Nazi Germany (1945)

Fighter: Approximately 60 built

Introduction:

Throughout the Second World War, the job of the interceptor would become ever more challenging. Their targets, mostly bombers and photo reconnaissance aircraft, would fly ever higher and faster thanks to new advancements in turbo and supercharging. With Germany under a state of permanent siege and surveillance by aircraft like the Boeing B-17 and De Havilland Mosquito, it was clear the Luftwaffe needed a specialized interceptor to effectively reach these high flying threats and the multitude of new fighters that were appearing in growing numbers. After several failed attempts to develop the Fw 190 into such an interceptor, Kurt Tank designed the Ta 152H. The short lived design incorporated all of the available developments in high altitude flight available to German aviation in an attempt to create the ultimate high altitude fighter.

High altitude threats and Interceptors

In the summer of 1941, the Mosquito was making its first reconnaissance sorties and becoming one of the gravest threats to German aerial defenses. Operating above 7km and capable of reaching speeds upwards of 560 km/h, the aircraft was almost untouchable after it had reached its destination. Once they had taken their photos, they turned for home and entered a shallow dive that allowed them to accelerate to speeds beyond those of pursuing fighters who were not already chasing them from a higher altitude. With such a small interception window, they were a chief concern to the Luftwaffe. Doubly so were the bomber variants of the aircraft, which raided targets all over North Western Europe.

The following year saw the entrance of the United States into the Second World War, their air force possessing some of the most capable high altitude aircraft at the time. Investments in engine turbocharging allowed them to field a number of bombers and fighters with exceptional high altitude performance. B-17’s were conducting regular operations above 7 km. At first, they undertook operations at significantly lower altitudes, never straying too far from their air bases in southern England, but it was becoming clear that they would soon pose a threat that the Luftwaffe was ill equipped to combat.

The only two fighters of consequence employed by the Luftwaffe, the Bf 109 and Fw 190, were effective low to medium altitude fighters. However, through 1942, both were operating with engine power restrictions, and supercharger related performance bottlenecks. While inferior alloys and lubricants were causing a variety of issues, that was less of a concern than the engines themselves not being designed for use at high altitudes. The Bf 109G’s DB 605A, with its variable single stage blower, provided a full throttle height of roughly 6.5 km, depending on the variant. The Fw 190’s BMW 801, with its significantly simpler, single stage, double speed supercharger, was even worse off. Its critical altitude was only roughly 6 km, leaving it, and the 109, distinctly lacking in power at the over 7.5km B-17’s often flew at. Above these altitudes, neither engine could maintain the manifold pressure needed for combat power, putting them at a distinct disadvantage in trying to catch the Mosquito, or fighting American high altitude fighters which were soon making forays into German airspace. As the USAAF began its strategic bombing campaign against Germany proper, there were deep concerns within the Luftwaffe about the battle they were soon to fight, and for which they were clearly technically unprepared for. Even more concerning was the fear that the RAF would soon be operating the Vickers Wellington V bomber, which was reportedly capable of operating at an almost untouchable altitude of 12 km. They never entered service, but were the impetus for the creation of a specialized high altitude fighter with the Höhenjäger program.

With these anxieties building, the RLM convened a conference on the development of high altitude fighters on May 20, 1942 at Messerschmitt’s plant in Augsburg. In addition to the high altitude British bomber, further concerns were spelled out over the recent study of the new Merlin 61 engine, which, with its two stage, two speed supercharger, promised to make the Spitfire and Mosquito even more challenging opponents at high altitude. Of particularly grave concern was that the German aviation industry could not simply follow the same development path as the Allies. The poor qualities of their available alloys and the inadequate supplies of high octane fuels meant that even, if they had a factory furnished with all the tools to manufacture an engine like the Merlin 61, they simply could not build or operate it with the materials at hand.

As such, they had to pursue less conventional means of improving performance. Messerchmitt proposed a redesign of a former naval fighter proposal for high altitude use. The Me 155 carrier based fighter design, with its very long wingspan, was proposed to be converted for high altitude use, the work being done mostly at the S.N.C.A.N plant in Paris. The design would later be taken up and heavily altered by Blohm & Voss, who went on to design the Bv 155, with turbochargers and GM-1 nitrous boosting. Neither design came to fruition. A secondary design, the Bf 109H, would involve stretching the wingspan of a Bf 109F, and later G, and installing the high altitude GM-1 engine boost system. Likewise, this design was not pursued. In the end, Messerschmitt would go on to design a mass production, high altitude variant of their standard Bf 109G with a pressurized cockpit and nitrous boosting. While it would prove fairly adequate for the time, it was held back by the need for GM-1, which was difficult to transport in large quantities without a pipeline.

Focke-Wulf would face an even greater challenge with their program. While their Fw 190 was proving to be among the best medium altitude fighters of the war, its short wingspan and outdated supercharger meant it would take a considerable effort to make a high altitude fighter out of it.

The Höhenflieger Fw 190

Focke-Wulf first pursued turbocharging to get their fighter to reach the adequate level of performance for the Höhenjäger project. Almost immediately, they ran into the issue that it was almost impossible to fit a suitable turbocharger into a Fw 190A, though an externally mounted, and almost completely unwieldy unit was suggested. The first serious effort came with the proposal for the Fw 190B fighter, or Höhenjäger 1, in August of 1942. The design would take the then in production Fw 190A-3, increase its wingspan from 10.5 to 12.4 meters (increasing its area from 18.3 to 20.3 m^2), and install a pressurized canopy. The engine was initially unmodified and nitrous boosting was not pursued, in the hope a suitable turbocharger would be developed. The prototype, Fw 190V-12, began testing, but was abandoned in favor of using older, pre-production Fw 190A-0 prototypes before moving on to pre-production. The Fw 190B-0 received the new BMW 801 D-2 and several other modifications going into the new A-5 fighter. It began testing in December of 1942, and despite some faults with the pressurized canopy, which were later corrected, the aircraft had considerably better high altitude handling than the original A model. All four of the A-0’s were converted, but the program showed little promise. Despite the effort, the improvements were not enough and the aircraft was still too slow at high altitude. It was clear that the aircraft needed a heavily modified, or entirely different engine, in order to attain the level of performance needed.

