Focke-Wulf Ta 152 H-1 Extreme Speed At High Altitudes.
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- čas přidán 20. 11. 2019
- This video covers the Ta 152 H-1 which was the high altitude variant. Sadly there isn't a lot of original source materiel for this airplane, at least not as compared with Allied aircraft or even other German fighters. Thus, I had to interject a lot of my own opinions, more than I would have liked. Still, I do think I covered the key technical aspects reasonably well.
Another issue is the lack of photographs of the plane. There are so few pictures of Ta 152s that I had to use whatever I could find, many are grainy low resolution shots, and often I had to use a picture of the wrong variant.
I hope you enjoy the video. Please consider supporting this channel on Patreon: / gregsairplanesandautom...
Notes, One astute viewer (Admiral) has pointed out that the pressurization was also very important for physiological reasons. That's true. There are two factors here. First it reduces the pressure change on the body in a rapid dive. In other words, your body only goes from 26,000 feet down to 5000 or whatever, which is a much smaller pressure change than 45,000 feet down to 5000. Second, at higher altitudes it's more difficult to breath because of the low pressure. This starts to be a problem at about 40,000 feet and by 49,000 breathing is nearly impossible. So an oxygen mask alone, won't do it. The Ta 152 is made to operate in the region, thus the pressurization is super important.
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The picture at 9:59 is a Jumo 211, that snuck in there. Good job Paddy for spotting that one. Go check out his channel for awesome War Plane Footage:
/ paddypatrone - Auta a dopravní prostředky
I've been a professional aviator for 42 years, and I congrat. you on your channel.
It's technically and seriously
THE BEST.!!!
(And thanks for the NO MUSIC.)
KUDOS TO YOU.
Thanks, I appreciate it.
How do you become a professional aviator?
@@Suo_kongque When people trade you legal tender in exchange for your experienced aircraft operating skills, I prefer USD.
Yes, no music it's perfect!
Second that. If I want to listen to blaring music I’ll do that.
I love this guy. He's just so straight up and logical. It's such a breath of fresh air. I wish there were more people like him. "Thank you, Greg!"
Look up mike machat he does the same kind of videos
@@neooverby3750 Mike is great too but he is much different type of content creator. I think ive watched all of mikes videos , i know i've watched all of gregs lol. greg is very technical / engineering OF aircraft content, mike is more artistic, photography and models with history and even trivia style content. Both are very good content creators. Check out WW2bombers! he makes some great content too, along the lines of greg but not as in depth with the engineering. i wish he had more videos thats for sure!
One of my all time favourite planes the kt 152
I find myself coming back to watch these again due to the superior quality and information density. But, even if it's been a year or more, I still only get to like them once.
Translation of the slide at 21:50 (very literal, not concerned about English style points here)
IX. High altitude flight
Rescue-safety device:
A. Start oxygen breathing at 4000m and keep always active above 4000m
1. Open oxygen remote control valve. Observe pressure gauge and O2 "guardian"
2. In case of shortness of breath, use oxygen shower (press with elbow)
B. At 8000m altitude, start pressurized operation
1. (Set) rotary dial for breathing air supply to position "pressurized operation"
2. Fill sealing hose. Press valve for 15-20 seconds
3. Occasionally, observe cabin pressure gauge. Internal pressure (should be) equal to 8km
The “Sauerstoffdusche” or oxygen-shower, would be called “continuous flow” in today’s manuals, and corresponds to the emergency setting on the EROS type masks, e.g. The FW actually states, that the Sauerstoffdusche should be engaged, when experiencing difficulty breathing (Atemnot) - so in fact, this is an emergency procedure. I don’t know, if the German (or allied) oxygen systems were similar to modern systems, in the sense, that they would normally be delivering oxygen through an on-demand regulator, or of they offered the possibility of selecting either dilute or 100% oxygen. However, this oxygen shower possibility would indicate, that by the push of this button, the pilot could engage this feature, and be force feed oxygen under pressure through the mask and into the pilot’s lungs. Activation is by a ellbow activated push button. I’d imagine, that it would be a toggle valve, so as to not be required to hold the button down constantly to have the function active. Maybe, push again to cancel it again. But I might be mistaken. In diving equipment for example, there is such a button on the 2nd stage regulator (i.e. the valve that sits in the diver’s mouth). Pushing and holding that button, opens the regulating valve and air starts streaming out of the regulator; usually to clear water from the mask. But it could, of course, be used to pressure feed air into a person too; an unconscious buddy, e.g. I am bringing up this parallel, because, coincidently, I know this button known as the Luftdusche, since I was taught scuba diving in German by a German speaking scuba instructor. As far as aviation breathing systems are concerned, I was taught in English, so have no clue, how those parts were named by German pilots of that time.
