Dcs Fw190d-9 Guide

DCS GUIDE
FW190-D9 DORA By Chuck

LAST UPDATED: 20/09/2023
1
TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – CONTROLS SETUP
• PART 3 – COCKPIT & EQUIPMENT
• PART 4 – START-UP PROCEDURE
• PART 5 – TAKEOFF
• PART 6 – LANDING
• PART 7 – ENGINE & FUEL MANAGEMENT
• PART 8 – AIRCRAFT LIMITATIONS
• PART 9 – WEAPONS
• PART 10 – RADIO
• PART 11 – NAVIGATION
• PART 12 – AIR COMBAT
• PART 13 – TAMING TAILDRAGGERS
Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
The Focke-Wulf Fw190 Würger (English: Shrike) is a German single-seat, single-engine fighter aircraft designed by Kurt Tank in the late 1930s and widely used during World War II. Along with its well-
known counterpart, the Messerschmitt Bf.109, the Fw190 became the backbone of the Luftwaffe's Jagdwaffe (Fighter Force). The twin-row BMW 801 radial engine that powered most operational
versions enabled the Fw190 to lift larger loads than the Bf.109, allowing its use as a day fighter, fighter-bomber, ground-attack aircraft and, to a lesser degree, night fighter.
FW190-D9
Kurt Tank wanted something more than an aircraft only built for
DORA
speed. He outlined his design philosophy as: “The Messerschmitt

109 [sic] and the British Spitfire, the two fastest fighters in world at
the time we began work on the Fw190, could both be summed up as
a very large engine on the front of the smallest possible airframe; in
each case armament had been added almost as an afterthought.
These designs, both of which admittedly proved successful, could be
likened to racehorses: given the right amount of pampering and
easy course, they could outrun anything. But the moment the going
became tough they were liable to falter. During World War I, I
served in the cavalry and in the infantry. I had seen the harsh
conditions under which military equipment had to work in wartime.
I felt sure that a quite different breed of fighter would also have a
place in any future conflict: one that could operate from ill-prepared
front-line airfields; one that could be flown and maintained by men
who had received only short training; and one that could absorb a
reasonable amount of battle damage and still get back. This was
the background thinking behind the Focke-Wulf 190; it was not to
be a racehorse but a Dienstpferd, a cavalry horse.”
PART 1 – INTRODUCTION
Kurt Tank Fw190D Assembly

(1898-1983) 3
The Focke-Wulf 190 project began in the summer of 1938. The head of the aircraft design team,
Kurt Tank, put forward two proposals: one variant of the aircraft outfitted with a Daimler-Benz
DB 601 liquid cooled engine, and a second outfitted with the new air-cooled BMW 139 radial
FW190-D9
engine. The FW190 V-1 prototype was a cantilevered low-wing aircraft with a stressed-skin wing.
Its maiden flight took place on July 1, 1939. The second prototype, the Fw190 V-2, took off in
DORA
October 1939. This variant was armed with two 13-mm MG 131 machine guns and two MG 17
7.92 mm machine guns. Both aircraft were equipped with large propeller domes which would
later on be replaced with NACA propeller domes.
Before the second prototype made its first flight, the decision was made to replace the BMW 139
engine with the more powerful, but longer and heavier BMW 801 engine. The first seven units of
the pre-production batch of what became the Fw190 A-0 were outfitted with the original wing,
while the rest had the longer wing design. The first combat unit was equipped with these aircraft
in August 1941.
The work on the D (Dora) series began in 1942. As the new Junkers Jumo 213 engine offered
clear improvements in performance, the decision was made to use it with the 190 airframe.
While Kurt Tank, the Fw 190’s lead designer, preferred the Daimler-Benz DB 600 series, the
engines were already used in Messerschmitt fighters, while a surplus of the Jumo 213 bomber
engines were readily available. The brand-new 213, an improvement on the earlier Jumo 211,
offered 1,750 hp of take-off power that could be boosted up to an astonishing 2,100 hp of
emergency power with MW-50 injection.
A Fw190 A-8 airframe was used as a basis for the new D-series design. While the earlier radial
engine was air-cooled, the liquid-cooled Jumo 213 required a radiator, which further added to
airframe length and weight. Kurt Tank chose to go with a simple annular radiator design. The
airframe was strengthened, and both the nose and the tail sections were increased in length by
almost 1.52 meters. The canopy design on the Dora series was changed during the production
run. The first production examples used a flat-top canopy used on earlier A-series, the later Doras
were upgraded to the advanced rounded-top canopy similar to Allied bubble canopies which
offered improved all-around visibility. Other airframe improvements included a smaller
streamlined center weapons rack.
While originally intended to serve as a bomber interceptor, changing realities of the war in the air
meant that by the time the Dora entered production in August of 1944, it mostly saw combat
against enemy fighters or in a ground attack role. The earliest pre-production variants designated
D-0 had the external wing guns removed; this was often reversed and future D variants were
produced with the wing guns. Most D-9s intended for lighter anti-fighter role were still built
without the outer wing guns, featuring a pair of 13 mm MG 131 machine guns and twin 20 mm
MG 151/20E cannons.
The first production variants were designated D-9; there was no production of any interim
designations between D-1 to D-8. The initial D-9 variants were rushed into service without the
crucial MW-50 water injection. By December of 1944, all early variants were field-converted to
spec. Later production D-9 variants built with the MW-50 at the factory had the tank that could 4
be used for dual purposes, either for the methanol water injection or as an additional fuel tank.
In 1942, the Bf.109 began to be partially replaced in Western Europe by the Focke-Wulf; many Bf.109 pilots Fw190 Production
transitioned to the Fw190. At that time, the Fw190 had greater firepower than the Bf.109 and, at low to medium
altitude, superior manoeuvrability, which explains the logic behind this decision. The Fw190 would prove to be a
FW190-D9
more reliable aircraft, in some respects, than the Bf.109. It handled well on the ground, and its wide undercarriage
made it more suited to the often primitive conditions on the Eastern Front (providing an easier and relatively safer
DORA
takeoff and landing compared to a narrower landing gear). It could also sustain heavier damage than the Bf.109
and survive owing to its radial engine.
The Fw190A series' performance decreased at high altitudes (usually 6,000 m (20,000 ft) and above), which
reduced its effectiveness as a high-altitude interceptor. From the Fw190's inception, there had been ongoing
efforts to address this with a turbosupercharged BMW 801 in the B model, the much longer-nosed C model with
efforts to also turbocharge its chosen Daimler-Benz DB 603 inverted V12 powerplant, and the similarly long-nosed
D (Dora) model with the Junkers Jumo 213. Problems with the turbocharger installations on the -B and -C subtypes
meant only the D model would see service, entering service in September 1944.
Initial opinion of the Dora was not very high. Kurt Tank always stated that the D-9 was intended only as an interim
stop-gap until a more perfect Ta152 design could enter production. However, once Luftwaffe pilots got their hands
on the stop-gap Long-Nosed Dora, they were pleasantly surprised. Performance and handling were good. When
flown by capable pilots, the aircraft was more than a match to Allied fighters. The Long-Nosed Dora is considered
the best mass-produced late-war Luftwaffe fighter. In total, over 700 Doras were produced out of a total Fw190
production run of over 20,000. To this day, it remains one of the most recognizable shapes in the skies, and one of
the most influential aircraft designs of the entire aviation era.
While the Dora gave german pilots parity with Allied opponents, it arrived far too late in the war to have any real
effect. The D-9 series was rarely used against heavy-bomber raids, as the circumstances of the war in late 1944
meant that fighter-versus-fighter combat and ground attack missions took priority.
The Ta152 was a further development of the Fw190 aircraft, and it was intended to be made in at least three
versions – the Ta152H Höhenjäger ("high-altitude fighter"); the Ta152C designed for medium-altitude operations
and ground-attack, using a Daimler-Benz DB 603 and smaller wings; and the Ta152E fighter-reconnaissance
aircraft with the engine of the H model and the wing of the C model. The first Ta152H entered service with the
Luftwaffe in January 1945... But in too few numbers to alter the course of the war.
Overall, the Fw109 was produced in the following variant “families”:

• A-0: Pre-Production variant
• A1-A9: “Anton” variant, initial production models, used for low to medium altitude in both air-to-air and
ground attack roles
• F: “Friedrich” variant, mainly used for ground attack roles.
• G: “Gustav” variant, used for long-range attack missions.
• D: “Dora” variant, used for high altitude with a Junkers Jumo 213 liquid-cooled engine.
• S: re-designated trainers from Anton models.
• Ta152: Late Fw190 variant that was developed after the Dora.
5
Records indicate that the majority of Fw190 air victories were achieved in the “A” (also referred as “Anton”) variants since it was the most produced (13,291 Antons
vs 1,300 Doras). The Fw190 was well-liked by its pilots. The Luftwaffe had a strong emphasis on tactical innovation and flexibility. Pilots were encouraged to think
independently and adapt to changing circumstances, and such thinking is evident in the pilot’s biographies written after the war. Most “Jagdgeschwaders” (Fighter
FW190-D9
Wings) prioritized loose and flexible formations over the ones used for military parades, to great effect.
DORA
The top scoring pilot in the FW190D was Oberleutnant Hans Dortenmann. The first Gruppe to convert to the "Dora" was III/JG 54 followed by JG 26. Dortenmann
flew with both JG 54 and JG 26. Transitioning from other aircraft types (like the Bf.109) to the Dora was sometimes difficult for certain pilots, a prime example being
the famous Gerd Barkhorn, who had trouble adapting to the new aircraft despite his spectacular amount of victories in the Bf.109.
Flying ace Heinz Marquardt has a very interesting story as well. On 1 May 1945 Marquardt became Jagdgeschwader 51's last casualty of the war when he was shot
down by Royal Air Force Spitfires north of Berlin. Marquardt had led a flight of six Focke-Wulf Fw190 D-9 on an escort mission of 12 Fw 190 F-8 ground attack
aircraft from Redlin on a mission to Berlin. After completing the mission the aircraft returned to Schwerin. During the landing approach the flight came under attack
of 6 Spitfire Mk XIV from No. 41 Squadron. Marquardt ordered his flight to cover the landing of the ground attack fighters while he and
his wingman, Feldwebel Radlauer, attacked the Spitfires from below. Marquardt claimed one of the attackers but was shot down as well along with two other
Fw190s. Radlauer saw Marquardt's Fw190 crash in flames but did not observe any sign of life. Marquardt was initially reported as killed in action but he had bailed
out injured and was taken to a hospital in Schwerin, where he was taken prisoner of war shortly after. Following World War II, Marquardt served in the newly
established German Air Force of West Germany with the rank of Leutnant (Second Lieutenant) on 16 August 1956. He served with Jagdgeschwader 73 (JG 73)
and Leichtes Kampfgeschwader 42 (LeKG 42). Marquardt retired on 30 September 1973, having risen to the rank of Oberstleutnant (Lieutenant Colonel).
Hans Dortenmann
(1921-1973)
39 Aerial Victories
Heinz Marquardt
6
(1922-2003)
121 Aerial Victories
In DCS, I realized after a couple of sorties in the FW190 that Kurt was indeed quite right: the ergonomic cockpit layout is a refreshing change from the cluttered interior of the 109 and you can clearly
see that the Dora, just like the Anton, was built as a functional, high-powered war machine. You inevitably feel like you are sitting in a high-performance flying tank. And this feeling is pretty awesome.
FW190-D9
DORA
7
WHAT YOU NEED MAPPED
FW190-D9
DORA
MW-50 Switch Trim Elevator DOWN

(hidden grey button on right hand side)
Trim Elevator UP
EZ42 Gunsight Target Distance (Twist Grip) – CW/Increase
EZ42 Gunsight Target Wingspan Knob – CW/Increase
EZ42 Gunsight Target Distance (Twist Grip) – CCW/Decrease
Zoom In Slow EZ42 Gunsight Target Wingspan Knob – CCW/Decrease
Weapon Release
Weapon Release
(RALT+SPACE) Zoom Out Slow
MG131/151 Fire
(SPACE)
PART 2 – CONTROLS SETUP
Radiator Flaps Open
Radiator Flaps Close
+ TOE BRAKES (MAPPED ON PEDALS) 8

WHAT YOU NEED MAPPED
FW190-D9
DORA
Throttle Lever
COMM – Push-to-Talk
S
S
Landing Gear – Up/Down
9
Bind the following axes:
FW190-D9
• Pitch, Roll, Rudder (Deadzone at 0, Saturation X at 100,

Saturation Y at 100, Curvature at 0)
DORA
• Throttle – Controls Manifold Pressure / Boost / ATA
• Wheel Brake Left
• Wheel Brake Right

When setting wheel brake axis, they are not set to “INVERT” by default.
You need to click on INVERT in the Axis Tune menu for each wheel brake.
10
FW190-D9
DORA
To assign axis, click on “Axis Assign”. You can also

select “Axis Commands” in the upper scrolling menu.
To modify curves and sensitivities of axes, click on the

axis you want to modify and then click “Axis Tune”.
11
In the “Special” menu in Options, select the FW190 D-9 menu. Make sure to have Takeoff Assist set to “0” (turned off). By default it is set to 100 (ON). This will cause you to crash and burn
inexplicably during takeoff. Also uncheck the Auto-Rudder box.
FW190-D9
DORA
Set Auto-Rudder to OFF (Uncheck Box)
Set Takeoff Assist to “0”

12
FW190-D9
PART 3 – COCKPIT & EQUIPMENT DORA
13
FW190-D9 Tip: Pilot body can be toggled ON/OFF with “RSHIFT+P”
DORA
PART 3 – COCKPIT & EQUIPMENT
14
FW190-D9
15
FW190-D9
16
FW190-D9
17
FW190-D9 Canopy Jettison Emergency Handle
DORA
Emergency Oxygen Valve

18
FW190-D9
DORA
EZ42 Gunsight “Justierkasten” (Gunsight Ballistics

Adjustment Unit) Parameter Control Panel
19
• V350 - Flaps, Trimmer & Artificial Horizon Power Circuit Breaker
• E16 - Landing Gear (Fahrwerk Antrieb) Power Circuit Breaker
FW190-D9
• D1 - Pitot Heat Power (Heizung) Circuit Breaker

• F211 - FuG 25A (IFF, Identify-Friend-or-Foe) Power Circuit Breaker
DORA
• F136 - FuG 16ZY Radio Power (FT Anlage) Circuit Breaker

• V24 - Instrument Lights, Gunsight, Indicators, Compass & Starter Power Circuit Breaker
• A4 - Engine Generator Circuit Breaker
• A6 - Battery (Sammler) Circuit Breaker
Note: Black buttons (circuit breaker) power the

system when pressed IN, red buttons unpower the
system when pressed IN.
Starter Switch (Under Cover)
Clock
Starter Switch Cover
C1 Navigation Lights (Kennlichter) Circuit Breaker
E14 Forward Tank (Vorn) Fuel Pump (Kraftstoffpumpen) Circuit Breaker
E13 Rear Tank (Hinten) Fuel Pump (Kraftstoffpumpen) Circuit Breaker
E85 Auxiliary Tank (Sonder) Fuel Pump (Kraftstoffpumpen) Circuit Breaker
E96 MW-50 (Methanol-Wasser 50, or Water-Methanol Injection) On Power Switch 20

FW190-D9
Canopy Crank
21
FW190-D9
22
FW190-D9
Gunsight
DORA
Target Range Scale (m)
EZ42 Gunsight Gyro Power Switch
Target Wingspan
Scale (m)
Target Wingspan
Setting Knob
23
MG 151 Cannon Breechblock Status Signal Lamp Fuselage-Mounted (Rumpf) Gun Power Light
• Illuminated: Open • Illuminated = Powered On
• Extinguished: Closed
FW190-D9
Wing-Mounted (Flügel) Gun Power Light

Lamp flickering when firing the weapon means the breechblock mechanism
•
DORA
Illuminated = Powered On
operates properly. If lamp remains extinguished or illuminated when trigger is
pressed, a weapon malfunction has occurred.
Master Arm Safety I Switch
• UP: ON / DOWN : OFF
MG 151 Cannon Ammunition Counter

Master Arm Safety II Switch

MG 151 Machinegun Ammunition Counter

Setting knob
Setting knob

Setting knob
24
FW190-D9
25
AFN-2 Homing Indicator
FW190-D9
DORA
Airspeed Indicator
(km/h)
Supercharger Pressure Gauge (ATA)
• Similar to Boost or Manifold Pressure
Repeater Compass
Artificial Horizon and Turn