In parallel with the B-project, the decision was made to re-engine the aircraft with either the Junkers Jumo 213, or Daimler Benz’s DB 603. Both promised better high altitude performance over the BMW 801 along with a considerable overall increase in engine output. The DB 603 project would proceed with the designation Fw 190C, and the Jumo 213, Fw 190D. The first Fw 190C prototype, V13, had a DB 603 installed, with an annular radiator at the nose of the aircraft and its supercharger intake mounted between its two oil coolers, these modifications presenting a longer, but more streamlined profile. Little drag was added to the airframe with the modifications initially, but they would be forced to mount the supercharger scoop externally. The aircraft first flew in March of 1942, and overheating, along with general teething issues would be noted. Two more prototypes were converted, V15 and 16, receiving the longer wing from the B-project and GM-1 equipment. Turbocharging was also proposed, but not pursued until much later on. The program continued through May at a decent pace and they were achieving high speeds, one aircraft reaching 696 km/h at 6,950 m, but overheating and engine failure remained serious issues. Similar problems were likewise being experienced with the Jumo 213. The results, however, prompted Focke-Wulf to expand the program with six more prototypes, V13,15,16, 19, 20, 21, 25, 26, and 27 carrying the DB 603, and V22 and 23 using the Jumo 213. Despite the focus on the DB 603, the company was prepared to switch to the Jumo 213, which they could obtain a much larger supply of.

The final design for the Fw 190C featured the DB 603A with its supercharger intake mounted on the port engine cowling, with various provisions for an armament of MG 131 machineguns, MG 151/20, and MK 108 autocannons. Its highest tested speed was an impressive 722 km/h at 9 km, without armament or armor plates. Production was strongly considered, and then canceled. The DB 603, in its fighter configuration, was still proving troublesome, and V13 was written off after an engine failure forced the pilot to crash land. The engine itself had a comparatively small production run compared to the Jumo 213, and was being shared with a number of twin engine bombers and night fighters. As the older, and massive Jumo 211 production lines were transitioning to the more powerful Jumo 213, it was by far the better choice for a new mass production fighter.

The Fw 190D or ‘Dora’ project continued, though its development path did not lead to a mass produced, high altitude fighter. Rather, it became a project to facilitate getting the Jumo 213 into a fighter as fast as possible, as it was one of the few German engines capable of competing with Western Allied models in most areas. The only mass produced variant, the D-9, is often mislabeled as a high altitude fighter, though its engine was designed for low to medium altitude use. A small number of high altitude models, with the appropriate engines, were produced, but were nothing compared to the D-9’s production run of well over a thousand aircraft by the end of the war.

Shifting programs aside, Focke-Wulf would continue with the new Höhenjäger II project, now seeking to build a truly superb high altitude fighter by taking several of the Fw 190C prototypes and equipping them with Hirth TK 11 turbo-superchargers. With the Fw 190B improvements, the 2000 hp DB 603 S, and a pressurized cockpit, it was hoped that a number of exceptional high altitude fighters could be produced, even if they could never reach the production figures of the Dora. They attempted to solve the earlier issue with the unmanageable size of the turbosupercharger by installing it partially outside of the fuselage, with an air scoop at its front. V18 received the necessary modifications and flew in December of 1942, with serious cooling problems being noted. Further modifications were made after the first several flights, most notable being that a larger oil cooler was mounted, the tail was enlarged to improve high altitude control, and the next prototype, V30, was re-equipped with a four bladed Schwarz propellor. Their extreme high altitude performance was superior to the C, with the aircraft reaching a speed of 670 km/h at 11 km, though they were proving far more temperamental. Turbine and engine issues continued to cut test flights short, though more prototypes were constructed through early 1943, V29 to V33. However, turbine issues persisted, and the entire scoop set up was found to be aerodynamically poor, and the design was proving very disappointing in comparison to the fully recessed models in service with the USAAF. Its performance too was deemed inadequate, and the project was canceled.

Falling behind

Apart from expedient designs, like the GM-1 boosted Bf 109’s, German efforts to produce a high altitude fighter had largely stagnated during 1943, and by the beginning of 1944, they were at a distinct disadvantage. For the past two years, most of the aero engine industry was working hard to modify their existing models to run at their full power using the inferior materials and fuel that were available to them. Among the clearest problems this caused was with the Messerschmitt Bf 109 G, or ‘Gustav’ model, which was only finally cleared to run at its full combat power in the summer of 1943, almost two years after its introduction. Under such conditions, developing new engines was a mostly hopeless effort, and to make matters worse, Allied developments in this field were unfolding brilliantly. While Focke-Wulf and Messerschmitt had failed to deliver on their high altitude fighters, the RAF began to fully transition to the use of the two-stage Merlin in their Spitfires, while the even more powerful Griffin was in development. By the end of 1943, USAAF finally introduced the P-51B, using a licensed Packard Merlin engine, and the P-47 had seen significant performance improvements which gave it unparalleled performance above 9 km. The P-51 proved perhaps the most concerning, as it not only had the benefit of a significantly more advanced engine, but it had been designed with aerodynamic concepts that were not available to aircraft designers before the war. It was an altogether modern aircraft, whereas the German air force would remain dependent on modified versions of planes which had been flying before the war had begun. The Bf 109G had fallen behind its Western contemporaries in most areas of performance, while the Fw 190 still clung to a competitive edge in low to medium altitude engagements. At high altitudes, especially above 7.5 km, there were only a comparative handful of GM-1 boosted Bf 109G’s that could really challenge the Allies, and even then, not on equal terms.