A piston engined propeller driven single seat aircraft that could fly higher than a B787, but much earlier.
If the pilot were to breathe his own Oxygen system would it not be enough to pressurise the cockpit with air?
@@20chocsaday That is what most probably has been done.
Long live the " Drehschieber" 😂
"There were some issue with supply [of fuel]": you are the grand master of putting it mildly :-)
British understatement.
Well, to be precise here.. the fuel problem was a very late war problem for the German Army. It started after the strategic bombing runs on the refineries and oil fields. Before that the Reich produced enough to keep everything running.
Issues with supply of aircraft , fuel, pilots, and everything else!. That’s putting it mildly. 😳
@@Ascaron1337 Yes... In fact It was a hipomovil army. And the fact that the caucasus oil was going to fix all It is wrong: first every thing was been destroyed (an optimistic number was a year to reach 70%) second: It is just oil you need to refine... Germany Will need to build the refineríes. And three and more important: mover It, wagons locomotives... In 1943 Germany was unable to supply the russian front correctly
This is my favourite German plane from WW2. I had no idea that it was so complicated. I just liked the look.
@O D N The best plane in a war they were all made unflyable in. I love critical reasoning nvm that it barely made it into the war and certainly not in numbers, only looking at hard stats like speed altitude and damage makes you look like a clown. Fast planes that can run at altitude and can blow anything apart with a single hit are useless if the infrastructure that produces them and makes them effective doesn't work well and the plane is unreliable.
@@koc988 Then it comes all down to the situation in which Germany was back in 1945. They created this monster despite extremely limited resources. Germany was technologically ahead of its time in most aspects and this only proves it. We cant change anything about the past and all we are left with are the facts and speculations. And the fact is that this plane existed and due to limitations it did not reach its peak which it 100% would if everything was ideal - challenging the top spot among the WW2 propellers
Your comment screams with the urge to lecture someone just because you read 3 things on wiki. Dude let him have his fav plane.
I like the Ta-152 because it’s just so advanced. The canopy is just so sharp like a stealth fighter.
This too was my favorite WW2 fighter plane. I liked the sleek look and since I was good at English I wanted to know why it was called the 'Butcher Bird'.
The Ta 152 is surely one of the most fascinating piston engined aircraft. Thanks Greg, your Channel is truly great.
"Only 2 TA-152s were still intact at the end of the war. One was shipped off to the U.S.A. and the other was scrapped." That sentence really hurt me down low - like a cheap kick to the balls.
+ Moist Mike The RAF had both surrendered examples and gave one to the AAF. It is a shame that the RAF scrapped the other one, along with other rare types that should have been placed into museums.
@@FiveCentsPlease the british scapped a lot of rare stuff they got their hands on
@@sparkling925 And gave away the fantastic Neme jet engine to Stalin and the Commies. SMH.
Stalin, one of the worst dictators in history
Incredible video. I can't stress enough how many eye-opening things you said. And most important is that you made it fairly easy to understand!
Thanks, I am trying :)
Yay :3
Крабе и вы здесь?
Wow, that beast was built in my hometown Bremen, Germany
Make more WT videos
I'm 69 years old, born 1950, and interested in flying machines since 1957, retired member of the Royal Australian Air Force, A-G-A/G-G Comms, basically, just a Radio Operator, nothing special
. YOU, and this presentation, have opened my mind and eyes, this presentation was absolutely rivetting, excellently presented, and your vocal delivery is perfect. Your nuances of speech, tone, inflection, levels of spoken sound, are as close to perfect as I could imagine, I was lucky enough in High School to have a Science Teacher with your qualities of 'teaching', she, as you, enabled me to understand and most importantly, comprehend, what you were saying. I will seek out your posts. Brilliant presentation in every aspect, thank you so much.
A great video as always! The page from the German manual at 28:00 min reads:
IV High altitude flight
Rescue safety device
A. Start breathing oxygen at 4000 meters and keep doing so above 4000 meters.
1. Open remote oxygen valve. Monitor pressure gauge and oxygen guard.
2. If shortness of breath occurs use oxygen shower (press with elbow)
B. At 8000 meters engage pressurisation
1. Turn rotary switch for air supply to "pressurised mode"
2. Fill gasket hose. Press valve for 15 to 20 seconds.
3. Check cabin pressure gauge from time to time. Cabin pressure equivalent to 8000 meters.
Thanks Axel!!!!!! A million thanks from California!
There's something worth of mentioning too, Junkers had from the very beginning designed the Jumo 210 series as a direct swap in option to the DB600 series engines. The motormounts and all wiring, control- and fluidlines were at the same position between them so it was possible to change from DB 60x to Jumo 21x relatively easily. RLM took this later even further by issuing the krafteie pattern wich standardised the engine mounts, wiring, controllines and so forth between the airframe and engine. It was never widely adopted by anyone else but Junkers and Focke-Wulff, some Dornier designs adopted it too. The annular radiator of D-series and TA 152 variants was also a Junkers desing and propably worth of its own video, as it was aerodynamically suprisingly efficient way to cool the engine.
