Rata-Nemacka
• D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
• J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putnam
• G. Punka (1993) Focke-Wulf Fw 189 in Action, Signal Publication
• Captain E. ‘Winkle’ Brown (2010) Wings of the Luftwaffe, Hikoki Publication
• T. Boiten () Nachtjagd Combat Archive – Eastern Front and The Med, Red Kite
• https://vintageaviationnews.com/warbirds-news/unique-focke-wulf-fw-189-offered-for-sale.html

Source:  https://www.luftwaffephotos.com/#fightermenu