& Bank Indicator
Variometer (Climb/Sink Rate in m/s)
Engine RPM/Umin x100

26
Airspeed Indicator (km/h)
Not to Exceed diving speeds are handwritten on the airspeed gauge
FW190-D9
Airspeed @ Altitude
• 500 km/h @ 9 km
DORA
• 600 km/h @ 7 km
• 700 km/h @ 5 km
• 800 km/h @ 3 km
• 850 km/h @ 2 km
Barometric Pressure
Setting (hPa)
Altimeter (km)
Barometric Pressure
(QFE) Setting Knob
27
FW190-D9
DORA
Oxygen Flow Indicator
Oxygen Flow
Valve Control
Oxygen Pressure
Indicator (kg/cm2)
28
Fuel Gauge Indication Selector
• Left: Vorn = Front
FW190-D9
• Middle: No Tank Selected

• Right: Hinten = Rear
DORA
Note: If an external drop tank is installed, selector should be set to “HINTEN”

(Rear) since drop tanks feed into the rear tank.
Fuel Gauge (x100 Liters)

• Vorn/Front Tank Capacity: 232 L (172 kg)
• Hinten/Rear Tank Capacity: 292 L (216 kg)
Total Capacity: 524 L (388 kg)
Front (vorn) Tank FUEL LOW

Warning light
• Illuminates when below 80 Liters
Rear (hinten) Tank FUEL LOW

Warning light
• Illuminates when below 10 Liters
29
Cold Start / Wind Screen
Washer Switch
FW190-D9
Manual Radiator Flap Control

DORA
MW-50 (Methanol-Wasser 50, or

Water-Methanol Injection) Pressure
Fuel Pressure Indicator (kg/cm2)
Indicator (kg/cm2)
Oil Temperature Indicator

Oil Pressure Indicator (deg C)
(kg/cm2)
Coolant Temperature
Indicator (deg C)
30
FW190-D9
DORA
Jettison Wing Stores (Flügellast) Handle

Jettison Fuselage Stores

(Rumpflast) Handle
MBG (Motorbediengerät, or Engine Control

Unit) Emergency Mode Handle
31
FW190-D9
DORA
Landing Gear Emergency

Release Handle
FuG 25a IFF (Identify-Friend-or-Foe)

Transponder Code Selection Switch
Fuel Tank Selector Lever

• Auf: Open (engine draws from both tanks)
• Vorderer Behälter zu: Forward Tank Closed
• Hinterer Behälter zu: Rear Tank Closed
• Zu: Closed (both fuel lines to booster pump are closed)
IFF Test Button 32

FW190-D9
33
FW190-D9
34
FW190-D9
DORA
Magneto Switch
Landing Gear Indicator Lights

• Red = Gear Raised
• Green = Gear Down
Instruments Lights Brightness

Control Knob
Electric Kill Switch
Flaps Indicator
• Red = Flaps Raised
• Yellow = Flaps at Takeoff
• Green = Flaps Down (Landing) MW-50 (Methanol-Wasser 50, or Water-
Methanol Injection) Switch
• Ein = Enabled
• Aus = Disabled
Horizontal Stabilizer Trim

(Trimmung) Indicator (deg)
35
FW190-D9
DORA
Push-to-Talk Switch
Throttle Detent Positions
• Aus: OFF
• Anlassen: Engine Start
• Steigen: Climb
• Start: Takeoff
Flaps (Landeklappen) Control Buttons

• Ein: Flaps retracted
• Start: Takeoff Position (10 deg)
• Aus: Flaps Deployed (60 deg)
Throttle
Landing Gear Control Buttons

• Ein: Gear Up
• Aus: Gear Down
Throttle Twist Grip
(Target Range Setter)
Landing Gear Button Safety Cover Horizontal Stabilizer Trim Control Switch
• Kopflastiger = Nose Down
• Schwanzlastiger = Nose Up
36
FW190-D9
DORA
Throttle Lock
• Down: Locked
• Up: Unlocked
37
FuG 16ZY Radio Receiver Fine
Primer Pump Handle Tuning Knob (+/- 30 kHz)
FW190-D9
MW-B4 Selector Handle (Not Functional)
DORA
FuG 16ZY Radio Volume Control

Emergency Equipment
Destruction Button FuG 16ZY Radio Frequency
Selector Switch
FuG 16ZY Radio Homing Selector Switch

• Ft: Funktelefonie / Radio Telephony
• Abstimmen / Frequency tuning for radio homing
38
FW190-D9
DORA
Rocket Jettison Switch

(ABSPRENGSCHA. GERÄT 21)
• Ein: Armed
• Aus: Disarmed
Bomb Loaded Lights

Rocket Arming Switch
(SICHERHEITSSCHA. GERÄT 21)
• Ein: Armed
• Aus: Disarmed
Bomb Release Mode Selector Switch

• Left side: Dive Bombing (Sturz)
• MV: Mit Verzögerung (with delay)
• OV: Ohne Verzögerung (without delay)
• Right side: Level Bombing (Wagerecht)
• Middle: Aus (Disarmed) 39
Cannon Safety Cover
• Automatically lifted when firing weapons (in
real life, the pilot needs to lift the safety
FW190-D9
manually)
DORA
MG 131 Machinegun Button

• RCTRL+SPACE binding
Weapon Release Button

• RALT+SPACE binding
MG 151 Cannon Button

• SPACE binding for MG 131 and MG 151
triggers pressed simultaneously
40
FW190-D9
DORA
Flight Control Stick

Rudder Pedal
Rudder Pedal
41
FW190-D9
42
FW190-D9
43
FW190-D9
44
FW190-D9
Supercharger Air Intake Fairing

DORA
Engine Exhaust
Radiator Cowling Flaps (Kühlerklappen)

45
FW190-D9
Radio Wire Antenna

DORA
Pitot Tube
FuG 25a IFF (Identify-Friend-or-Foe) Ventral Antenna
FuG 16ZY Fixed D/F (Direction Finder) Loop Homing Antenna
FuG 16ZY Morane Radio Antenna
46
FW190-D9
•
Flaps
Electrically actuated
47
FW190-D9
DORA
Mechanical (Right) Landing

Gear Position Indicator
Flaps Position Indicator (deg)
48
FW190-D9
DORA
Retractable Tailwheel
• Electrically actuated
Main Landing Gear

• Electrically actuated
49
C1 Navigation Lights (Kennlichter)
Circuit Breaker
FW190-D9
DORA
Green Navigation Light
White Navigation Light

Red Navigation Light
50
FW190-D9
51
Cockpit Illumination Lamp
FW190-D9
DORA
Cockpit Illumination Lamp
Instruments Lights Brightness

Control Knob
52
FW190-D9
DORA
MG 131 Machineguns
(13 mm, 475 rounds per gun)
MG 151 Cannon
(20 mm, 250 rounds)
MG 151 Cannon
(20 mm, 250 rounds)
53
FW190-D9
DORA
MG 151 Cannon Cartridge

Ejection Port
MG 151 Cannon Cartridge

MG 131 Machinegun Ejection Port
Cartridge Ejection Ports
54
FW190-D9
DORA
BR 21 Werfer-Granate Rocket (21 cm)
SC-500 Bomb
55
FW190-D9
(300 L)
External Fuel Drop Tank
56
FW190-D9
57
FW190-D9
58
FW190-D9
PART 4 – START-UP DORA
59
FW190-D9
PART 4 – START-UP DORA PRE-FLIGHT
60
PRE-FLIGHT
FW190-D9
1. Click on the Circuit Breaker panel to open it

DORA
2. Set all forward circuit breakers – ON (IN)

a) A6 - Battery (Sammler)
b) A4 - Engine Generator
c) V24 - Instrument Lights, Gunsight, Indicators, Compass & Starter Power
d) F136 - FuG 16ZY Radio Power (Funktelefonie Anlage)
e) F211 - FuG 25A (IFF, Identify-Friend-or-Foe) Power
f) D1 - Pitot Heat Power (Heizung) 2g 1b
g) E16 - Landing Gear (Fahrwerk Antrieb) Power
h) V350 - Flaps, Trimmer & Artificial Horizon Power
2g
2f
2e
2d
2b
2c
1a
2a
PART 4 – START-UP
61
PRE-FLIGHT
FW190-D9
3. Check fuel in Rear (Hinten) and Forward (Vorn) tanks Fuel Gauge Indication Selector
• 3
DORA
4. Set Oxygen Valve – OPEN (Rotate handle clockwise) Left: Vorn = Front
• Confirm valve opens correctly with the Oxygen Flow Indicator and Oxygen Pressure Indicator gauges • Middle: No Tank Selected
5. Optional: Set C1 Navigation Lights Power (Kennlichter) – ON (IN) • Right: Hinten = Rear
6. Ensure elevator, aileron and rudder controls are working by moving stick and rudder pedals
Fuel Gauge (x100 Liters)

