"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.

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

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.

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!"

This is my favourite German plane from WW2. I had no idea that it was so complicated. I just liked the look.

"There were some issue with supply [of fuel]": you are the grand master of putting it mildly :-)

The Ta 152 is surely one of the most fascinating piston engined aircraft. Thanks Greg, your Channel is truly great.

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.

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.

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!

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.

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.

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.

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.

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.

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...

It makes me so happy to see a video of my favorite aircraft of all time, being so rare.

When I jump in my fw190 on DCS… I can’t help think to myself importance of flying this plane and trying to defend quite possibly family members from being killed from the constant bombings from the US planes as they targeted everything including noncombatants.. listening to to a world warII P 47 pilot talk about how he strafed everything including cars, buggies, houses, people anything that moved… I couldn’t help think of how a quote sums it all up Don't let the victors define morality - Hiroshima was always indefensible. The US Air Force chief of staff stated “If we’d lost the war, we’d all have been prosecuted as war criminals.” So said Curtis LeMay after America obliterated Hiroshima and Nagasaki with two atomic bombs in August 1945.

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.

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.

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.

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.

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.

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.

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.

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

What a handsome beast!

You helped me gain new appreciation for the awesomeness that is the Ta-152!

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 KZfaq after all - everyone demonstrated respect for everyone else in that virtual room. An outstanding experience 😉

TA was the best piston engine aircraft ever built in my opinion .

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.

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.

Greg I really appreciate your vids. I'm so sick of blantant generalizations I find in so many vids. Hats off!

I am so glad there is a community of people out there as nerdy as myself.

I would love to see more videos about the FW-190 series. Thanks Greg!

We most defenitly need a video about the Junkers opposed piston diesel engines with the same production quality :D.

Greg, thank you so much for making this video. This was an extremely interesting and thorough video of this awesome German aircraft.

30:38 The valve mentioned is the one pressurising the sealing hose, thus sealing the cockpit.

Hi Greg - A.2: Atemnot = respiratory distress; mit dem Ellbogen drücken = press with your ellbow (drücke einen Knopf/Schalter = press a button

Thanks Greg! Your videos make these German planes so vivid and real. Appreciate your insights too, learned a lot!

You knocked this out of the park, man! Thanks for an awesome video.

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!

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

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!

That plane is a monster in war Thunder because of its low wing loading it can easily pull high G loads, it has insane energy retention which allows it to boom and zoom like crazy.

Hi Greg, I’ve been waiting for your TA152 clip over a year! Thank you.

Greg this was awesome! The TA-152, and all German aircraft made extensive use of one piece aluminum forgings punched out on a 30,000 ton press (my video request). The Jumo had direct fuel injection, not to be confused with port type. Fuel was injected directly into the cylinder, as the fuel expanded on the down stroke cooling the charge and reducing knock allowing for more ignition advance. To compare apples to apples (same weight and displacement), the Rolls-Royce Griffon produced 2200 hp on 150 octane fuel, and 2000 hp on 100 octane, whereas the Jumo 213 made 2000 hp on 87 octane (B4). Direct Fuel Injection is worth about three hundred horsepower over carburetor or throttle body in this type of engine.

This is WW2 geekiness taken to the next level. And I love it!

I love these shows. Keep it up!

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.

Damn your channel is a real treasure! Quite a pity a lot of people don’t know about it!

This little master piece deserves more. being one of the best piston engine fighter. Thx for this great info vid

I LOVE THIS CHANNEL YES!!!

German engineer's translation proposal: IX. High altitude flying - Rescue-Safety equipment: A. At altitude of 4000m (~13.000 ft) start oxygen supplied breathing and continue at altitudes above 4000m. 1. Open oxygen remote control valve. Monitor pressure gauge and oxygen watchdog. 2. If respiratory distress occurs use oxygen-shower (Push with elbow.) B. At 8000m (~26.000ft) altitude switch on pressurized operation. 1. Rotary slide in position “Pressure operation” 2. Inflate pressure seal hose. Push valve for 15 to 20 seconds. 3. Occasionally check cabin pressure gauge. Pressure equals 8 km (~26.000ft)

Greg thank you for using imperial along with metric measurements. As an American machinist/craftsman the machinery and drawings used for most of my life have inch increments. As an artist welder/foundryman , degrees F is the associative language.

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.

Fantastic and well researched on possibly one of WWII's best fighters ✔️🙂

Absolutely outstanding video Greg!! Thank you!

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!

This fighter is absolutely my favorite piston engined plane of the WWII era. I find them to be a very elegant design.

The Japanese Ki-83 and the Soviet Mig I-225 were similar aircraft designed to perform good at extremely high altitudes like this but I don't think neither of them reached production status. Prototypes were built however. These two birds are also in a very similar level if not sightly better when it comes to altitude performance in comparison to the 152H. Especially the I-225.

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!

Great cover on a generally unknown German aircraft. Super informative and educational.

What a great looking plane and impressive performer, thank you.

