Aileron 13% trim to the right
Rudder trim 50% to the right
Then she’ll fly perfectly straight at cruise settings:
ATA between 1.05/430 km/h and 1.15/480 km/h ball centered.
Any other ATA/speed combinations require rudder input to keep the ball centred, just as it’s supposed to.
Flying Iron states on new update:
Reduced torque on roll (neutral roll around cruise speed)
Every propeller driven aircraft behaves in way that as you flying slower, the acting forces of propeller and engine power output are increased thus making take off roll specifically challenging to input controls. As you go faster these forces are eliminated by air stream acting on all surfaces of the aircraft meaning all stabilization surfaces as fuselage, horizontal surfaces, vertical surfaces (tail section) and wing itself are for the lack of better word “locked” in the air and aircraft become stable. This however changes any time there is change in power output of the engine or RPM of the propeller or attitude change. This is normally immediately cancelled by pilot inputs. I have what we can call “simulator muscle memory” and I don`t even think about that I have already “kicked out” my rudder and stick to the right during any maneuvering. In fact it gave me bad influence when I am flying from time to time modern jets.
If you look closely on the surface controls there are red tabs with German “Nicht Verstellen!” that translates directly to “Don`t Adjust!” There is rumor around the internet that these tabs are for adjusting trim balance on these surfaces. I could not find any info in many of the original German ww2 manuals of pre-setup of ailerons, elevators or rudder on these aircraft. Only thing I found is in maintenance manual that states that these tabs are used for sagging correction of ailerons after replacement in the wing. The ailerons should be within 10mm tolerance of wing trailing edge at 480km/h near the ground level flight. If by manipulating of these tabs cannot be achieved this tolerance, ailerons needs to be replaced. Manual continues by stating that it is prohibited to counter bend these tabs on one side of the wing up and on the other side down. German standards from ww2 also states that aircraft under 5 tons of weight are not to be equipped with any kind of surfaces trim.
I managed to find interesting information in Bedienungsvorschrift-Fl - L.Dv.T. 2190 A-1 bis A-8 manual (FW 190 A-1 to A-8 Aircraft Operating Instructions Manual) dated to February of 1944:
At an altitude of 1500m and a speed of 500Km/h, with pitch trim indicator on 0, the plane must be trimmed and must “fly straight”. It continues that it is allowed a deviation of maximum of one needle width to + or - on the pitch trim indicator.
This means that the FW190 was constructed to balance as it was described by many test pilots during ww2 and after.
Observations from today’s flying:
Dade-Collier Training and Transition Airport 08:30 in the morning no winds.
Depressing right brake pedal rotates its hydraulic piston in second half of its travel. This is not happening on left pedal brake travel.
Engine idle of 650 RPM will increase to about 800 after the automatic pitch control is switched off and it is set manually to 12:30 o’clock. With rear tank empty and brakes released aircraft starts to roll by itself. It taxied from apron without any throttle inputs to RWY 27 where I stopped and let it go again to another side of the runway. On idle power RPM increased to around 1100 and aircraft accelerated to nearly 100km/h indicated in the middle of the length of the runway. I repeated this test four times up and down without stopping on the ends of the runway, just using brakes and rudder to turn around. I tried different pitch setting (11:30 to 12:30) during these rolls and the aircraft was able to achieve 100km/h. On fifth run I tested wheel drag by taxing it out from stationary position on 27 south east to the grass and circled around trees on left side back to RWY 27 start with slight slowdown effectively draining onboard battery out. Then performed normal take off.
I tested drag breaking by fuselage from 300km/h (rear tank empty, main tank around 200liters) trimmed stabilizer to level flight by cutting engine power to idle and kicking full right rudder and left ailerons. Aircraft slowed down very slowly. Then I tested drag breaking with same configuration with 5m/s descend, aircraft slowed down from 300 to 250 then braking stopped completely and continue with same speed.