It almost feels like Christmas when one of Greg's videos are released. I learned a lot about a subject that I have been interested and since I was a kid. Thank you
It makes me so happy to see a video of my favorite aircraft of all time, being so rare.
I wanted to thank you for putting out this video. I’ve been infatuated with the 152 for a long time. I’ve read many things about it, And seeing this video made me happy.
Remember seeing a full size (large book) with both pages together showing the cockpit of a Focke-Wulf it all it's glory and was struck at how modern the layout looked...comparing it to all the others, that I spent the `70's, `80's & `90's reading about and going over every picture I could get my hands on... it really hit me that what I was seeing then looked like a picture taken of any modern aircraft of today....less the LED or flat screen stuff of course...
Designed by an engineer AND pilot
I think I own that book
TA 152!!!! Fantastic to see this on the channel! Its without a doutb my favorite plane an ive always has gard times finding info on it and this was just wonderfully made and very interesting to learn some things i never new about.
Without any doubt the Ta 152 is my favourite propeller airplane, after the Fw 190-D. To me this airplane represents the final development of the German propeller engine. I warmly recommend to find the booklet 4+ publication written by Malcolm V. Lowe as it is full of history and photos about the variants of the Ta-152. I consider this booklet the best but it is very difficult to find it as it is out print years ago!
I couldn’t agree more, I have this beautiful aircraft on war thunder, it shreds bombers and fighters alike.
@@Pimpdaddy_payne the only reason i don't play it is because repair cost. For a Free to play player like me it's not worth it to play it.
WesternSpy, I know the repair cost is high, I really don’t care though I just have fun
Benjamin Johnson Arado was my favorite manufacturer
The 152H-1 when tested by the British was said to have similar flight characteristics to the Spitfire in that in turned extremely well. Kurt Tank was said to have outrun a flight of P-51's while test flying a TA 152. The P-51 pilots stated that the TA 152 pulled away at a relative speed of 30MPH.
I've seen the Tank story before. It varies between a 152H-1 and a 152 equipped with the Jumo 222
@@paulbantick8266 Tank's story would make sense as the Ta 152 was faster. The model using the allision engine came out in very few numbers
@@paulbantick8266 Nice you gave me an article about the encounters which means nothing to me as never stated any of those points were real encounters or not, just that him escaping would make sense. We have plenty of flight data That it was faster. To be honest this comment seems very biased. I know the aircraft was nowhere near the legend everyone says it is, but fast? it was fast.
www.militaryfactory.com/aircraft/detail.asp?aircraft_id=455
@@paulbantick8266 from what I have heard of the XIV not one has been lost to an enemy aircraft.
@@paulbantick8266 The bottom line is still the same. The TA 152 H1 was 30 MPH faster than the P51 D. airandspace.si.edu/collection-objects/focke-wulf-ta-152-h-0-r11/nasm_A19600317000
My all time favorite WWII fighter. Thank you. Lucky enough to have met Walter Loos and Willi Reschke back in 92. Stabstaffel 301. At lower combat level according to their testimony. it could out turn and out accelerate anything else against them. Stating that at the initial break the Mustang was tighter, but afterward the Ta could continually pull a tighter turn to bring guns to bear. As Reschke stated, "it was my life insurance policy till the end of the war." Though it was optimized for high altitude it ended up being quite maneuverable at any altitude. One of the best books would be by Hitchcock.
Dietmar Hermann mentions that the first 200 Jumo 213E and Jumo 213F engines had a too weak supercharger shaft. In practice this meant that many Ta 152H0 had 3rd speed locked out. Willi Reschke describes getting into firing position on a reconnaissance mosquito and about to open fire when the supercharger failed and the Ta 152H0 sagged back down in speed. According to Hermann The Ta 152 with DB603 should have been the first Ta 152H but due to a miscalculation by Focke Wulf they miss estimated the DB engine as being about 100-140kg heavier than the Jumo. Mistake was picked up too late. The Ta 152C with single stage DB603EM also was almost the first but issues with C3 fuel delayed it.
Greg, thank you so much for making this video. This was an extremely interesting and thorough video of this awesome German aircraft.
You helped me gain new appreciation for the awesomeness that is the Ta-152!
You've taught me a lot about engines, Greg! Engine specifics are something that very few warbird enthusiasts seem to actually have a handle on. I hardly ever see anything except "this engine was better than this other one". Thank you for the great detail.
Thanks Greg! Your videos make these German planes so vivid and real. Appreciate your insights too, learned a lot!