27:49 Here´s my quasi-literal translation of what´s on screen there. Since i am no aviator, i will translate technical terms literally and NOT into the corresponding technical terms in english, since i don´t know those. I might add the odd guess between brackets. Also: i will use some unusual word order in places, since i´ll try to stick as close to the German word order as possible to make it easier to compare the indiviual words of the translation with the individual words of the original text. In some instances i just couldn´t do that, though. IX. Altitude flight Rescue-safety device: A. At 4000 m altitude commence oxygen breathing and always maintain at altitude above 4000 m. 1. Open oxygen remote-control valve. Monitor pressure gauge and O²-guard(oxygen meter?). 2. In case of shortness of breath, use oxygen shower. (Depress with elbow.) B. At 8000 m altitude activate pressure mode. (pressure operation/pressurized mode/sth like that) 1. Turn-lever (some kind of knob that you have to turn and push at the same time) for breathing air in position "pressure mode". 2. Inflate gasket-hose(the seal for the canopy?). Press valve for 15 - 20 seconds. 3. From time to time check chamber-interior-pressure-gauge. Interior pressure equals 8 km.

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.

German speaker here ..very good translation ! PS: The technical drawing at 16:23 shows all possible armament .. a lesser variation was always chosen depending on airplane variant, never all of the guns shown at once !

Thanks for all the effort in finding and interpreting the details on this aircraft.

Wow. INCREDIBLE video!! Learned so much about this plane and it’s production.

I feel like the wing spar question is just a happy coincidence: a lack of aluminum (and even more critical shortages of other metals for alloys), meant that it made a lot of sense to just settle for the heavier steel spars and ensure that you have enough structural strength as opposed to dicking around with some sort of compromise.

Fantastic video!!! As an engineer, as I watch these video's, I am impressed again and again about the high technology level that was achieved in WWII in aviation. The number of man-years of design and engineering must have been phenomenal.

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 KZfaq whilst in lock down due to Coronavirus. Wonderful treat! Thank you.

Cockpit pressurization to sub-30,000' level would mean that the O2 system didn't have to go into a pressure-demand mode. This is where the pilot's lungs are (lightly) pressurized with pure O2 and they have to work to exhale. Pressure demand systems are required because even at 100% O2, the partial pressure of the oxygen above ~34,000' isn't high enough for the lung's gas exchange to work very well, beyond which (up to about 45'000') pressure demand can be used. American pressure demand systems I am familiar with are rated to only 45,000' but that is a bit below the '152h's ceiling. Pressurizing the cockpit to ~25,000' would allow the pilot to stay very sharp on a diluter-demand system, which would allow a smaller/lighter O2 bottle.

Hi Greg, I was fortunate enough to speak to a USAAF Spitfire PR XI pilot at the 60th Anniversary of the BOB at the Museum of Flying in Santa Monica, CA in 2000. He was 19 or 20 during his service and in good health accompanied by his son when I met him. We spoke of many things but it being a pressurized airplane was something I was interested in, having known about the POF's PR19 since I was a kid in SoCal and seen it so many times through the years, the operation of one commented upon by someone first person was interesting. You might want to know his recollection was that it was mainly for physiological reasons and even so he said with it pressurized that at high altitude near 37,000 feet his belly was quite distended and he suggested generally uncomfortable. With PR ship's missions being pretty long this might be a fact of consideration. Great video, as usual. Great subject.

Amazing data here. Excellent video. The P47 data was equally surprising.

As far as I know the only first-hand description of flying this plane in combat is to be found in Flight Sergeant Willi Reschke's diary "Jagdgeschwader 301/302 'Wilde Sau'". Despite its superior features, the TA 152 could not live up to its true potential in the dying stages of the war due to various reasons, some of them teething problems with the three-stage charger. As Reschke describes, he encountered a reconnaissance Mosquito high above Berlin and set about to intercept it. As he was closing in and was about to engage the third stage, the charger stalled, giving the Mosquito a narrow esacpe without the pilot noticing. On another occasion, a relatively large number of TA152s was engaged against allied Bombers and they were attacked by friendly fire from other German fighters as their pilots had not been informed about the new type and mistook it for a new allied escort fighter. He reports several victorious encounters with Jak-9. One victory he recounts surprisingly came at very low altitude when he pursued a Tempest near Berlin which apparently could not match the TA 152s uplift and maneuverablity at low-altitude curving and just dropped off the sky. Yet, as he puts it, the TA152 phad been his "life insurance" in the final months of the war. His TA 152 (Production Number 150168) was the one captured by the British after the war. It was put on display in Farnborough.

This is quality content, dude. Looking forward to more.