Germany did not possess the materials needed for robust and reliable exhaust valves, bearings, or more efficient, high pressure, high temperature radiators like those on Western Allied planes. However, there were areas of hopeful improvement. Foremost was that, by the autumn of 1943, German engine manufacturers had developed nickel coatings for engine pistons to overcome corrosion problems, and had modified the DB 605’s oil scavenge system to allow it to run at its originally planned combat power. While they would not be able to produce engines as reliable as those in the service of the RAF and USAAF, it was clear that the performance disparity could be reduced. Just as crucially, improvements were being made in regards to radiator design, particularly the annular units which were being tested on the high altitude Focke-Wulf projects. The new AJA 180 on the Fw 190 series was both approaching the pressure and temperature tolerance of Allied models, and was very compact, allowing the Fw 190 to retain its aerodynamic sleekness even when it switched engines.

While Messerschmitt had already succeeded in producing an acceptable high altitude fighter in the GM-1 boosted Bf 109G, Focke-Wulf’s projects took a different turn. The high altitude Fw 190D project shifted focus to produce a medium altitude fighter, the Fw 190D-9, and another project would seek to build a successor to the Fw 190, the new plane being named Ta 153. The designation changed to reflect Kurt Tank’s role as the head designer at Focke-Wulf. With this new design, hopes for significant high altitude improvements were again stoked, but as had become clear by their earlier failures, such improvements could not come from any unfamiliar solutions or technically complex methods, like turbocharging.

The Successor

The Ta 153 was so designated as it was not a variant, but a successor to the original aircraft. It featured a new fuselage and wings and the occasionally troublesome electrically driven landing gear actuators were changed for hydraulically driven ones. Being almost entirely divorced from the Fw 190’s supply chain, it was thus denied for production in March of 1943, given the amount of labor and time it would take to set up tooling. A compromise model between the design and the Fw 190D was selected, designated the Ta 152.

There were several types planned, namely Ta 152 A,B,C and H. These were standard fighters, heavy fighters for use against bombers, fighter bombers, and a high altitude interceptor. The A and B were designed to use the Jumo 213A & E, respectively, the C the DB 603, and the H, the Jumo 213E. To avoid impacting the production of the Fw 190D, the high altitude model was the first to be developed. These planes featured a hydraulic landing gear system as opposed to the electric actuators on the Fw 190, an improved vertical stabilizer from the Fw 190C program, larger wings, and a half meter fuselage extension in the rear fuselage, with the ensuing redistribution of weight helping to correct for an issue with the aircraft’s center of gravity.

While it may seem odd that they were essentially pursuing two fighter designs to succeed the Fw 190A, the Luftwaffe was desperately looking for higher performance fighters. Hopes were placed on the new Jumo 213 in the Fw 190D, and the new DB 605D in the Bf 109K, to keep pace with the Allies. The Dora was an expedient solution which could use the same supply chain as the original fighter, and the Ta 152 would be a more thoroughly improved model which would be transitioned to once the Dora’s supply chain was well established. In any case, only the high altitude Ta 152 variant was pursued with any substantial amount of resources, given it would be assigned a mission the Bf 109K and Fw 190D models were not suitable for. Jets were, of course, also quite promising, but they were still an immature technology, and it was clear that the leap from pistons to turbines could not be made in 1944.

The new fighter would be designed with both high altitude and low altitude performance in mind. To meet this challenging requirement, both the GM-1 high altitude, and MW 50 low altitude engine boost systems were to be installed aboard the aircraft. Kurt Tank selected several of the old Fw 190C prototypes to be converted for the new program, these being V18, 29, 30, 32, and 33. V33 was the first to undergo modification and was redesignated V33/U1, now featuring a three bladed VS 9 propeller, a forward fuselage lengthening of .5 meters, a rear fuselage lengthening of 0.772 m, a new high aspect wing with an area of 23.5m^2, a hydraulically actuated undercarriage, and two 20 mm MG 151/20’s mounted in the wing roots.

It first flew on July 13, 1944, and was lost after it crashed during its 36 minute test flight at Vechta. The second prototype, V30/U1, flew on August 6, and like the first, was again lost, though this time resulting in the death of its pilot, Alfted Thomas. More success was had with the third prototype, V29/U1, which flew on September 29, 1944, and the fourth, V18/U2, which flew shortly after. With pre-production beginning in November, this left them about a month to perform flight tests on their surviving prototypes.  Serious trouble with the program was encountered as late as November, when test pilot Hans Sander had to crash land his aircraft after his engine seized due to fuel starvation. It was found a hydraulic valve had been installed in the fuel line, an accident most likely a result of the aircraft’s rushed development.

The losses and damages experienced at this point in testing were threatening to seriously interrupt the pace of the project, but in the end, they rushed through development with some of the stability issues unresolved. This effectively led to the aircraft entering production with only slight adjustments from the prototypes. However, the plane was achieving good high altitude performance, both in terms of speed and ceiling. Test pilot Friedrich Schnier would fly V29/U1 to an incredible height of 13.6 km on January 20th, 1945. Beyond this, the fourth and final converted aircraft was V32/U1, which was fitted with a four bladed Schwarz propeller and the new MG 213 revolver cannon. It first flew in January of 1945, though none of the equipment would be worked into any production aircraft.

The H was unique among the Ta 152 series, with its long, high aspect wings designed for high altitude use, a pressurized cockpit, and the installation of both the GM-1 high altitude, and MW 50 low altitude boost systems. While together, they promised incredible performance at any height, GM-1 was never carried aboard any of the operational fighters due to its container’s adverse effects on stability. Eager to have this aircraft as soon as possible, Focke-Wulf sprinted through its development, and the Ta 152H entered pre-production in November of 1944. The extremely rapid pace of development was emblematic of the very desperate situation the German air force was in at the time. This resulted in the delivery of an aircraft that was effectively unfinished.

The Ta 152H-0 entered service without several of the key features that the plane was set to carry, lacking the outer wing fuel tanks, and the engine boost systems. As such, it was considerably lighter, and better handling than the planned production model, but without the boost systems, it was much slower.  For the time being it judged necessary, as there were serious weight distribution issues with wing fuel tanks and boost systems aboard. While it was designed with wing tanks, GM-1, and MW 50, the production model of the aircraft would not be permitted to fly with all three. In the end only the MW 50 and the wing tanks were permitted to be used together, but the GM-1 system would prove more troublesome. A stop gap solution late in the war would allow for the use of GM-1, but only GM-1. By the time the war ended, there was still no solution on how all three pieces of equipment would be added to the plane without jeopardizing its flying characteristics.