• Vorn/Front Tank Capacity: 232 L (172 kg)
• Hinten/Rear Tank Capacity: 292 L (216 kg)
4a
PART 4 – START-UP
5 Oxygen Flow Indicator 4b
Oxygen Pressure Indicator 4b

(kg/cm2)
62
7a
PRE-FLIGHT
FW190-D9
7d
7. Verify that wheel chocks are installed. If not, call your
DORA
ground crew (Press “\” and then press “F8”) and press “F4” 7c
7b
and “F1” to ask the crew to place the wheel chocks.
PART 4 – START-UP
Wheel Chocks
63
ENGINE START
FW190-D9
2
1. Set fuel selector lever – “AUF” (OPEN, FULLY UP)
DORA
2. Set E14 (Forward Tank, vorderer Behälter) and E13 (Rear Tank, hinterer Behälter) Fuel Pump Power Switches – ON (IN)
3. Set E96 (MW-50) Power switch – ON (IN) 2
4. If external drop tank is equipped, set E85 (Auxiliary Tank, Sonder) Fuel Pump Power Switch – ON (IN).
• If no external drop tank is equipped, leave E85 Switch to OFF (OUT). 4
5. Set Magnetos (Ignition) Switch – M1+M2 3
6. Set throttle to ANLASSEN (START-IDLE) by pressing “RALT+HOME”.
OFF/Cutoff Detent ANLASSEN (START-IDLE) Detent 5

PART 4 – START-UP
6 64
ENGINE START
FW190-D9
7. Verify that the propeller is clear and command « Clear prop! » to warn people
DORA
around you that you are about to start the engine.

8. Flip starter cover.
9. Push down and hold the starter lever (left click) for 25 seconds. The inertial flywheel
will crank up.
10. Pull the Starter Lever (Right Click) and hold it until the engine fires up.
10
79
Pulled UP
Pushed DOWN
(Right Click)
(Left Click)
8a 8b
PART 4 – START-UP
Inertial Flywheel Cranking Up Engine Firing Up
65
FW190-D9
PART 4 – START-UP DORA ENGINE START
66
2a
POST-START
FW190-D9
1. Engage wheel brakes by pressing down and holding the toe brake pedals. 2d
DORA
2. Call your ground crew (Press “\” and then press “F8”) and press “F4” and 2c
2b
“F2” to ask the crew to remove the wheel chocks.
Wheel Chocks Installed

PART 4 – START-UP
Wheel Chocks Removed 67

POST-START
FW190-D9
3. Close your canopy by cranking the canopy handle (“LCtrl+C”).

DORA
PART 4 – START-UP
68
POST-START
FW190-D9
4. Uncage the Artificial Horizon by rotating the outer ring. In the caged position, the white reference dot should be to the
DORA
rightmost position (Fest). In the uncaged position, the white reference dot should be to the leftmost position (Los).
4a
5. Set FuG 16ZY Radio Homing Selector Switch - Ft: Funktelefonie / Radio Telephony
6. Set FuG 16ZY Radio Frequency Selector Switch – As required by mission briefing. Caged
• The "I" position is for "Y-Führungsfrequenz", or Management frequency, is used for communication within the
flight or squadron.
• The "II" position is for "Gruppenbefehlsfrequenz", or Group Order frequency, is used to communicate between
several flights from different squadrons participating in a single raid. Turn this way
• The "Δ" position is for "Nah-Flugsicherungsfrequenz", or the Air Traffic Control frequency. It is used to to uncage
communicate with the designated Air Traffic Controller.
7. Adjust FuG 16ZY Radio Volume Control – As required
White Reference Dot
4a
Uncaged
PART 4 – START-UP
5 7
69
Barometric Pressure
POST-START Setting (hPa)
FW190-D9
8. Use F10 key to display your map and airport information. Adjust QFE (Barometric
DORA
Pressure) Setting to “0”. Alternatively, you can also match the altimeter reading to
the airport elevation in meters.
Altimeter (km)
Barometric Pressure
(QFE) Setting Knob
PART 4 – START-UP
70
POST-START
FW190-D9
9. Set Flaps (Landeklappen) – TAKEOFF (START) Position.

DORA
10. Verify that flaps position is 10 deg on the wing indicator.

11. Perform engine warm-up.
10
PART 4 – START-UP
71
ENGINE WARM-UP
FW190-D9
1. Ensure oil pressure is between 3 and 13 kg/cm2.

DORA
2. Hold pedal brakes, then increase throttle to reach a RPM of about 2000.
3. Open cowling flaps by scrolling mousewheel on the Kühlerklappen.
4. Wait until engine oil warms up to at least 110-130 deg C and coolant temperature is at least 70-120 deg C.
5. Start taxiing when engine is warmed up.
Note: Attempting a takeoff with low oil or coolant temperature can lead to dire consequences. Waiting for proper engine warm-
up is often overlooked by virtual pilots and the engine leaves no room for error when engine temperatures are concerned.
3
Close
PART 4 – START-UP
4
1
Open
4
72
TAXI PROCEDURE
FW190-D9
1. Verify that wheel chocks are removed.

DORA
2. Taxi to the runway when ready. Be careful not to overheat your engine on the ground.
3. Release wheel brakes, then throttle up to gain forward motion. Taxiing should be done at 15-20 km/h
maximum.
4. The nose restricts forward visibility. This means that in taxiing, you must zig-zag (or "S-turn")
continually. If you want to go straight, pull the stick fully back to lock the tailwheel in position.
5. To perform a turn, use differential braking by gently tapping the wheel brake pedal on the side you
wish to turn. The disc-type wheel brakes are hydraulically actuated. Press Right Toe Brake Pedal
to turn right
PART 5 – TAKEOFF
3 Tailwheel
73
TAKEOFF PROCEDURE Horizontal Stabilizer Trim
FW190-D9
(Trimmung) Indicator (deg)

1. Line up on the runway and verify the canopy is closed.
DORA
2. Once you are lined up with the runway, make sure your tailwheel is 5b
straight by moving in a straight line to straighten the wheel.
3. Keep your tailwheel locked on the ground by pulling your stick AFT.
4. Set flaps to TAKEOFF (Start) position by pressing the Landeklappen
START button IN Flaps Position Indicator Light
5. Set Horizontal Stab trim to 0 deg • Green: Flaps Down (AUS)
6. Flip Landing Gear Safety Cover UP • Amber: Flaps Takeoff/START Position
• Red: Flaps Up (EIN)
Landing Gear Indicator Lights

• Green: Down & Locked (AUS)
• Red: Up (EIN)
Flaps (Landeklappen) Control Buttons

• Ein: Flaps retracted
• Start: Takeoff Position (10 deg)
4
• Aus: Flaps Deployed (60 deg)
PART 5 – TAKEOFF
Landing Gear Control Buttons

• Ein: Gear Up
• Aus: Gear Down
Horizontal Stabilizer Trim Control Switch 5a
• Kopflastiger = Nose Down
• Schwanzlastiger = Nose Up
Landing Gear Button Safety Cover 6

74
TAKEOFF PROCEDURE
FW190-D9
3
7. Open radiator flaps fully by rotating the Manual Radiator Flap Control (Kühlerklappen) clockwise. Close
DORA
• Open position is AUF.

• Closed position is ZU.
Open
Radiator Flaps
PART 5 – TAKEOFF
Flaps in Takeoff Position
75
7b
Course Setting: North by default
TAKEOFF PROCEDURE
FW190-D9
7a
8. Adjust your course setting to the desired departure course (typically aligned with the
DORA
runway’s heading) by rotating the outer ring of the Repeater Compass.
Aircraft Magnetic Heading: 140 Approx.

PART 5 – TAKEOFF
76
TAKEOFF PROCEDURE
FW190-D9
9. Pull your stick fully AFT and hold it there to ensure the tailwheel stays straight.
DORA
10. Hold wheel brakes.