Nitros Oxide also has a good cooling effect on the charge air going into the engine

Hi i am an german native speeking Pilot (and have CPL-IFR ) so i can try to translate at 28: "A) At 4000m start using "breathe oxygen" and keep it always in use above that height 1) open Oxygen remote valve . Watch (or guard) the pressure meter and O2 Guard device. 2) If you breathe heavvily (hard) use "Oxygen shower" (push it with your ellbow) B) At 8000m use pressureoperation. 1) Twist Rotary Valve in position "Druckbetrieb" (Pressureoperation) 2) Fill (or load) Sealhose. Press Valve for 15-20 Seconds 3) Check from time to time the Pressurized cabine pressure gauge. Inside pressure is equal 8km "

I'm so excited I almost pissed myself. Greg's finally got a video about my favorite plane.

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

Native speaker here. Re your translation about the pure oxygen switch: You pretty much nailed it. There is a switch in the 190's cockpit (IIRC, DCS' 190 Dora 9 has it modelled at least visually) that you'd have to push with your elbow to activate the "Sauerstoffdusche" (literally: Oygen-shower). I don't remember which side it was on, but it sits on the rear cockpit wall/bulkhead next to the pilot's seat. Point B 1. Set rotary valve for breathing air supply (I guess meaning "fresh air intake/inlet") to "pressurized operation" 2. Fill seal hose. Press/push valve for about 15 - 20 seconds. 3.Occasionally check cabin-pressure indicator. Cabin pressure equals (?) 8km.

A number of years ago I worked with a man who had been a P-51 pilot in Europe. He could not accept that there were German fighters that were faster. IMHO it was a classic yet understandable case of pilot predjuice against planes they flew against.

Die TA-152 war die Version der FW-190 mit Reihenmotor. Ein sehr gutes Video!

Great video. Would love to see a comparison with the Do 335. In fact the Do 335 would be great for a future video on its own.

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

For a quick conversion of km/h to mph simply divided by half and add 10%. 600kmh👉300kmh + %10 = 360mph 372mph to be more precise. Learning how to quickly convert metric to imperial is much easier than cross-referencing or pulling out a calculator.

This is fascinating stuff. An excellent presentation of a little known subject.

Another great video! Thank you! Would love a video on bombers some time in the future!

Back in the day (late 90's) Microsoft's Sidewinder flight stick introduced me to Fighter Ace, which introduced me to the FW Dora, the D12, Ta 152 H-1, Yak 3, Tempest, BF 109 K-4 and others. I always loved the Ta's design and abilities (in game at high altitude & 30 mm cannons), getting up there however, with late war Allied planes flying about, was a mission in itself. lol

I just love your videos with all their technical details and using primary sources. Thank you!

Thank you for the video. Best channel on KZfaq. Hands down. I would pay for these if I could.

This plane was actually hitting the lower stratosphere

Very interesting video. I'm trying to imagine the state the pilots must have been in when they flew these. They would have to be a good pilot to be entrusted with one of these rare and very expensive planes to start with and they knew that it was as good if not better than anything else out there. But at the same time they must have known that the war was lost and that there was nothing that they could do about it. So sort of exhilarating and depressing at the same time. Bummer.

Great video Greg - much thanks!

A fine episode. Thanks for posting, Greg! I will eagerly await your Fw-190 series.

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.

Master piece love the fw 190 and ta's variants

I think this is the nicest plane ever made

Interesting procedure. Composed of two parts (A andB): Part A clearly refers to the mandatory use of the oxygen mask above 4000m. Point 1 describes what to do: open the remote valve and monitor the oxygen guard. The O2-Wächter is a panel mounted gauge, e.g.: Anf-Z. Fl. 30489. It only has one connector at the housing, which I assume connects to the oxygen line from the tanks assembly, but somewhere downstream of a pilot side regulator. Possibly similar to the flow indicator found on today’s QD-Mask storage container (the white star). Point 2 describes the procedure, for the event, the pilot experiences difficulty breathing (Atemnot). Here, an ellbow activated switch will provide constant flow of oxygen, possibly under positive pressure. I am guessing, this button is a toggle. However, the procedure does indicate, how to stop using the Sauerstoffdusche. Part B seems so deal with the operation of the pressurised cockpit. Although, it is not clearly stated, that it is the cockpit and not another mode of operation for the mask-oxygen system. I am guessing, that pressurised compartments are so novel an idea at that time, that there is no chapter for pressurisation in the manual. I assume part B indeed describes operation of the pressurisation system, as it states “Atemluft” under point 1. So there is a distinct difference between A and B, as A deals with “Sauerstoffatmung”; so pressurised air as opposed to oxygen. Since there are no storage containers for compressed air in the aircraft, to my knowledge, this would hence be compressed ambient air. Anyway, if it is describing the pressurised cockpit, the manual here states, that pressurised operation should commence at 8000m of altitude. Point 1 instructs to switch the rotary slider for breathing air supply to position “Pressurized operation”. Followed by (point 2) the instruction to fill (a) pressurehose, by activating the corresponding valve for 15.20 seconds. I assume this pressure hose is an inflatable canopy seal. Point 3 then describes to monitoring part of the operation, which instructs, to periodically check (a) chamber inner pressure for nominal pressure, equal to 8km of pressure altitude. This is certainly the briefest pressurisation and oxygen system operation procedure I have ever come across in over 30 years of flying.