Thanks man! Love this detailed series. It is impressive to see the leaps in ice technology from 1900 to 1940! I need to go back and watch your video on the constantly variable supercharger system you mentioned!
You knocked this out of the park, man! Thanks for an awesome video.
A specalized plane that had the true potential to be a kill joy to the allies. The D13 and the Ta152c could have easily ruined the air war for the Allies given earlier production (the RLMs fault there) and better trained pilots, attrition got Germany there. To loosely quote Willy Retschie The Ta152h was his life insurance as the war ended. Of special note there were quite a few problems with the 150 plus planes that were produced namely fit and finish issues, from gear doors that wouldn't fully lock th missing and loose rivets, let alone the fuel and oil supply.
What a handsome beast!
German Ace's
agree .. it looks right
Hi Greg, I’ve been waiting for your TA152 clip over a year! Thank you.
I love these shows. Keep it up!
Greg I really appreciate your vids. I'm so sick of blantant generalizations I find in so many vids. Hats off!
Wow. INCREDIBLE video!! Learned so much about this plane and it’s production.
Thanks for all the effort in finding and interpreting the details on this aircraft.
A fine episode. Thanks for posting, Greg! I will eagerly await your Fw-190 series.
Thanks Greg, most interesting video. Probably like many people I was unaware of this beast. Both You and The History Guy have become my favorite You Tube channels as a result of your consistently well presented research and interesting subject matter. Bravo Zulu!
Thanks Warren, I like History Guy too.
Thanks, Greg. Always enjoy your content. You're reinspired my interest in a Ta 152C-1 scale model; previously had neglected it in favor of the more hyped H versions.
The Ta 152C-1 is a beast
Absolutely FASCINATING. Thank you for your details and analysis, so much better than just a 5 minute talking points with a few cool pictures =fluff. You're easily the best brain candy I have for my morning routine. Keep up the great content!
Thanks, I really appreciate that comment. Sometimes I do find it frustrating that a video with a few pictures of a P-51 and quotes about it from Wikipedia will get more views than mine do.
Absolutely outstanding video Greg!! Thank you!
Yes, this is another great video from Greg. What was really fun was the live chat stream running during its premiere. Such a collection of splendid and knowledgable and passionate aviation history enthusiasts, including Greg! Plus - and this is almost as amazing given that this is CZcams after all - everyone demonstrated respect for everyone else in that virtual room. An outstanding experience 😉
@Stratozombie Agreed re: Smithsonian. The History Channel used to do serious stuff long ago. But, as The Discovery Channel learned with Discovery Wings and the Wings television series - now long gone - the audience for detailed history is small, and the era of kids growing up with pilots as their heroes is past, alas. ☹️
I am totally disenchanted with the Discovery Channel present day TV programs. and much more so with their SHITTY translations to Spanish that seem to be done by ignorant and stoopid people in Argentina or Venezuela. they keep translating tings like "propeller" into wrong terms like "propulsor".Their contents are way below the old "Wings" and "Wings of the Luftwaffe" series, that were much more acceptable.
@@alfredomarquez9777 i don't even watch discovery or history channels anymore. they are horrible and it's mostly fake reality shows now right lol awful. while i dislike youtubes corporate policies and their censoring history and facts lately, the content creators i follow/watch are putting out superior content to those 2 massive networks. many of the yt content creators should have their own shows on network tv and they would be fantastic. pretty much all my viewing/entertainment is on YT. we killed cable/fios tv years ago.
@@TRUMP_WAS_RIGHT_ABOUT_EVRYTHNG Pretty much how everything is going since the 1980s. Started with the news media companies going from reporting to dramatic representations of stories. Now, it's growing into even some reliable CZcams history channels (at least without due cause) and is, practically, making a mockery of good history.
What a great looking plane and impressive performer, thank you.
I just love your videos with all their technical details and using primary sources. Thank you!
Thanks.
A fantastic video, so much information, and content. Well done Greg.
As I expected, a fantastically informative video. Never quite realized how unspectacular the Jumo 213 was by that point in the war with only the additions of the additional supercharging and MW50 and GM1 bringing it up to par with the allied engines. Man the 152H with a DB 603... now that would be something to behold.
Still a truly remarkable fighter. As I said a fantastic video Greg, makes me even more eager to see the 190 series when it debuts.
Yes, if they had been able to put a DB603 together with all the goodies, it would have had 2900hp or more. They actually had a two stage 603 with more than that but it needed C3 fuel. Had they added MW-50 they could have had the same power or more with B4 fuel, and then added GM-1 for the high altitude performance, or for a further boost down low if needed. The Ta 152 H1 as discussed in this video was really just the beginning of this plane.