11. Throttle up to 2000 RPM, ensure engine parameters are within safety limits, and
then throttle up to 2500 RPM.
12. Release brakes and slowly throttle up to 3300 RPM.
13. Do not use your brakes to steer your aircraft: use your rudder instead to make
small adjustments.
14. At 170-180 km/h, center your control stick to allow you to pick up more airspeed.
Your tailwheel should begin to rise. Make sure that your propeller does not strike
the ground.
15. Rotate at 200 km/h.
Tailwheel
PART 5 – TAKEOFF
77
Gear Deployed (AUS) Gear Deployed (AUS)
TAKEOFF PROCEDURE
FW190-D9
16. Raise landing gear by pressing the Rollwerk EIN

DORA
button IN before reaching 250 km/h.
16b Gear In Transition
Gear Retracted (EIN)
16c
16a
Gear In Transition Gear Retracted (EIN)

PART 5 – TAKEOFF
78
TAKEOFF PROCEDURE
FW190-D9
18
17. Raise flaps by pressing the Landeklappen EIN button IN before reaching 250 km/h. Close
DORA
18. Set radiator flaps to Automatic Mode by rotating the Manual Radiator Flap Control (Kühlerklappen) until
it is turned half-way through the FULLY OPEN (AUF) and FULLY CLOSED (ZU) position.
Open
Flaps Position Indicator Light

• Green: Flaps Down (AUS)
• Amber: Flaps Takeoff/START Position
• Red: Flaps Up (EIN)
17a
PART 5 – TAKEOFF
79
TAKEOFF PROCEDURE
FW190-D9
19. Within three minutes after takeoff, reduce power to 3000 RPM and start climbing.
DORA
20. Optimal climb speed is 280-290 km/h with a climb power of 3250 RPM.
21. At an altitude of approximately 3,300 +/-200 m, automatic switching from low to high blower occurs noticeably.
Avoid cruising or frequent change of altitude around blower switching altitude.
Video Demo: https://www.youtube.com/watch?v=ArgtdYGiuaI

PART 5 – TAKEOFF
80
FW190-D9
PART 6 – LANDING DORA LANDING PROCEDURE
81
LANDING PROCEDURE
FW190-D9
1. Enter downwind leg at 300 m altitude.

DORA
2. Deploy landing gear in LANDING (AUS) position when below 250 km/h.
3. Extend flaps in LANDING (AUS) position when below 250 km/h.
Gear Retracted (EIN)
Flaps UP (EIN)
Carpiquet Airfield
Flaps In Transition
Gear In Transition
PART 6 – LANDING
3
2
Flaps DOWN (AUS)
Gear Deployed (AUS)
82
LANDING PROCEDURE
FW190-D9
4
7. Open radiator flaps fully by rotating the Manual Radiator Flap Control (Kühlerklappen) clockwise.
Close
DORA
• Open position is AUF.

• Closed position is ZU.
Open
PART 6 – LANDING
83
LANDING PROCEDURE
FW190-D9
5. After turning on final, keep your nose aimed to the end of the runway, not the beginning. You tend to go where you aim.
DORA
6. Approach the airfield with a speed of 220 km/h, and a sink rate between 2.5 and 5 m/s.
7. Reach the runway with a speed of approx. 200 km/h and a sink rate of 2.5 m/s.
8. Touchdown with a speed of 160-180 km/h with IDLE throttle. Do not start pulling on the stick to lock your tailwheel down yet: you can still
generate enough thrust to bounce, stall and crash at any speed over 170 km/h if you are not careful. Glide your way through the runway…
gravity and deceleration will keep you on a straight trajectory.
9. When decelerating to 100 km/h or less, lock your tailwheel by pulling back on your stick.
10. Do not use your brakes to steer the aircraft yet: use small rudder input instead.
11. When you start losing rudder authority (due to the decreasing airspeed), gently tap your brakes to slowly bring the airplane to a full stop.
Video Demo: https://www.youtube.com/watch?v=uSHRl1u5zKM

PART 6 – LANDING
84
FW190-D9
85
FW190-D9
86
FW190-D9
87
JUNKERS JUMO 213 A-1 ENGINE
FW190-D9
The Fw190 D-9 “Dora” is powered by a Junkers Jumo 213 A-1 engine, a 12-cylinder liquid-cooled inverted inline Vee. The Jumo 213 features a single stage, two-speed supercharger and an automatic
DORA
manifold pressure regulator. The engine drives a three-blade constant-speed propeller. The Jumo engine delivers approximately 1,776 horsepower at 3,250 RPM. This can be further increased to
2,240 horsepower by the use of MW-50 water-methanol injection. Maximum emergency power in level flight is 1,600 horsepower at 3,250 RPM.
PART 7 – ENGINE & FUEL MANAGEMENT
88
FW190-D9
Coolant System
DORA
The D-series of the Fw 190 uses the AJA 180 annular radiator with a capacity of 115 liters. It is installed in front of the engine. The Jumo 213 coolant system has both the main system, consisting of
the coolant pump, engine, radiator, and the heat exchanger; as well as the secondary system with the secondary flow pump, coolant pump, and the coolant tank. The two systems only interact within
the coolant pump. The coolant system attempts to operate at a temperature of about 100 °C at all altitudes. A built-in electric temperature sensor between the engine and the radiator is used to
control the temperature.
Proper pressure is required in the cooling system to prevent unwanted vapor formation. Any steam that may occur is separated in the vapor air separator of the coolant pump and then sent to the
secondary system coolant tank where it is condensed. However, if the boiling limit in the coolant tank is exceeded, the pressure begins to rise. Therefore, the pressure and temperature gauges
should be watched at all times to avoid overheating and possible engine damage.
To avoid excessive pressure, the cooling system has a pressure-controlled pressure regulating valve which also performs the task of maintaining pressure at greater altitudes via the evaporation of
the coolant in the coolant tank.
Coolant System Diagram
89
FW190-D9
Oil System
DORA
A 55-liter oil tank is located in the left side of the engine. There is no air oil cooler - oil is cooled by engine coolant in the special heat exchanger. Two cockpit gauges are provided, both
located on the front dash. The oil temperature gauge monitors the system with the normal operating temperature range of 110 to 130 degrees Celsius (min. 40°C, max. 135°C). The right-
hand side of the fuel and oil pressure gauge monitors the oil system with the normal operating pressure of 5 – 11 kg/cm2.
Oil System Diagram

90
Supercharger Pressure Gauge (ATA)
ENGINE INDICATIONS • Similar to Boost or Manifold Pressure
FW190-D9
Here is an overview of the various engine indications you have to monitor:

DORA
• Engine Tachometer (x100 RPM): Controlled by the throttle. Indicates engine speed turning the constant speed propeller.
• Supercharger Pressure Gauge (ATA): Similar to a Boost or Manifold Pressure indicator, supercharger pressure indicates the ratio
between the absolute pressure after the supercharger and the atmospheric pressure in atmospheres (ATA). Values greater than 1
ATA indicate a pressure higher than atmospheric pressure, while values below 1 ATA indicate a pressure below atmospheric
pressure. In ISA (standard) conditions, 1 ATA at sea level is roughly +0 Boost, 14.7 psi, 760 mm Hg, 29.92 in Hg, 1013.25 mBar, or
101.325 kPa.
• Coolant Temperature (deg C): indicates the water-glycol coolant temperature. A high temperature may indicate a perforation in the
system, leaking coolant.
• Oil Temperature (deg C): indicates the oil temperature in the engine lubrication system.
• Oil Pressure Indicator (kg/cm2): indicates the oil pressure of the engine lubrication system.
• Engine Fuel Pressure Indicator (kg/cm2): indicates the fuel pressure of the fuel pump system.
• MW-50 (Water-Methanol Injection) Pressure Indicator (kg/cm2): indicates the MW-50 pressure.
Fuel Pressure Coolant Temperature Oil Temperature

Indicator (kg/cm2) Oil Pressure Indicator
Indicator (deg C) Indicator (deg C)
(kg/cm2)
Engine Tachometer
(RPM/Umin x100)
MW-50 Pressure Indicator (kg/cm2)

91
ENGINE CONTROLS Throttle
FW190-D9
The main engine controls are:

DORA
• Throttle: Controls supercharger pressure (manifold pressure)
• MW-50 (Water-Methanol Injection) Switch: Controls injection of water-methanol, which allows

the increase of manifold pressure.
• MBG (Motorbediengerät, or Engine Control Unit) Emergency Mode Handle: Allows the aircraft to
operate at higher boost pressure than normal
MW-50 (Methanol-Wasser 50, or Water-