It was in this rough state when it was delivered to the Luftwaffe for testing in December. Due to supply chain issues, production was slow and the aircraft were finally delivered to the Luftwaffe until January 27, 1945.

Operational History

Given their very late introduction during the war, the Ta 152H saw very little action and its combat record is extremely limited. The aircraft was only supplied to the Stab, the squadron staff group, and Gruppe III of JG 301, a dual night and day fighter squadron which transitioned to them from Fw 190A-8’s on January 27. The squadron had a good pool of experienced pilots already familiar with Focke-Wulf aircraft, though their mechanics would have a far more difficult task, as the Ta 152H-0 had been pushed into service without maintenance manuals. At the airfield at Alteno, they received 11 aircraft, with 16 others having been destroyed or damaged on the ground before they could reach the unit. Familiarization and training proceeded until the end of February and was not without incident. One aircraft (150037) was lost in a training incident, a second damaged but repaired, and serviceability fell from 75% to 30% after an incident with water contaminating fuel supplies. The squadron would go on to receive several more aircraft before rebasing to Sachau when Alteno was overrun. They would attempt to engage Allied bombers on March 2, but the 12 Ta 152H’s would fail to reach them, as they were attacked by the Bf 109s of another squadron which mistook their unfamiliar planes for the enemy. No aircraft were lost in the engagement. A second high altitude interception against a DeHavilland Mosquito was also attempted, though engine trouble forced the pilot to return to base before contact was made.

The unit rebased again to Stendal near Erfurt, where they joined JG 301’s Gruppe II, during which one aircraft was lost, and the pilot, Jonny Wiegeshoff, was killed on the landing approach. This was believed to be the result of the propeller reduction gear failing and becoming stuck in an almost feathered position. By March 14th, the understrength unit was supplied with several Fw 190A-9s. Outnumbered and with little security, the Ta 152H’s often flew top cover for the rest of the unit during what few operations were undertaken. On April 10, Erfurt was contested, and during the fighting, the eight serviceable Ta 152’s engaged a flight of fifteen P-47’s near Brunswick, resulting in one victory claim.

Gruppe III’s last actions were conducted from Neustadt-Glewe. On April 15th, the unit suffered its first combat loss. During operations that day, four Ta 152s sortied to attack a pair of RAF Hawker Tempests engaging in a low level sweep. According to Obfw. Willi Reschke, the Ta 152H in the number two position, flown by Obfw. Sepp Sattler, suddenly lost control and crashed before contact was made, seemingly suffering a fatal malfunction, while other accounts claim he was brought down by one of the RAF Tempests. The remaining two Ta 152’s engaged the Tempests of No. 486 Squadron. In the ensuing battle, Obfw. Willi Reschke entered an intense, low level dogfight with one of the Tempests. Near the beginning of the engagement, he fired on and struck the tail of a Hawker Tempest flown by Lt. Mitchell, his gun’s electrical circuit seemingly failing shortly after. However, when Mitchel attempted to turn away from his opponent, he lost control of his damaged aircraft and crashed. Reschke swore by the low speed maneuverability of the Ta 152, which he felt was critical in this engagement, and his survival through the last days of the war. The Ta 152H flown by the Schwarm leader, Oberstleuteneant Fritz Auffhammer, suffered an engine failure, though the pilot successfully restored power and returned to base with his supercharger broken. Sattler and Mitchel were both buried at a cemetery in Neustadt-Glewe.

The last actions of the squadron were in the last stages of the Battle for Berlin, and on April 24th, the Ta 152s and Fw 190As of the IInd and IIIrd Gruppe attacked Soviet positions and engaged Yak 9’s. The final mission was flown over Berlin in poor conditions, and during an engagement with a flight of four Yak 9’s, Hauptman Hermann Stahl was killed during the engagement, with the four Yak-9’s being claimed by the unit. After the surrender, the unit rebased to Leck in Schleswig-Holstein, where they were disbanded and one of the serviceable Ta 152H’s was transferred to England by the RAF so that it could be evaluated. A second Ta 152H was also claimed by the USAAF for evaluation purposes, the plane being another H-0 which likely belonged to a testing unit at Rechlin.

In all, the Ta 152H was never actually used for any high altitude combat operations and its service was restricted to a single under strength unit. With at most ten victories and four operational losses, it is difficult to give any appraisal for its performance from its brief career with JG 301. Obfw. Josel Keil, was the only pilot to qualify as an ace on the Ta 152H, and together with Willi Reschke, who had two credits in the Ta 152H, and 24 in other aircraft, held nearly all of the aircraft’s combat credits between them.

Handling and Flying Characteristics

While the Ta 152H’s combat record leaves a lot of questions left unanswered, most pilots who had the chance to get behind the controls of the aircraft can at least agree that the aircraft flew very well. Among its most famous advocates was Royal Navy Test pilot Eric Brown. He would praise its excellent climb performance, maneuverability at high altitude, stability, and good landing characteristics. His only negative remarks were that its roll rate was reduced over the older Fw 190A, that its stick forces were notably heavier, and that its wheel brakes were still awful and prone to fade after a few moments of use. He otherwise considered it an excellent aircraft and the best high altitude piston engined fighter he had flown, comparing it favorably to a Spitfire Mk IXX. It must be noted that he misidentifies the aircraft as an H-1 in his book, and not the substantially lighter H-0, which is visually identical.