@@GregsAirplanesandAutomobiles Oh my that just sounds so nice. The things the Germans could accomplish during the war was one thing, what they could have done with generous time and resources...
Man the super props they could have made.
@@GregsAirplanesandAutomobiles It's a pity that the Do-335 did not get enough time to come into series production and have a more significant combat record than outrunning a flight of Tempests; it would have been fascinating to see what it would have been capable of. Unfortunately, there's far too little data to be able to determine how it would have fared in combat, much less be the wunderwaffe that it seems to wind up being in combat sims.
The Jumo 213 was taken to Rolls Royce for testing. It ran faster and harder than the Griffon without problems. Germans had some breakthrous in high RPM engines. I think the pistons were oval and convex or something.
Greg's Airplanes and Automobiles 1
The reason the Jumo 213 engine ended up on the Fw 190 and Ta 152 before DB603 is because a miscalculation by Focke Wulf made them think the DB603 was 140kg heavier. It was too late when they figured it out.
The Jumo 213E1 produced 2050hp on B4 fuel + MW50. Nitrous Oxides was only used above FTH but it was possible to use Nitrous Oxide and MW50 together at around 30,000ft.
2 The Jumo 213EB produced 2350hp but had much better supercharging and inter cooling so the Ta 152H with this engine could achieve the same speed as the 213E engine version of 472mph without Nitrous Oxide. The EB had 3 valves bigger and higher piston velocity.
3 Jumo 213J with 4 valves and 3700RPM would do about 2700 metric hp. This was just a Bench engine.
The jet thrust of the Jumo 213E is given as 448lbs thrust in Anthony Kay’s book on Junkers engines. This jet thrust on the DB603 was less so its higher shaft power is misleading. Need to really rate in ehp.
Great video. You go into the detail of why things do as they do. I'm familiar with most of the powerplant and aerodynamic concepts you speak of, but you explain why certain approaches were taken and the results.
I was a Naval Aviator in the '60s and during my training, I understood that at high altitudes - above about 33,000 ft as I recall - even breathing 100% oxygen would not enable the transfer of oxygen into the bloodstream in your lungs. Thus the need for pressurized cockpits. "Pressure breathing" would get you a little higher, but not a lot. I flew the A7 and we breathed 100% O2 all the time from a liquid O2 vessel on the aircraft and a pressurized cockpit as well. Earlier jets had high pressure gaseous O2 systems which used a "diluter demand regulator" which varied the O2 content depending on altitude.
On the matter of 2 stage supercharging - I believe that the Merlin engine had intercoolers both between the impellers and after, thus the terms intercooler and aftercooler are both correct depending on whether it is between or after.
Your stuff is terrific. I just love it. I learn so much. So many of the comments are by people who really have something to contribute too, unlike so many of the inane blatherers on other channels.
Spot on- You need pressurisation to get the oxygen through the walls of the lungs. Even breathing pure oxygen you can start to have difficulty as low as 33,000 ft, above 37,000 feet you would certainly have great difficulty breathing. Some pilots flew at 43,000 feet for short periods without pressurisation (as in, for example the Spitfire V Ju86 combat czcams.com/video/8WDkj0ZYuiA/video.html ) . The two-seat trainer and night-fighter version of the Meteor jet were notorious for not having pressurisation (unlike their single-seat counterparts). Although the engine-airframe combination had a notional ceiling of 50,000 feet the lack of pressurisation meant they rarely went above 35,000 feet and the night-fighter version would have been useless against high-flying Soviet bombers.
Excellent video, as always! Very informative and analytic!
this is most comprehensive documentary I found in 'Net regarding FW Ta-152. thank you for putting this together. to me, Ta-152 was like super model of WW II fighters - fast, sleek, beautiful
I would love to see more videos about the FW-190 series. Thanks Greg!
Word for word:
IX High Altitude Flight
Rescue Safety Device:
A. Start breathing oxygen at 4000m and always stay on above 4000m.
1. Open oxygen remote control valve. Monitor pressure meter and oxygen watchdog/guard.
2. When breathlessness is experienced use oxygen shower (to be activated with the elbow).
B. In 8000m activate pressurized mode.
1. Rotary breathing dial to "pressure mode".
2. Fill sealed tube. (Push the valve 15 to 20 seconds.)
3. Regularly check cabin pressure gage. Inside pressure equals 8km.
Btw. 4000m is still commonly used in Germany as max. altitude to fly without oxygen by recreational flyers. Only when staying longer on 4000m you would start breathing oxygen.
Pilots holding their breath until 4000m:
@@truereaper4572
Perhaps they should have tried a diet of pure bong water for 24 hours before flying, I know it's worked for me.
@@dukecraig2402 lmaooooo
@@DxMarovitch
I know it was pretty inappropriate but I couldn't resist, this is exactly why after going to aircraft maintenance school I chose not to work in that field, the FAA has no sense of humor.