• Ein = Enabled
• Aus = Disabled
MBG (Motorbediengerät, or Engine Control Unit)

Emergency Mode Handle
92
ENGINE CONTROLS
Close
FW190-D9
The main engine controls are:

DORA
• Manual Radiator Flap Control (Kühlerklappen) : Controls engine radiator cowling flaps, allowing to
cool the engine. Radiator flaps are set to Automatic Mode by rotating the Manual Radiator Flap
Control until it is turned half-way through the FULLY OPEN (AUF) and FULLY CLOSED (ZU) position.
• Turning the control wheel to AUF or ZU allows for manual control if temperature
exceedances are noticed and you need to override the automatic control.
Open
Radiator Cowling Flaps (Kühlerklappen)
93
Fuel Pressure Coolant Temperature Oil Temperature
Indicator (kg/cm2) Oil Pressure Indicator
ENGINE OPERATION & LIMITS (kg/cm2) Indicator (deg C) Indicator (deg C)
FW190-D9
Engine Power Settings:

DORA
• TAKEOFF: 3250 RPM (Throttle Fully Forward)

• LANDING: 1000 RPM
• NORMAL OPERATION: 3000 RPM
General Rule for Coolant and Oil Temperatures:
Keep coolant and oil temperatures in the “Safe Region” on the scales as shown. When oil
temperature is above 120 deg C, make sure your Radiator Flaps are Open or you risk
overheating. When oil temperature is below 70, close it to prevent overcooling.
Engine Limits:
• Coolant Temperature: Min 70 deg C – Max 120 deg C

• Oil Temperature: Min 110 deg C – Max 130 deg C
• Oil Pressure: Min 3 kg/cm2 – Max 13 kg/cm2
If engine overheats, you can: Supercharger Pressure Gauge (ATA)

1. Enter a dive to increase airspeed and airflow to the engine intake. • Similar to Boost or Manifold Pressure
2. Reduce throttle
3. Decrease rate of climb
4. Set radiator flaps to the Maximal “Auf (Open)” position.
CHECK YOUR ENGINE TEMPERATURES EVERY 30 SECONDS OR SO. IT WILL SAVE YOUR LIFE.
Engine RPM/Umin x100
Manual Radiator Flap Control MW-50 (Methanol-Wasser 50, or Water-

• Clockwise / Auf = Open Methanol Injection) Switch
• Counter-clockwise / Zu = Closed • Ein = Enabled
• Aus = Disabled 94
ENGINE OPERATION & LIMITS
FW190-D9
DORA
POWER SETTINGS
Throttle Position Power Output RPM Permissible Time Fuel Consumption
(deg) (Liter/Hour)
90 Emergency Power 3250 3 min 620

(increased take-off power)
90 Take-Off, Combat and 3250 30 min 590
Climb Power
75 Continuous Power 3000 Constant 530
60 Economy I 2700 Constant 375
47 Economy II 2400 Constant 285
34 Economy III 2100 Constant 215
0 Idle (In-Flight) Approx. 1200 - -
-10 Engine Stop Position - -
95
BEDIENGERÄT ENGINE CONTROL UNIT
FW190-D9
The Junkers Jumo 213 engine comes equipped with a "Bediengerät" (engine control unit), which is similar in function to the "Kommandogerät" (command device) used on BMW-801-powered
DORA
earlier variants of the Fw 190.
The "Bediengerät" is a hydromechanical multifunction integrator that dramatically simplifies engine control. While in most other contemporary aircraft the pilot had to constantly operate a slew of
levers to manage throttle level, propeller pitch, fuel mixture, and supercharger stages, the "Bediengerät" takes the majority of the workload away. The pilot simply has to move the throttle lever to
set the desired manifold pressure. The "Bediengerät" takes care of the rest, setting all other parameters to allow the engine to properly operate at the desired manifold pressure, given the current
flight conditions.
MBG (MOTORBEDIENGERÄT) EMERGENCY MODE

The Jumo 213 engine also has a “MBG” handle. This handle is connected via cable to the
aircraft’s "Motorbediengerät" (MBG). In normal position the MBG operates in automatic
mode. In case of emergency, the handle can be pulled to allow the engine to operate at
higher boost pressure than normal.
• If at all possible, the handle should be pulled when the throttle is in Idle setting.
• Speed control remains automatic.
• Please take extra care to watch engine speed and boost. The engine must be loaded only
as far as absolutely necessary in "Notzug" mode.
• When flying in "Notzug" mode (handle pulled), boost pressure of 1.55 ATA should never
be exceeded!
• When flying in "Notzug" mode (handle pulled), engine speed of 2,700 RPM should never
be exceeded!
MBG (Motorbediengerät, or Engine Control Unit)

Emergency Mode Handle
Junkers Jumo 213 A-1 Assembly
96
MW-50 METHANOL-WATER INJECTION
FW190-D9
The primary effect of the MW-50 mixture spray is cooling of the air-fuel mixture.
DORA
The secondary effect of the MW-50 mixture spray is its anti-detonant effect, which is how the increase in boost pressure is achieved.
While the secondary boost-increasing effects deteriorate with altitude, the primary cooling effects are still noticeable. Therefore, the MW-50
system can be used to cool down the air-fuel mixture at all altitudes in the event of an emergency.
The boost provided by the MW-50 begins to decrease in power at altitudes above 6,000 meters.
Note: Make sure MW-50 Mix is enabled in the MW/Fuel Tank via the Mission Editor, or else the tank will be filled with fuel and MW50 will not be
available.
E96 MW-50 On Power Switch
MW-50 System Diagram
MW-50 (Methanol-Wasser 50, or Water-

• Ein = Enabled
MW-50 Pressure Indicator (kg/cm2) • Aus = Disabled
97
SUPERCHARGER BASICS
FW190-D9
A supercharger is an engine-driven air pump or compressor that provides compressed air to the engine to provide additional pressure to the induction air so the engine can produce additional
DORA
power. It increases manifold pressure and forces the fuel/air mixture into the cylinders. The higher the manifold pressure, the more dense the fuel/air mixture, and the more power an engine can
produce.
With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure. A supercharger is capable of boosting manifold pressure above 1.0 ATA
(30 in Hg). For example, at 2500 meters (8000 ft) a typical engine may be able to produce 75 percent of the power it could produce at mean sea level (MSL) because the air is less dense at the
higher altitude. The supercharger compresses the air to a higher density allowing a supercharged engine to produce the same manifold pressure at higher altitudes as it could produce at sea level.
Thus, an engine at 8,000 feet MSL could still produce 0.85 ATA of manifold pressure whereas without a supercharger it could produce only 0.75 ATA. Superchargers are especially valuable at high
altitudes (such as 18,000 feet / 5500 m) where the air density is 50 percent that of sea level. The use of a supercharger in many cases will supply air to the engine at the same density it did at sea
level. With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure.
98
SUPERCHARGER OPERATION
FW190-D9
The Junkers Jumo 213 engine is equipped with a single stage, two-speed centrifugal supercharger with MW-50 water-methanol injection. In the 1930’s-1940’s, the first few aircraft
DORA
that had a two-speed supercharger had a manual control that had to be set once the aircraft was high enough (air density was low enough to see a noticeable difference once the
supercharger is shifted into second gear). In our case, the supercharger shifts gear automatically (managed by the Bediengerät Control Unit) once a threshold altitude is reached.
There is no supercharger gear indicator. In practice, you will notice the manifold pressure gauge (ATA) will suddenly increase once the supercharger shifts into high gear.
At an altitude of approximately 5500 +/- 200 meters, the supercharger automatically switches supercharger speed from low to high. Try not to fly or frequently change your altitude
within this threshold.
Junkers Jumo 213 A-1

99
FUEL TANKS
FW190-D9
DORA
Fuel Capacity
Vorn/Front Tank Capacity: 232 L (172 kg)
Hinten/Rear Tank Capacity: 292 L (216 kg)
Note: A drop tank with a capacity of 300

liters can be installed under the fuselage.
MW-50/Fuel Container
(115 L)
Vorn/Front Fuel Tank

Hinten/Rear Fuel Tank
100
E14 Forward Tank (vorderer Behälter) Fuel Pump Circuit Breaker
E13 Rear Tank (hinterer Behälter) Fuel Pump Circuit Breaker
FUEL MANAGEMENT E85 Auxiliary Tank (Sonder) Fuel Pump Circuit Breaker
FW190-D9
Since If there are additional fuel tanks (auxiliary fuselage and/or external drop tank), the fuel from them enters the rear
DORA
fuel tank via two lines. When the fuel level in the aft tank reaches exactly 240 liters, the restrictor valve opens up the
auxiliary line. The additional tanks continue to feed the aft tank until they are fully depleted. The additional tanks are not
equipped with any fuel gauge sensors, and so the only way to tell that they have been fully depleted is when the aft tank's
fuel level begins to drop below 240 liters.
When flying with drop tanks, drop tank fuel should be used first (Set Fuel Tank Selector to “Vorderer Behälter zu” to close
the forward tank and use fuel from the drop tank, which feeds into the rear tanks). When the fuel inside the drop tank is
exhausted, the fuel tank selector lever is set to “Auf” and the E85 Auxiliary Drop Tank Fuel Pump should be turned off.