Then I tested engine braking from 300km/h level flight same configuration of around 180 liters of fuel, by switching automatic pitch control off and increasing pitch manually to 12:00. This procedure was to no avail because as the automatic pitch is switched off the manual change to pitch is very slow, throttle has to be retarded slowly to avoid over-revving the engine. Then I proceeded to pitch manually speed up to 300km/h and start breaking again with engine idle. Same results, slowing down is slow. Then I repeated this on the ground rolling with about 150 liters of remaining fuel from speed of about 150km/h but the engine slow down is almost non-existent. Aircraft with such small fuel load without flaps has tendency to take off by itself despite positive stabilizer trim around this speed so this test was terminated by uncontrollable pitch-up and consequently crashing to runway 
Echoing that you should really consider posting all this on the Flying Iron discord to make sure you get the developers’ attention - but tagging @Donny6171 here as another way of closing that loop.
Very interesting data - you obviously have real-world flying experience in the 190 - I’m honored to meet you!
Could you send the sources for your reference data so I could compare it with real world 190 flight tests?
Thank you a lot!
BTW:
What is the cause you are flying with manual prop pitch, violating POH page 31 that explicitely mandates to fly only with automatic prop pitch?
Why do you decide to take off with only a few minutes of fuel remaining? Just curious.
I tried to replicate your data points with the current version 1.0.2:
Takeoff with only 150 litres of fuel, trim neutral. Completely normal takeoff behaviour. Absolutely no tendency to pitch up. Normal liftoff, due to light weight at about 180 km/h.
Deceleration with engine on idle, same fuel as you. She’s slippery, so it takes time to decelerate from 400 down to 300, as expected.
Deceleration from 300 to 200 with prop on AUTO is about 5 sec/10 km/h, with prop on HANDBETRIEB and 12 o’clock about 3 sec/10 km/h, both values about as expected. Do you hvae real flight test data I could compare these numbers to? Thank you a lot in advance!
Hello Ojisanalpha,
Thank you for your inputs and for your constructive criticism, I appreciate it.
What I do is I am evaluating existing flight model with WW2 evaluations from manufacturer of the aircraft and evaluations performed by allied forces during war and after the war. To avoid further confusion of referenced material I am about to share is that there are major two groups of FW190 A versions:
A1 to A4 and A5 to A8
The main difference why most of the evaluation materials focus to A5 version is that there are no differences except used onboard equipment like avionics and armament through the production to A8. Against the versions of A1 to A4 engine was moved forward by 15cm to offset changed center of gravity by increased armament and additional payload like MW50 tank, avionics and so on.(visible by extra surface in front of wing leading edge root area) Another difference is implementing fuselage cooling louvers on the side. Therefore consequential A1 WW2 manuals are describing only specific changes to specific versions of these airframes mostly from point of maintenance.
For flight evaluations I am using Army Airforces Materiel Command Memorandum Report dated to December 1943:
Please note paragraf f, TRIM AND STABILITY:
“No ruder or ailerons trimmers are provided. They can successfully be eliminated because there is remarkably little trim change with speed. The elevator tab is electrically operated and activates too slowly in maneuvers to handle such cases as minimum radius of turn wherein elevator loads are excessive without trim. Stability at cruising speeds is very satisfactory.”
For performance evaluations I am using summary of manufacturer evaluations data graphs and performance reports for A5 version and A8 version:
For technical specifications and operational references I am using these manuals:
These manuals can be either purchased online (digital copies of originals) or found online on certain forums.
Regarding my crash on the runway I want to clarify that it was my mistake, that is why I used smiley on the end of the paragraph. I was not trying to take off, I was stupidly trying increase speed on the ground above 150km/h to test braking from higher rolling speeds. To avoid yaw spin I locked tail wheel by fully deflecting elevator up. Obviously as the airframe was considerably lighter with remaining fuel, wing with its angle of attack behaved as giant flap flipping whole airplane in to the air and to the asymmetrical stall. I hope this clarify last paragraph.
I used less fuel in the beginning of my evaluation flight to increase reactions of intended maneuvers to reflect more the changes. In another words heavier airplane would brake much more slowly than half empty for observations. Second reason was that I was testing fuel selector and fuel pump functions prior taxi and takeoff.
Best regards
Hans “Bubi” Gruber
Observations from today’s flying:
MTCA Cayes Airport 09:30 live weather, winds calm, no clouds, temperature 25C
Ground engine stress test:
Normal startup, wait for the temperature rise to 70C, propeller pitch automatic increase throttle to 1.0 ATA 1900RPM for lean mixture, cooling louvers shut. Aircraft stationary with chocks.