Captain Brown’s remarks are matched by those of the pilots who assessed the aircraft in the Stab and III/JG 301. The Ta 152H-0 had the best evaluation received by a front line operator of a Focke-Wulf aircraft. The aircraft possessed most of the best qualities of the earlier Fw 1,0D-9 without having its poor accelerated stall characteristics. While still described as uncomfortable like the Fw 190D it was so similar to, it was much improved and less prone to the aggressive snap rolling. So, while the aircraft was less maneuverable, generally speaking, most pilots were more comfortable pulling harder turns. In tests at the unit, some new pilots in Ta 152H’s were able to turn with seasoned pilots in Fw 190A’s. Take off runs were short, and the landing approach could be conducted at low speeds. Generally speaking, it was a fairly forgiving aircraft. The only negative notes on the aircraft were from the findings of the Rechlin Test Center, which found the aircraft became seriously unstable in dives exceeding 600 km/h and that level flight required excessive trimming of the horizontal stabilizer.

The stick forces were notably fairly high, but they were harmonized well, and the push rod control system ensured inputs were very responsive. Stability about the vertical axis was poor, and there was a tendency to skid. This tendency grew worse at higher altitudes and motivated them to install a level flight autopilot. The aircraft possessed good visibility to the back, sides, and rear, with the view over the nose being mediocre to poor. The controls were placed conveniently, with the instrument panel layout being clean and easy to read.

Most of its good qualities were not found in the fully equipped H-1 production model of the aircraft. Numerous problems were encountered when the full set of engine boosting equipment and fuel tanks were installed and filled. The added weight of the boost systems and wing tanks was substantial, and asymmetric. The GM-1 system and the wing tanks were particularly problematic, and the aircraft was unstable if the GM-1 container and fuel tanks were filled. Stability with the GM-1 system was only possible with a ballast kit, empty wing tanks, the removal of the MW 50 system, and a set fuel limit for the rear fuselage fuel tank. These issues were not resolved by the time the war ended, and there was no way the aircraft could use any combination of these systems without seriously jeopardizing its flying characteristics. MW 50 was usable aboard only the H-1 production model, but it may not have been available to JG 301 in the field. The squadron was still mostly composed of BMW 801 equipped Fw 190A’s which did not use the system.

Mechanics generally found the aircraft easier to maintain than the Fw 190, however there were some issues. The new hydraulic system for the landing gear was experiencing teething and quality control issues. The position of the landing gear wheel well was also found to be at issue, as when launching from damp conditions, the propeller cast mud and water into the well, which made its way inside the wing. This caused issues with the hydraulic systems and the autocannons fitted in the wing root.

Comparisons with contemporary fighters

*The Ta 152H-1 could reach a maximum speed of 760 km/h at 12.5 km using the GM-1 boost system. While it was never cleared for operational use, on paper, it made the Ta 152H the fastest fighter at that altitude. The Fw 190D-9 represents a late model, having received an MW 50 boost system, as was available near the end of 1944.

The Ta 152 entered service on a battlefield where the Western Allies already had high altitude supremacy, and had a number of improved designs that had yet to make their debuts by the time the war in Europe was ending. By January of 1945, the German air force was no longer dealing just with long range escort fighters over its own soil, but virtually every fighter the Allies could throw at it, such as P-47’s, Spitfires of several marks, La-7’s, and Tempests, just to name a few.

Against its contemporary Fw 190D-9 counterpart, it is clear that the Ta 152H did not represent a comprehensive upgrade. The Dora shared much of the same fuselage, though it retained the wings and tail sections of the older Anton series fighter, and it carried the Jumo 213A engine designed for use at lower altitudes. In regards to linear speed and acceleration below 6 km, the Dora roughly matched or exceeded the Ta 152H. This, however, was not the case at higher altitudes, where the high altitude specializations of the fighter showed their worth. The Ta 152H was known to be more maneuverable in flat turns and much more forgiving in most aggressive maneuvers, a result of its high aspect ratio wings which lacked the less than ideal tendency for snap rolling without much warning that the older Fw 190’s were known for. In a dive, the Dora was notably superior, as the aforementioned wings of the Ta 152H made it notably unstable at high speed. The H-1 carried, but was not cleared to use GM-1, nor does it seem they would have ever been supplied with the mixture. This is a discrepancy of several hundred kilograms, leaving the true climb performance of the aircraft somewhat ambiguous, with a claimed 20 m/s at sea level without MW 50.

The P-51B’s and D’s had marginal differences in performance They were among the most aerodynamically clean fighters of the war, boasting an extremely streamlined fuselage, laminar flow wings, and a radiator scoop which produced thrust that offset upwards of 90% of its own drag. To increase maneuverability in high speeds and in power dives, the control surfaces were internally sealed and used a diaphragm to reduce stick forces. The engine was a Packard Merlin V-1650-7 with an intercooled, two stage, two speed supercharger. Even though the engine was actually geared for lower altitude use than its predecessor, the combination of these features made the aircraft a very fast, maneuverable fighter which could boast of high performance at most altitude ranges.

Against the Ta 152H-1, the Mustang held to a higher top speed at low to medium altitude, better maneuverability at high speed, and far better dive performance. At extreme altitudes, the H-1 outstripped the Mustang in top speed, and across most altitudes would have had better low speed maneuverability. The high aspect ratio wings of the Ta 152 both gave it better handling at high altitude, and much improved stall characteristics over its predecessors down low. Curiously enough, both the Ta 152H and the Mustang were far more maneuverable than their wing loading would suggest, a result of high aspect ratio and laminar flow wing designs, respectively. However, in the Ta 152’s case, this came at the cost of a slower roll rate, and unstable high speed dive characteristics. While the Ta 152H could prove an exceptionally challenging high altitude opponent to all of the contemporary Allied fighters, it was a competitive, but not particularly impressive aircraft at lower altitudes. Performance wise, it could be said to fly like a more maneuverable, if slower, Fw 190D when at lower altitudes.

There is of course the story of Kurt Tank himself escaping a pair of P-51’s at low altitude in a Ta 152 prototype. Near the end of 1944, the designer himself was flying one of the prototypes to a conference in Cottbus, Germany, where he was happened upon by two P-51’s. Using the MW 50 boost system in the aircraft, Tank slipped away from his pursuers and arrived in Cottbus unscathed. Some laud this encounter a sign of the aircraft’s superiority, however, it is not a useful measure of the performance of any of the combat models of the aircraft. At Kurt Tank’s instruction, the prototype in question was unarmed and, more than likely, carrying no armor plate, which would have made the aircraft substantially lighter than any operational Ta 152H fighter.