The people who figured out 4000m was the hight to turn on the oxygen were hung at Nuremberg.
Thank you for sharing this video - amazing expertise on this rare, outstanding plane!
Your channel is incredible. Thanks for all your amazing work.
Kurt is my favorite designer of the period. Although Kelly is a close second. The ta-152 is by far the most beautiful aircraft of world war II.
This is quality content, dude. Looking forward to more.
Seriously amazing video, and thanks for doing these.
Fantastic and well researched on possibly one of WWII's best fighters ✔️🙂
This little master piece deserves more. being one of the best piston engine fighter. Thx for this great info vid
Top 10 easily.
I’d easily put it over a p-51
Years ago I read an article in a book about Focke-Wulf, and this variant was mentioned along with a few photographs. I never thought that I would come across any more info about this plane until I discovered this video on CZcams whilst in lock down due to Coronavirus. Wonderful treat! Thank you.
It's a great time to catch up on your youtube watching. I'm glad I could help.
Excellent presentation!
Thank you.
Have always wondered more about this fighter.
While the Messerschmitt BF-109 and ME-109 had higher production numbers and gets more glory and recognition by the layman... the Focke-Wulf FW190 was a superior plane... especially the later models with improved armour, horsepower, range, guns, etc.
totally agree with you. The Ta 152 however was flawed and they never had time to fix it.
I absolutely love the fw190!!! But the bf109 was the workhorse atleast that's what they tell us, so ppl gravitate towards that plane....the ME262 is in a class of its own at that time period!
@@starfighter1043 That's what I said. The 109's landing gear was prone to collapse on shitty runways, and the canopy was harder to open and clear to bail out when compared to the 190.
@@starfighter1043 The Me262 was not in a class of its own. This is a myth. There were 2 other jet fighters that could have been fielded before it. 3 others if you count the p 59 I don't. The thing was not ready for deployment. It was kill guys just tryin to take off. It had Almost a 50% engine failure on takeoff. It was rushed into service before it was ready.
@@brandonstrife9738 could have been fielded before but weren't, class of its own, and im basically talking bout looks here 🤦♂️ man yall just like start shit and read into shit everyone wanna put in their 2 cents h
When someone puts this much effort into being technically correct even if you don't like the aircraft why would you give the video a thumbs down. I think at best it's immature. It is fortunate the vast majority of us are not. We are well adjusted and appreciative of all the effort put in by Greg.
Greg I'm in lock down and you are helping pass time. I love WW2 aircraft and very grateful to have found your channel. I have a very nice Hawker Tempest RC model under construction that will be fitted with a very very modified OS 120 Super Charged engine. (They were some what of a dog stock) I did not realize just how good down low the Tempest was till I saw your chart comparing them all.
Consequently I gave Gregg another thumbs up !
Some people would thumbs down to a winning lottery ticket...
Probably triggered by the swastika🤣
Once again Greg awesome break down and analysis. Thanks buddy
I love this channel!!! Your always over my head... but when I do understand your always SPOT ON in your evaluations💪🏼😎 I learn a lot here!!!! THANK YOU VERY MUCH!!!
Man I love your content Greg. Always been interested in WW2 fighters, and flew Aces High online since it came out in 1999, and when the TA152 came out in that game, it became one of my favorite. It's too bad so much of that game is fought at mid to low alt, but in scenarios and the odd time, having the TA152 over 25k was a huge advantage against almost every allied threat in the game. The 30mm gun with it's large ammo loadout (much more than the K4 or G10 109) along with the 2 MG151/20mm really hit hard too. Running into P47M in the game was always a very interesting fight at high altitude.
Great video, these channel never disappoints, and I always learn something (usually many things) I didn't know, despite all the books/forums/etc I've read.
ACEs High was underrated as hell. Great MMO I usually messed with G10’s with wing cannons or 163’s for trolling.
Damn your channel is a real treasure! Quite a pity a lot of people don’t know about it!
Thanks Mapk. I think these videos go too deep and are too long for the typical casual viewer. That's OK with me, I'm aiming for the hardcore enthusiasts.
Another great video, Greg.
Outstanding as always, thank you so much
Another great video! Thank you! Would love a video on bombers some time in the future!
Intensely interesting video! Thanks! I'd sure like to see these planes being built again for the enthusiasts.
You do such an awesome job. Long form video for the win!
Keep up the great work man, knowledge is power!
30:38 The valve mentioned is the one pressurising the sealing hose, thus sealing the cockpit.
Yes, the Ta-152! Thanks Greg :)
Awesome presentation, keep ‘em coming!
I'm new to this channel, but have to say, this episode was very interesting. You truly know your stuff. And that always makes a tube video well worth watching.