After oil temperature reaches 100C onboard stopwatch start, followed by RPM fluctuations. After minute temperature 111C, RPM fluctuations consistent, propeller pitch with oscillations too. After 5 minutes running at 111C throttle idle, engine immediately quits. No damage displayed on tablet.
Aircraft exchanged and procedure repeated with same results except running at 111C constant for 20 minutes. After that, cooling louvers open, throttle decreased slowly to lower RPM until oil temperature reaches 100C then slowly to idle, temperature drops to 85C, engine running normal. Then I performed normal take off and climb to 1000m with nominal power 2300RPM, speed 250km/h, flaps down, then cooling louvers closed again.
Engine temperature increased to 112C, speed started to decrease with engine power output as well. Difficult to sustain around 200km/h. Flying short circuit in airport vicinity for emergency landing in case of the engine failure. No engine failure, cooling louvers open, oil temperature dropped to less than 100C and power of the engine came back to normal parameters. Flaps closed and normal speed up to 300km/h with oil temperature in nominal values. Then I performed normal landing and exchange the aircraft.
Mid air engine restart:
Normal take off on runway heading on nominal power 2300RPM climb to 1500m establish 300 to 350 km/h. Then turn back to airport. Throttle idle until the RPM decreased to dropping aircraft speed. Then I closed fuel lever for both fuel tanks all systems untouched. After few seconds engine stops - propeller windmilling around idle RPM. Fuel lever open on both fuel tanks, engine starts successfully after few seconds. Then I climbed back to 1500m and turned back to starting position with same configuration except this time I cut the fuel during nominal RPM 2300 throttle advanced. After engine stops it is impossible to restart either with throttle in idle or advanced. Then I started descend to obtain at least 1500 RPM to no avail. Then 2000RPM, no change. Then I performed dead stick landing. After roll out and complete stop, I was able to start engine normally.
During rollout as RPM decreased and propeller blades become visible, immediately as propeller stopped all blades turned to feather quickly but pitch gauge was considerably lagging.
During the normal engine operation on the ground and take off I noticed that automatic pitch control system is working other way around. On engine idle it should be set to around 12:30 but instead it is on other side close to feather. Speeding up is then behaving incorrectly because ATA values are faster then RPM. Automatic pitch should be always fine on idle and decrease on aircraft speeding up.
Hans,
I love your reports, but, I can’t tell if the performance you report is what you were expecting, or was not what you were expecting. A little more explanation of why you’re choosing certain tests and how they perform vs. your expectation would be great. Saying that, I realize English isn’t likely your first language, but I can’t tell it’s not. So I don’t know how difficult it would be to add a little more detail as to your expectations of the results vs. what you got.
Thanks so much…
BTW, I was there when the Collings Foundation FW-190’s engine was fired up a few months ago. Beautiful sight and sound 
(I didn’t ask if I could sit in the cockpit, lol)
Its worth remembering that Flying Iron have stated that all their products are based on data collected from “restored” aircraft, not WW2 era examples. There are 3rd party mods available to give these products their original characteristics.
Not sure how that works in the case of the FW190 flying characteristics.
I’m pretty sure there’s only one actual flying example with an original BMW801 engine.
The Collings Foundation example will fly…eventually…but probably only once or twice in Arizona before going on static display.
The rest of the flying examples have Chinese made engines.
As they are an Australian based company its probably easier to get the chinese data and tweak it abit. But NONE of the surviving examples use WW2 era oils, lubrication and coolants that’s fir sure which all effects warm up times and engine behaviours
I’m not too sure where you heard that. We use as much data as we can get our hands on, but we always prioritise original data over data from restored aircraft.
@HansBGruber many thanks for the detailed feedback! I have collected it all, and we will go through it as soon as we can!
From discussions in your own discord.
Hello FlyingsCool5650,
The purpose of my evaluation flights is to check basic aircraft behaviors which are in general standard through every aircraft like stall characteristics (not tested yet) basic flight maneuverings, takeoff, landings and so on. Another aspect are tests against known data either from manufacturer of the airplane or simulator flying model producer.
Here is short summary of test requirements as I tested chronologically so far:
Trim stability in 3 basic axes - aircraft should be naturally trim stable through speed beyond basic configuration speeds - taxi, take off, landing, slow speed flight.
Engine idle speeds on the ground should not increase after switching from automatic pitch control to manual to 12:30. This error correlates to automatic pitch settings error I described in my last test. When the engine is started and in idle, automatic pitch control should be reading 12:30 already, which is the most fine settings for propeller for immediate thrust.