The Spitfire Mk 21 represented the final evolution of the wartime Spitfire, by then nearing its tenth year in the air. A far echo from the Mk I, the 21 featured a vastly more powerful Griffin 61 engine. Much like its late Merlin powered predecessors, it possessed an intercooled, two stage, two speed supercharger. Unlike them, it was massive and much more powerful. After incorporating structural improvements and modifying controls for high speed, the Spitfire aged perhaps the best of any fighter of the war. Compared to the Ta 152H, it lacked the sheer distance in top speed performance of the P-51, but more than challenged the Focke-Wulf in linear speed and climb rate across most altitudes. However, at and above 7 km, the 152H had a confident advantage in speed and maneuverability.

Compared to the most modern Allied high altitude fighters, the Ta 152H lost most of its edge. The P-47N and M represented the final evolution of the American high altitude fighter, featuring a new 2800 hp, R-2800 turbocharged engine, and a variety of aerodynamic improvements to increase control at high speed. By the late Summer of 1944, the Western Allies had already gained air superiority over Europe, and so the new aircraft was stockpiled in the US for use in the Pacific, with the first deliveries being made in September of 1944. There was a similar performing model in Europe, the P-47M, though it was a limited production aircraft designed for chasing V-1 flying bombs and other high speed targets. Teething issues would keep it from entering service roughly until the Ta-125H did, in March of 1945. In the end though, the Luftwaffe had become so degraded that clearly no new updated models would be required and the performance increases would not justify the effort to refamiliarize pilots and maintenance personnel.

In terms of top speed, the P-47M&N handily outperformed the Ta 152H at all altitudes, the only exception being at extremely high altitudes when the Ta 152H employed GM-1. In contrast, the Focke-Wulf enjoyed a better climb rate and was likely the more maneuverable of the two, although it was certainly less capable in a dive. The late war Thunderbolts were certainly the fastest high altitude fighter which saw combat, the Ta 152H’s of JG 301 never having carried GM-1.

The P-38L was the last fighter variant of the Lightning fighter, the first model having been in service prior to the US entry to the war. With its turbo supercharged Allison engines, it was among the first fighters of the war that was designed for high altitude use. However, by the end of the war, it left something to be desired in terms of both its top speed, and like the Ta-152H, its high speed dive performance. Its low critical Mach number meant that the plane encountered compressibility at lower speeds than all of the fighters presented here. At high speeds and altitudes, the plane locked up and would remain uncontrollable until its high speed breaks were deployed, or it had descended into lower, denser air. Of all the Allied high altitude fighters, the Lightning compared fairly unfavorably with the Focke Wulf.

Most easily glossed over is the performance compared to jet fighters, which by the time the Ta 152H was introduced, could not exactly be called new. The Messerschmitt 262 had re-entered service in November of 1944 after earlier operational problems, and once training and maintenance programs were revised, the plane quickly proved itself. While it was slow to accelerate and climb, it was unapproachable in terms of top speed. Extreme high altitude use of the temperamental Jumo 004 turbojet engine was limited, though as a means of attacking high altitude formations of Allied bombers, it was by far the best equipped aircraft Germany possessed. Its slow acceleration meant that any energy-demanding maneuvers were largely off the table, but when flown by a pilot that understood its strengths, the plane was untouchable save for when it was taking off or landing. Though largely an issue post war, the Me 262 demonstrated the difficulty in justifying further piston engine fighter development at this point in aircraft development.

Overall, the Ta 152H certainly was not a Wunderwaffe by any means. At all but the highest altitudes, the aircraft was not a particularly better performer than its preceding, and much more numerous, Fw 190D counterpart. Even at extreme altitudes, it more than had competition in the form of the Thunderbolt N and M, which not only outstripped it in performance in a number of areas, but beat it into production by several months. It’s only truly exceptional performance was achieved using a high altitude engine boost system that was never made available to the unit carrying the aircraft, and in any case, it would have required a redesign of the aircraft to be used properly. Nevertheless, it represented a stark improvement in high altitude performance over previous German fighters. It too, could boast of extreme maneuverability at high altitudes, even if it didn’t lead the pack in pure speed. Top speed aside, its wings lent it a great degree of maneuverability at high altitude, and its overall performance at and above the altitudes Allied bombers flew at was considerable. This is also to say nothing of its trio of cannons; two 20mm MG151/20’s and its single 30mm MK108, which leant it incredible striking power. While the incorporation of the Jumo 213E, MW 50, and on paper, GM-1, did not produce the pinnacle of fighter design, the result was still a capable high altitude interceptor capable of engaging the highest flying targets of its day.

Construction

The construction of the Ta 152H’s fuselage was essentially that of a modified Fw 190A-8. The fuselage was largely the same with the following modifications: the forward fuselage was lengthened by 0.772 m in order to fit in a Mk 108 autocannon, the wing connecting section was moved forward 0.420 m to correct for the center of gravity, and the rear fuselage was lengthened by 0.5 m. The leading edge of the tail was exchanged for that on the Fw 190C, being considerably larger. Given the deteriorating situation near the end of the war, the new tail surfaces were wood, rather than metal skinned. The fin and rudder were enlarged for better control, with the new surface area of the tail stabilizers measuring 1.77 m2 for the vertical and 2.82 m2 for the horizontal. The changes to the fuselage necessitated strengthening, which saw some duralumin framing elements replaced with steel. In order to reduce the number of assembly jigs they needed to produce, the forward fuselage extension was bolted through the former engine attachment points.

The Ta 152H-1 featured all the tanks pictured here, the preproduction H-0 had only those in the fuselage. (Deutchesluftwaffe.de)

The wings were entirely redesigned from the Anton and changed to a high aspect model which increased the wingspan to 14.4 m, and to an area of 23.3 m2. Structurally, it remained a monocoque structure, but its rear spar and leading edge were used to absorb transverse forces and it was structurally reinforced with additional stiffening ribs. The landing gear were the same as the Fw 190A-8’s, but they were hydraulically and not electrically operated. They mounted 740 mm by 210 mm wheels to accommodate the increased weight of the aircraft. The inboard section of the wing mounted an MG 151/20 autocannon with provisions for 175 rounds of ammunition each.