(Rumpflast) Handle
Fuel Gauge (x100 Liters) Fuel Gauge Indication Selector
• Vorn/Front Tank Capacity: 232 L (172 kg) • Left: Vorn = Front
• Hinten/Rear Tank Capacity: 292 L (216 kg) • Middle: No Tank Selected
• Total Capacity: 524 L (388 kg) • Right: Hinten = Rear

Fuel Tank Selector Lever Front (vorn) Tank FUEL LOW warning light
• Auf: Open (engine draws from both tanks) • Illuminates when below 80 Liters Rear (hinten) Tank FUEL LOW warning light
• Vorderer Behälter zu: Forward Tank Closed • Illuminates when below 10 Liters
• Hinterer Behälter zu: Rear Tank Closed
• Zu: Closed (both fuel lines to booster pump are closed) 101
FUEL MANAGEMENT
FW190-D9
The fuel system operates on a simple principle. The internal feeder pumps of the front [6] and rear [7] fuselage tanks feed into the engine's booster pump [13]. When the fuel selector
DORA
(fuel cock) [11] is set to "Auf", both fuel lines from the forward and rear tanks are allowed to feed fuel to the booster pump. The booster pump draws more fuel than actually needed
from both tanks and the surplus is routed back into the forward tank, thereby closing the valve for the forward tank. With this mechanism fuel effectively is drawn only from the rear
tank as long as the engine gets enough fuel from it. When the engine pump starts to starve, the forward tank is "opened".
Fuel System Diagram 1. Filling port

2. Forward tank (232 l)
3. Aft tank (292 l)
4. Auxiliary fuselage tank (115 l)

5. Auxiliary jettisonable tank
6. Forward tank feeder pump
7. Aft tank feeder pump
8. Auxiliary jettisonable tank feeder pump
9. Auxiliary fuselage tank feeder pump
10. Shutter valve (shuts at 240 l)
11. Fuel selector
12. Fuel filter
13. Booster pump
14. Vapor separator
15. Fuel injection
16. Fuel pressure gauge
17. Fuel content gauge
18. Fuel gauge selector switch
19. Fuel warning lights
20. Fuel level sender
21. Primer fuel canister (3 l)
22. Primer pump
23. Windscreen cleaner
102
FUEL DROP TANK OPERATION
FW190-D9
1. Since the drop tank feeds into the rear fuel tank, set fuel tank selector lever to “VORDERER
DORA
BEHÄLTER ZU” (FORWARD TANK CLOSED) and turn on the E85 Auxiliary Drop Tank Fuel
Circuit Breaker to consume fuel from the drop tank first.
E14 Forward Tank (vorderer Behälter) Fuel Pump Circuit Breaker

E13 Rear Tank (hinterer Behälter) Fuel Pump Circuit Breaker
E85 Auxiliary Tank (Sonder) Fuel Pump Circuit Breaker
1
External Fuel Drop Tank

(300 L)
103
FUEL DROP TANK OPERATION
FW190-D9
2. When ready to jettison drop tank, make sure that your fuel tank selector is set to “AUF” (OPEN)
DORA
and turn off the E85 Auxiliary Drop Tank Fuel Circuit Breaker.
3. To jettison fuel drop tank, pull the “RUMPFLAST” (FUSELAGE JETTISON) handle.
2 E85 Auxiliary Tank (Sonder) Fuel Pump Circuit Breaker

104
AIRSPEED LIMITS
FW190-D9
Here is an overview of some of the important airspeeds to remember.

DORA
• Maximum Flaps Extension Speed: 250 km/h

• Maximum Landing Gear Extension Speed: 250 km/h
• Optimal Climb Speed: 280-290 km/h
• Do-Not-Exceed Airspeed (VNE): See Airspeed Indicator Airspeed Indicator (km/h)
Airspeed @ Altitude
• 500 km/h @ 9 km
• 600 km/h @ 7 km
• 700 km/h @ 5 km
• 800 km/h @ 3 km
• 850 km/h @ 2 km
PART 8 – AIRCRAFT LIMITATIONS
105
FW190-D9
PART 9 – WEAPONS DORA
106
ARMAMENT OVERVIEW
FW190-D9
• 2 x Mauser MG 151 20 mm Cannons (250 rounds per cannon)

DORA
• 2 x Rheinmetall-Borsig MG 131 13 mm Machineguns (475 rounds per gun)

• 26 x R4M 4 kg anti-air Rockets (13 rockets per rack)
• 2 x BR 21 Werfer-Granate 21-cm anti-air Rockets
• 4 x SC-50 kg bombs
• 1 x SC-500 kg bomb
MG 131 Machineguns
(13 mm, 475 rounds per gun)
PART 9 – WEAPONS
MG 151 Cannon BR 21 Werfer-Granate Rocket (21 cm)

SC-500 Bomb (20 mm, 250 rounds)
107
EZ42 GUNSIGHT
FW190-D9
The Fw190-D9 is equipped with the pioneering EZ42 gunsight, which is roughly equivalent to the well-known K-14 gunsight used on the North
DORA
American P-51D Mustang. The design history of the EZ gunsight began before the war, but the Reich Air Ministry continued to focus on
conventional reflector sights, installing the ubiquitous Revi (Reflexvisier) sight on most aircraft.
The EZ42 gyroscopic gunsight allows the pilot to measure the aircraft angular velocity to automatically plot both bullet drop and target lead for
on-board armament. This sight is better used against slow-maneuvering targets like bombers rather than against nimble fighters.
The gunsight range is controlled with the Throttle Twist Grip, while the Target Wingspan is controlled with the Target Wingspan Setter Knob. Throttle Twist Grip Target
Range Setter
Target Range (Meters) Gunsight Reticle
Mechanical Backup Sight
Wingspan Reference
(Meters)
PART 9 – WEAPONS
EZ42 Gunsight Gyro

Power Switch
Gunsight Brightness
Target Wingspan Control
Setter Knob 108
Target Wingspan
EZ42 GUNSIGHT Setter Knob
FW190-D9
An interesting fun fact about the Target Wingspan Setter knob is that there are
DORA
small tick marks. There is a bar with a single tick, another with two ticks and
another one with four ticks. These are reference marks used as reminders to help
the pilot remember the wingspan size of allied single-engine fighters, twin-engine
aircraft and heavy four-engine bombers.
Take note that a night filter can also be installed on the sight.
Twin-Engine Fighter/Bomber
Reference Tick Mark Single-Engine Fighter
Reference Tick Mark Heavy Bomber (4-engines)
Reference Tick Mark
Night Gunsight Filter

PART 9 – WEAPONS
Night Gunsight Filter (Used)

(Not used)
109
EZ42 GUNSIGHT
FW190-D9
Here is a quick procedure that explains how to use the gunsight: Target Range (Meters)
DORA
1. Turn ON your gunsight Gyro Power switch (UP) 4

2. Adjust Gunsight Brightness – As desired.
3. Set Gunsight Wingspan to your target’s wingspan. We will set 31.6 m since our target is a B-17. 2
• 11.2 meters is a typical Spitfire and Mustang wingspan
• 31.6 meters is the wingspan of a B-17 heavy bomber.
4. Set Gunsight Range to 600 m (optimal range for horizontal gun convergence) by using the throttle twist grip.
Wingspan Reference
(Meters)
4
PART 9 – WEAPONS
Throttle Twist Grip Target Target Wingspan