This behavior is also described in original WW2 manual stating that after cycle-testing of propeller pitch settings in manual mode, switching to automatic should read 12:30 and if not, it is considered as fault in the pitch system or comandogerat. Advancing ATA before RPM is for another beer discussion 
Aircraft rolls it self to taxi out after un-breaking on idle 650RPM. This is impossible with any aircraft on idle. It should start moving on around 1000 to 1100 RPM normal takeoff weight on hard surface and on more RPM on unpaved surface such as grass.
I think this misconception comes from many videos on youtube showing A5 Heritage aircraft chock-braked before taxi. This comes to basic rule of these engines and their RPM. It is prohibited to run these engines between 1100 and 600 RPM for certain time because it will damage bearing dampers inside the engine. On many videos of A5 Heritage FW190 when the aircraft starts to move, it is moving without change of the sound of the propeller giving impression that it is moving on idle (or unchanged RPM) but in fact it is in range above 1000 RPM because of this basic preservation rule. Below 1000 RPM there should be considerably more vibrations due to this engine characteristic. I am using VR so in my case it is maybe not that visible but I think that the central panel and stick should vibrate more when the engine is below 1000 RPM.
Brake testing
Any aircraft which is turned to the air stream with rudder should brake intensively. First factor is enormous surface area of the fuselage and vertical stabilizer that is suddenly pushing to the air stream. Second factor is that to stabilize this position horizontally and prevent turning, pilot has to almost completely deflect ailerons to opposite direction. These ailerons are creating in this configuration another resistance to the air stream in shape of aerodynamic brakes.
Braking with propeller can be considered as braking with gearbox in car when driver under-shifts. Manually increasing pitch on propeller creates resistance to engine rotations as the manifold flap is closed in idle creating vacuum.
Ground engine stress test.
In first case after the engine is overheated it quits as it should after pulling to idle suddenly.
In second test engine is damaged by overheating and it can be cooled down to regain its performance.
This should not happened because if it is overheated its cylinder walls are already damaged beyond repair (fluctuating RPM) due to the heat deformations. Any cooling will not remedy these damages.
Another aspect is time duration. Ask any DCS or Il2 Sturmovik pilot if they are able to fly around with 112C oil temperature for 20 minutes and then cool it down to normal performance.
Concerning the oil gauge it is reading engine oil temperature intake, not output meaning this is the temperature that it was cooled down by oil cooler. So if there is 85C on the gauge the engine output oil temperature is approx 120C. If there is 112C on intake then I think that oil is boiling out of the engine beyond its properties already. It could be 145C? I cant remember exactly, I have to check with the WW2 manual but I think that 90 on intake is maximum permissible for short period of time.
Mid air engine restart.
BMW 801D2 uses ignition magnetos for spark. Therefore it is possible to run it without battery. If the fuel is interrupted in the air and there is enough RPM it should restart normally after introducing fuel back on regardless of the position of the throttle before fuel cut off.
Remaining observations are more technical details regarding coding like animations and tablet functions.
I hope it helps…
Hello Donny6171
You are welcome. Next flying tests are scheduled for the end of the January. Meanwhile I am trying to learn one 3D modeling program to prepare for you more detailed engine with accessories for free, after I miserably failed in previous 3D program
Best regards
This is what I’m talking about. You state what it should do, but you don’t state what it does do. Perhaps a language thing? When I read that, it’s like reading the pilots manual, but you’re not telling us what the results of your test were.
This, however, is exactly what I’m looking for!
Great work though, thank you!
Hello FlyingsCool5650,
Regarding stability in 3 basic axes I described un-stabillity in my post here:
If you set your tablet trims to zero on ailerons and on rudder and then fly straight level at nominal power, releasing both, flight stick and rudder pedals aircraft starts to roll and yaw to the left.
I hope it helps
Best regards
Yesterday I found another FW190 player and the pilot was chasing his plane:
The pilot character was locked in place there not just lagging behind.
Is this a MSFS problem or an Aircraft specific problem?
I remember seeing something similar before on other aircraft where the passangers where sitting on the wings or half of them sticking out at the back of plane. But only on other player’s aircraft.
Pretty sure the problem is endemic - not specific to the 190.