The aircraft possessed a pressurized canopy to reduce the physiological stresses of high altitude flight. It was a very rudimentary system, with the cockpit rivets being sealed with DHK 8800 paste, and the sliding hood being sealed by means of a cylindrical rubber tube liner. Pressurization was regulated by means of a 1 liter air bottle supplied by a Knorr 300/10 air compressor which was geared to the engine with no intermediate gearing. The system was engaged at 8 km and maintained a constant .36 atmospheres. To prevent windscreen fogging, it was double-paned, with silica packets installed in the gap. Quality control issues saw varying effectiveness at altitude. On the record setting flight, Friedrich Schnier reported the system leaked badly above 12 km and shortly after he suffered joint pain, impaired vision, and numbness in his extremities due to low air pressure.

The Ta 152H carried an armament of two MG 151/20 20 mm cannons in each wing root and a centerline MK 108 30 mm cannon which fired through the propeller hub. The 20 mm guns were supplied with 175 rounds per gun, and the 30 mm with 90. The gunsight was the standard Revi 16b sight, which was eventually supposed to be replaced by the new EZ 42 gyroscopic sight which, when properly used, gave the pilot an accurate gunsight lead against his target. The aircraft was well armored with two engine plates, and six to protect the pilot, with a combined weight of 150 kg. The 8 mm plate behind the pilot was judged inadequate, though plans to increase its thickness to 15 mm were not carried out. A single hardpoint could be attached to the underside of the aircraft to install a 300 liter drop tank, but there were no provisions for carrying bombs.

The engine was a 35 liter Jumo 213E inverted V-12. Originally developed from the Jumo 211, which saw heavy use in bombers much earlier in the war, the new Jumo 213 was what most of the Luftwaffe’s hopes were placed on to compete with newer, more powerful Allied engines. It featured a new AJA 180 streamlined annular radiator that supported the oil and engine coolant. Critically, it was able to operate at significantly higher temperatures and pressures than older models, though not quite at the standards of the Western Allies. However, unlike Allied models, the Jumo was heavily automated. The Bediengerat, or control device, was a hydro-mechanical computer that managed the propeller RPM, mixture, supercharger speed, and radiator based on the pilot’s throttle inputs. This helped to relieve the pilot’s workload, as the Kommandogerat did on the BMW 801 powered models.

The Jumo 213E was the high altitude model which featured an intercooled, two stage, three speed supercharger. To further improve on high altitude performance, the aircraft would use a GM-1 nitrous boosting system. The system consisted of an 85 liter tank behind the pilot, and a crescent shaped liquid nitrous tank that sat at the right front side of the cockpit. The mixture was fed into the supercharger by a pump when the system was activated. As an oxygen carrier, the job of the nitrous is to provide an oxygen rich mixture to the engine when the supercharger is operating at altitudes where it is unable to provide the compression, and thus enough oxygen, needed to maintain a high manifold pressure. For the Jumo 213E, this was above 11 km. The drawbacks of the system were its uselessness below 11 km, and the bleed off of the evaporating liquid nitrous, which prevented it from being efficiently stored aboard the aircraft beyond several hours. Unlike its use on other aircraft, like Bf 109’s and Ju 88’s, the position of the nitrous tank aboard the Ta 152H proved dangerous, as it severely impacted the plane’s stability. It is unlikely the system would have been very effective without a major redesign of the fuel and mixture tanks, as even with a ballast kit that stabilized a GM-1 carrying plane, the aircraft could not carry anywhere near its full fuel load or its MW 50 boost system. While, on paper, the system promised unparalleled performance at extreme altitudes, it was almost unusable given its unstable configuration.

The MW 50 system was the low altitude boost system. It consisted of a 70 liter tank in the port wing containing MW 50, being roughly 49% methanol and 49% water, with the remainder being an anti corrosion measure. When active, the solution was pumped into the supercharger. The system was designed to boost engine power and overcome the less than ideal quality of German aviation fuels. Poor detonation characteristics, especially of the lower octane B4 fuels, forced the Germans to run at lower manifold pressures and thus lower power to avoid damaging their engines. Methanol boosted the octane rating of the fuel-air mixture entering the manifold, and the water cooled the mixture, with both factoring to bring major improvements in engine power via their combined anti-detonation, or knock, effects. The system made its debut in the summer of 1944, and was essential in allowing the later Bf 109G and Fw 190D series aircraft to stay competitive with their Allied counterparts. However, it was not without its drawbacks. It could not be used effectively above around 6 kilometers, and it was highly corrosive, severely limiting the lifespans of corrosion prone German engines. Aboard the Ta 152, it was to be installed in either a 70 liter wing tank or a standard 115 liter tank behind the pilot.

The engine had a bore and stroke of 150 mm and 165 mm, a compression ratio of 6.5:1, and a dry weight of 1040 kg. It differed from the standard model in that it had a slightly smaller bore, and the larger supercharger assembly and the associated intercooler added some 300 kg. It used B4 fuels which had a minimum octane rating of 87. The engine drove a constant speed 3.6 m VS 9 wooden propeller with a reduction gear of 1:2.40, and produced a maximum of 1753 PS (1729 hp) at sea level and 1260 PS (1242hp) at an altitude of 10.7 km. The oil header tank sat atop the front of the engine, and the coolant tank sat at the rear. On the Jumo 213A, these had a capacity of 55 and 115 liters respectively. The entire engine assembly was a Kraftei, or power-egg, consolidated unit, allowing the engine and its associated coolant systems to be easily removed or added to the aircraft.