I do love planes, and the older truly man and machine planes are so really cool. I will keep watching your videos. Keep up the great work.
Master piece love the fw 190 and ta's variants
Good one. I like the comparison to early jets.
The Jumo 213 was being developed specifically with the very complex supercharging system characteristic of the 213E from the very beginning and the 213A was a follow on from this, it wasn't the other way around. In order to speed it into production it was decided an interim version with a much simpler supercharger would be used as issues were apparent in development of the multiple stage version, such as unreliable kommandogerät gear shifting in the upper stages which could overstress the engine. The Jumo 213 was thus delayed and a simpler version, the 213A was then proposed, but Kurt Tank himself had already decided he preferred the Daimler engine for this reason at this point, which was late 42 to early 43 and he was quite vocal about it.
All Ta152 had the MW50 boost system fitted. Pilot accounts include use of the system as well as GM-1. The Ta152H0R11 preproduction aircraft used Fw190A6 wings lengthened so did not have the fuel tanks. They did have both fuselage fuel tanks in common with the Fw190. The instability issue came about when an ETC500 bomb rack was fitted, which was an RLM requirement from February 1943 for all new fighter models and both fuselage tanks and the MW50 tank was filled and a GM-1 system was fitted, which added another 300kg all by itself and that threw the CoG just all the way out and made the aircraft ridiculously unstable and this would only get worse in the production model when the fuel tanks were fitted to the wings. But this was discovered during the prototyping phase in 43 and the solution had already been arranged for the deletion of one of the fuselage fuel tanks in production models. This meant the extended range of the Ta152 over the Fw190 would not be achieved as had been proposed with two fuselage and two wing tanks and instead the Ta152 would only carry marginally more fuel than a regular Fw190 with one fuselage tank and two small wing tanks. This would be in addition to the MW50 tank and GM-1 fitment, together with an ETC500 wet piped centre store and the aircraft remained stable, barely but it was workable. In the meantime the preproduction aircraft despite lacking wing tanks were given a liquid stores restriction such as described in the video which included leaving a fuselage tank and the MW50 tank empty if the ETC rack was fitted, although IIRC the GM-1 system was fitted.
The problem with GM-1 wasn't not being fitted, it was that it completely screwed with the kommandogerät of the Jumo 213E motor and the gearshifts in the upper stage became completely unreliable when trying to punch into the 12-14,000 metre flight regime the aircraft was supposed to be capable of as a high-powered interceptor. And it wasn't the only problem at high altitude, the pressurised cockpit system was so rudimentary at that stage of technology for a mass-produced fighter, essentially using slave labour that it was also, completely unreliable and so very few actual accounts of reaching the 14,500m combat ceiling were ever recorded, most attempts resulting in the pilot losing consciousness before reaching 12,000m. This, in fact resulted in a flight ceiling restriction during service trials of 10,500m for pilot safety for both JG301 and Jv44. The Messerschmitt Me109 could fly this high and that's also the altitude a Ta152C using the Daimler engine could accomplish some 760km/h using MW50 with overboost since the throttle altitude of the DB603LA is 11,500m and that's just using a single speed supercharger with two stages because it just has that much swept capacity to pump air with and a really big supercharger, really big. Tank liked the Daimler better, I do too. The Jumo/GM-1 idea was crap and the 14,500m requirement was only achievable using GM-1 in the Jumo. The supercharger system was way too complicated. The Daimler just used big gigantic pistons and a massive supercharger casing with one extra stage to do the trick. It worked. It was simple.
But the whole thing about the Jumo motor, where it actually shines is at 7-8000 metres and people don't realise this. They never question why was JG301 freijäger patrol height specifically assigned at 7000 metres? The Jumo has 1800 horsepower at this height just out of the box, no special boost, no special conditions, it's just the operational regime at military power and totally reliable. That's what the trick supercharger system that barely worked did for you. Almost nothing on the planet had 1800hp at 7-8000m. It would climb at that height like you were doing aerobatics just above an aerodrome at low altitude in a biplane, it is that much power and prop bite. At 7-8000m the Ta152H was absolute king of the skies. Not 14,000m, not 5,000m, not even 10,000m. Although mind you, and this was remarkable, it was still one of the fastest of anything all the way from sea level to 11,500m and there's no arguing that. Just it really ruled 7-8,000m and that's the Jumo 213E (or F).
Dietmar Hermann assured me however the RLM had planned on replacing the Jumo Ta152H1 with a DB603LA powered Ta152H2 had the war continued. The Daimler was just better. And the realistic Höhenjäger extreme performance flight regime with all this in hindsight by 1945 was in fact 9,500-11,500m. Not 14,000 metres. That was reality.
Great video, as always!
Great video, great info!
I'm a A&P with a 'general historical interest' in this stuff.