Its radio and navigation systems included the FuG 16ZY ground control transceiver to allow it to be tracked and directed from ground based stations, a FuG 25A erstling IFF, and a FuG 125 radio direction finder for beacon homing. Some aircraft were also fitted with a K 23 level autopilot to reduce fatigue when flying the aircraft at high altitudes and in poor weather. The autopilot was accompanied with a heated windscreen and a FuG 125 Hermine radio navigation system as part of the R11 Rüstzustand equipment package.

Production of the Ta 152H

The Ta 152H was introduced in an environment where all quality control measures had already been cut down for every aspect of production. The lack of skilled labor and poor materials meant that building a reliable aircraft engine in Germany had become almost impossible by the spring of 1944. Slave labor and foreign, drafted workers had become the base of the labor pool, as most of Germany’s factory workers had been drafted to fight, resulting in a sharp decrease in quality. This was not only a result of poor working conditions and the inexperience of the workers, but sabotage became widespread, especially among those pulled to work from concentration camps. Even more desperate measures began to be instituted in the summer of 1944, as the re-use of parts from salvaged aircraft became more commonplace, and engine test runs were ever more limited to conserve dwindling fuel supplies.

The first Ta 152H-0 was completed in November of 1944 after considerable delays due to several sets of blueprints being found to be inaccurate, and sets of jigs had been lost in France the previous summer. The first planes were sent to the Rechlin test center in December of 1944, while Focke Wulf considered how to accelerate production. While doing so, they were hobbled when the Jagerstab, which managed strategic fighter production, shifted more and more resources to jet fighters and older, established piston engined fighters. Ta 152H production standards continued to decline in the midst of the widespread economic collapse of Germany. Near the end of January 1945, it became almost impossible to build any more Ta 152H’s, as the decentralized production system began to collapse, the rail system became unusable, and the wing and fuselage production center at Pozen was overrun by the Allies.

By the war’s end, approximately 60 Ta 152H fighters had been completed at the Focke Wulf facility at Cottbus. The series suffered extreme quality control issues in service with JG 301, which included supercharger surging and the failure of a propeller reduction unit, which resulted in the death of a pilot. In April of 1945, the plans were sold and shipped to Japan, where unsurprisingly, there was no new production of the aircraft.

Conclusion

The Ta 152H is often seen as one of the great ‘what if’s’ of the Luftwaffe, but in reality, the aircraft was a good, rather than truly exceptional fighter. While on paper, the Ta 152H was to be an incredible aircraft at high altitude, it’s rushed development, and hasty introduction into service saw it fly without the GM-1 boost system that it needed to achieve these feats, and in a rather regrettable state in terms of build quality. It stacked up well against many of the older aircraft in the theaters it fought in, like the Yak-9, Spitfire Mk IX, or the P-38L, and against its contemporary Allied rivals, it was a competitive fighter at high altitudes.

Specification:

Variants:

Ta 152H-0: Pre-production model, no wing fuel tanks, no MW 50 provisions, GM-1 capability but never cleared for operational use.

Ta 152H-0/R11: Poor weather pre-production series with level autopilot. Most pre-production aircraft were built in this configuration.

Ta 152H-1: Production model, wing fuel tanks, 85 liter GM-1 provisions but not supplied due to operational concerns. 70 liter MW 50 low pressure system installed. Fuel tankage increased from 595 liters to 995 liters with unprotected bag tanks in wings.

Ta 152H-1/R11: Poor weather model, autopilot. Most production aircraft were built in this configuration.

Ta 152H-1/R21: Equipped with Jumo 213EB intercooled engine, high pressure MW 50 system installed. Not operational.

Ta 152H-1/R31: Jumo 213EB, ballast kit to allow GM-1 use. No MW 50 and fuel capacity restricted. Not operational.

Ta 152H-2: FuG 15 radio set instead of FuG 16. Canceled in December 1944.

Ta 152H-2/R11: Bad Weather model.

Ta 152H-10: Photoreconnaissance model based on H-0.

Ta 152H-11: Photoreconnaissance model based on H-1.

Ta 152H-12: Photoreconnaissance model based on H-2.

Illustrations

Credits

• Article written by Henry H.
• Edited by  Henry H. & Stan L.
• Ported by Henry H.
• Illustrated by Hansclaw

Sources:

Primary:

Aeroplane and Armament Experimental Establishment Boscombe Down Spitfire F. Mk. 21 LA.187 (Griffon 61) Climb and Level Speed Trials. 10 October 1945.

Einmotorige Jäger: Leistungsdaten, 1.10.44

Ersatzteil-Liste TA 152. Konstruktionsgruppe 7 Triebwerksanlage. Focke-Wulf Flugzeugbau G.M.B.H. Bremen.

Fighter Offensive Performance at Altitude Model P-47N-5RE Engine P&W R-2800-73 GP=45:1 Propeller-4 Blades- 13’0” DIA. (Curtis 836) War Emergency- 2800/2800 S.L. to Critical Altitude G.W.=13962 LBS. Republic Aviation Corporation. Farmingdale L.I., New York.

Horizontalgeschwindigkeit über der Flughöhe mit Sonderleistung. Leistungsvergleich Fw 190 – Ta 152. Focke-Wulfe Flugzeugbau G.M.B.H. 3.1.45

P-51B-15-NA 43-24777 (Packard Merlin V-1650-7) Performance Tests on P-38J, P-47D and P-51B Airplanes Tested with 44-1 Fuel. (GRADE 104/150). 15 May, 1944.

Smith F., M.A. and Brotherton J. Note on the performance in flight of the German jet-propelled aircraft Messerschmitt 262, Heinkel 162, and Arado 234. Royal Aircraft Establishment, Farnborough. October 1945.

Secondary:

Brown, Eric Melrose. Wings of the Luftwaffe. Hikoki, 2010.

Douglas, Calum E. Secret Horsepower Race: Second World War Fighter Aircraft Engine Development on the Western Front. TEMPEST, 2020.

Green, William. The Warplanes of the Third Reich. Doubleday & Company. 1970.

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Smith, J. & Creek, Eddie. Focke-Wulf Fw 190, Vol. 3: 1944-1945. Specialty Pr Pub & Wholesalers. 2015.

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