Thank you! I'll subscribe.
I LOVE THIS CHANNEL YES!!!
Is there any info on the maximum Vne or MMO speed on the TA152H-1 in a dive?
@@123fockewolf too fiddy
Me too!!!
Same, I'm a total lay-person but I really enjoy the videos and I learn a lot from each one
I really enjoy your content. 👍
So much so that I've watched nearly all it twice. Or in the case of this video, three times.
Thank you, and keep up the good work.
This is fascinating stuff. An excellent presentation of a little known subject.
Another thing the high AR wing gave the Ta152H was incredibly good turning performance, something immediately noted by its pilots. The high AR helped greatly reduce lift induced drag, whilst at the same time increasing the Clmax, apparently by 0.19 according to FW AG documents. Should also note that a later German performance chart puts the Ta-152H running faster than on the chart you posted, with a boost pressure of 2.03 ata instead of 1.92ata. Question is wether any of the aircraft in service ever ran at 2.03ata, which we don't know.
Hi Greg In his book "Wings Of The Luftwaffe" Eric Brown wrote about flying the TA 152 H1 but there was a lack of GM1 and MW50 for him to really compare it's performance. I also have a book by Heinz Nowarra on the FW 190/TA 152 which is informative. Great video.and lok forward to more.
Great video Greg - much thanks!
Outstanding detail and quality video. Thanks
This channel is airplane geek heaven!
TA was the best piston engine aircraft ever built in my opinion .
But on war thunder = F
@@nuubiesaibot8339 lol this things is op in wt
Excellent documentary! Awesome! Your narration is on point.
Good day to you as well. :)
Thanks for sharing. Love your channel!
Really well made video, very detaled, loved it. As you talked about a "rare" plane with a ,"rare" engine i would like to suggest as next topic video the engine "Reggiane RE-103" angine (also your thogths as it goes in the "what-if range") and maybe the "Reggiane Re 2005", i think it would be pretty a unic topic, greetings from Italy
This is WW2 geekiness taken to the next level. And I love it!
Thanks for posting this very thorough and informative presentation. I am not a pilot, but I have "flown" world war 2 fighters in PC combat flight simulator games before now. I do find the details that you go into fascinating and your depth of knowledge comprehensive.
I like to think that I understand most of what you explain and describe, and I'm certainly not very mechanically minded. However, while I am listening along, I do feel slightly more intelligent and technically knowledgable (whether real or just imagined) and that in itself is reason enough to enjoy these types of videos.
Keep up the good work.
Thank you for this video. I have always been fascinated with this incredible aircraft ever since I was a kid 👍
We most defenitly need a video about the Junkers opposed piston diesel engines with the same production quality :D.
Totally agree!
@Ian Brown Napier Deltic, which was also used to power small warships.
@Ian Brown
The diesel/electric locomotive was in use well before WW2, in America Detroit Diesel engines were in use in trains long before the war, just last week I read an article written by a fellow in Britain about them.
Jumo 204 and 205. The 205 had a number of variants. Don't remember them all, off hand. The one flaw with both the early 204 and later 205s was that the engine could only be run in the upright configuration. In other words, you could not lay the engine on it's side or at angles far from upright. Big flaw for an aircraft engine.
@@dukecraig2402 i dont think you understand what he said... ofcourse diesel electric was available before ww2 but it wasnt all.that popular. Heck the "flying hamburger" was going 100mph in the early 30ties
excellent report. being an ol crew chief, i culd even follow you. lol
5.2 psi differential COCKPIT PRESSURE is AMAZING for late 44/45! hell the 16 still uses the canopy pressure seal today. A prop acft @ 47+000 ft with performance and 3 to 5 canon?
Glad i wasn't in 17 or 24s!
2 thumbs up to you
Thanks. Always enjoy your videos...
Another one I had never heard of or seen pics of-thanks
Only caught the tail end of the video due to work but it was awesome to watch a video with Greg in chat. Would definitely like to see more of that kind of stuff. And Greg do you have a Discord for those of us that don't really partake of Twitter or Facebook. I would be more than happy to provide you with whatever proof you require from some other Discord's I help manage if you would like to set one up. And as always thank you for your unique, in-depth content. 👍👌💥
This was a thorough introduction to the magnificent TA-152 H-1. So many tricks in its quite normal-looking sleeve. Thank you for the massive amount of info.
Are there any pilot reports left about flying at the ceiling altitude?
Thank you for the video. Best channel on CZcams. Hands down. I would pay for these if I could.
I'm at the point of the video where you mentioned your patreon. Will get on that.
I am immensely enjoying these programs during our Cebu Covid-19 Lockdown. These complement my beginner's attempt of online pilot study--at 64. Thank you!
Thanks edo.
I am so glad there is a community of people out there as nerdy as myself.