Range Setter 3
Setter Knob
110
EZ42 GUNSIGHT
FW190-D9
5. The EZ42 Gunsight “Justierkasten” (gunsight ballistics adjustment unit) requires two parameters to be set, which
DORA
are a function of your current altitude. Consult the altimeter, then consult the EZ42 Parameter Table.
a) Our altitude is between 6 and 8 km.
b) Go to the EZ42 Parameter Table at the “H 4 – 8 km” line. The “H” value refers to “Höhe” (Altitude).
c) Parameter I is 76.
d) Parameter II is 63 at all altitudes.
6. Adjust EZ42 Parameter I Rotary to the value obtained in the EZ42 Parameter Table, which is 76.
7. The EZ42 Parameter II Rotary is fixed to the 63 value obtained previously.
7a (fixed position)
6a 5b
5c 5d
PART 9 – WEAPONS
5a
6b 7b
111
EZ42 GUNSIGHT
FW190-D9
8. Place the wings of the target within your gunsight and estimate its range accordingly.
DORA
PART 9 – WEAPONS
112
Cannon Safety Cover
WEAPON CONTROLS • Automatically lifted when firing
FW190-D9
weapons (in real life, the pilot needs to

lift the safety manually)
DORA


PART 9 – WEAPONS

• SPACE binding for MG 131 and MG
151 triggers pressed
simultaneously
113
WEAPON CONTROLS
FW190-D9
MG 151 Cannon Breechblock Status Signal Lamp

DORA
• Illuminated: Open Fuselage-Mounted (Rumpf) Gun Power Light

• Extinguished: Closed • Illuminated = Powered On
Lamp flickering when firing the weapon means the breechblock mechanism Wing-Mounted (Flügel) Gun Power Light
operates properly. If lamp remains extinguished or illuminated when trigger is • Illuminated = Powered On
pressed, a weapon malfunction has occurred.
Master Arm Safety I Switch

Master Arm Safety II Switch

PART 9 – WEAPONS

Setting knob
Setting knob
Setting knob
114
WEAPON CONTROLS
FW190-D9
DORA
Rocket Arming Switch (SICHERHEITSSCHA. GERÄT 21)

• Ein: Armed
• Aus: Disarmed
Rocket Jettison Switch (ABSPRENGSCHA. GERÄT 21)

• Ein: Armed
• Aus: Disarmed
Bomb Loaded Lights

PART 9 – WEAPONS
Bomb Release Mode Selector Switch

• Middle: Aus (Disarmed)
115
MG 131 MACHINEGUNS (13 MM) & MG 151 CANNONS (20 MM)
FW190-D9
1. Arm your guns using the “GRUPPE” Safety Switch (UP)

Reticle
DORA
2. Turn ON your gunsight Gyro Power switch (UP)

3. Adjust Gunsight Brightness – As desired.
3
PART 9 – WEAPONS
116
FW190-D9
4. Set Gunsight Wingspan to your target’s wingspan. We will set 31.6 m since we are attacking B-17s.
DORA
• 11.2 meters is a typical Spitfire and Mustang wingspan

• 31.6 meters is the wingspan of a B-17 heavy bomber.
5. Set Gunsight Range to 600 m (optimal range for horizontal gun convergence) by using the throttle twist grip.
Target Range (Meters)
Wingspan Reference
(Meters)
4
PART 9 – WEAPONS
Throttle Twist Grip Target Target Wingspan

Range Setter 4
Setter Knob
117
FW190-D9
6. The EZ42 Gunsight “Justierkasten” (gunsight ballistics adjustment unit) requires two parameters to be set, which
DORA
are a function of your current altitude. Consult the altimeter, then consult the EZ42 Parameter Table.
a) Our altitude is between 6 and 8 km.
b) Go to the EZ42 Parameter Table at the “H 4 – 8 km” line. The “H” value refers to “Höhe” (Altitude).
c) Parameter I is 76.
d) Parameter II is 63 at all altitudes.
7. Adjust EZ42 Parameter I Rotary to the value obtained in the EZ42 Parameter Table, which is 76.
8. The EZ42 Parameter II Rotary is fixed to the 63 value obtained previously.
8a (fixed position)
7a 6b
6c 6d
PART 9 – WEAPONS
6a
7b 8b
118
FW190-D9
9. Place the wings of the target within your gunsight and estimate its range accordingly.
DORA
PART 9 – WEAPONS
119
FW190-D9
10. Press the “MG 131/151 FIRE” button (SPACE) to press both the MG 131
DORA
Machineguns and MG 151 Cannon Triggers. Alternatively, you can press on the
MG 131 Machinegun trigger alone (RCTRL+SPACE) to fire machineguns only.
Take note that the Cannon Safety cover will automatically be lifted when you press
the triggers (in real life you would need to lift it by yourself).

10
PART 9 – WEAPONS

• SPACE binding for MG 131 and MG 151
triggers pressed simultaneously
120
FW190-D9
DORA
PART 9 – WEAPONS
121
BOMB FUZES
FW190-D9
To equip bombs with a fuze delay, contact the ground crew.

DORA
1. Open canopy
2. Press “RALT + \” (Communication Push-to-Talk) Terminology
3. Select ground crew by pressing “F8” • Sturz: Dive Bombing
4. Select “Rearm & Refuel” by pressing “F1”. • MV: Mit Verzögerung (with fuze delay)
5. Equip bomb on desired pylon. • OV: Ohne Verzögerung (without fuze delay)
6. Click on the yellow triangle on the bomb to set fuze type and delay. • Wagerecht: Low Level
7. Set fuze type and delay.
8. Click OK on the Fuze panel.
9. Click OK on the Re-Arming panel.
4
PART 9 – WEAPONS
4
7
6
6
9
8
5 7
122
SC-500 BOMB (DIVE BOMBING PROFILE)
FW190-D9
1. Set Gunsight Gyro Power switch – ON (UP)

DORA
2. Set Gunsight Range to 0 m by using the throttle twist grip.

3. Arm your guns using the “GRUPPE” Safety Switch (UP)
4. Choose bomb release mode
• Left Side (Red) = Sturz = Dive Bombing
2
• Right Side (Green) = Wagerecht = Level Bombing
5. Choose desired fuse delay 3
• MV = Mit Verzögerung = With Delay
• OV = Ohne Verzögerung = Without Delay
6. Select appropriate release mode on console.
• Example: Sturz OV= Dive Bombing Without Delay
Throttle Twist Grip Target

Range Setter
Bomb Release Mode Selector Switch 6

• OV: Ohne Verzögerung (without delay) Bomb Loaded Light
• Middle: Aus (Disarmed)
PART 9 – WEAPONS
123
7
SC-500 BOMB (DIVE BOMBING PROFILE) Target should be 1/3 from the end of the wing-tip
FW190-D9
before performing the turn towards the target.

7. Approach the target by flying level at an altitude of 2 km, with an airspeed of 350 km/h.
DORA
8. When the target disappears under the wing on a line of about 1/3 from the end of the
wing-tip, perform a gentle turn under the horizon in the direction of the target. Target
9. While turning, regulate speed so that the target remains visible. This turn has to be very
steady and made without excessive use of the rudder.
Target is approximately 1/3 from the end of the wing- 9

8
tip; start performing the turn towards the target.
PART 9 – WEAPONS
Target should remain

visible during the turn
124
FW190-D9
Target
10. Throttle back at idle power and perform a dive between 45 and 60 degrees. The steeper
DORA
the dive angle the better precision you will have.

11. Make sure not to exceed maximum diving speeds, as indicated on your airspeed gauge.
12. Line up the target with the center of the gunsight reticle.
13. Pull lead to bring the target slightly under the aircraft nose.
14. When target is lined up under the aircraft nose and aircraft is between an altitude of
500 m and 1 km, release bomb.
Airspeed Indicator (km/h)

Airspeed @ Altitude
• 500 km/h @ 9 km
• 600 km/h @ 7 km
• 700 km/h @ 5 km
• 800 km/h @ 3 km
• 850 km/h @ 2 km
PART 9 – WEAPONS
Target
125
FW190-D9
15. Release bomb using the “WEAPON RELEASE” button (RALT+SPACE).

DORA
16. Apply full power and pull away from the blast while maintaining level flight. This will allow you
to get out as quickly as possible from the orbit of enemy anti-air defences.
17. After having travelled enough distance, start climbing. Climbing immediately after the release
of bombs was one of the most common mistakes and resulted in:
• Unnecessary danger to the pilot from the enemy anti-air batteries
• Black-out
• Wing wrinkling
15

PART 9 – WEAPONS
126
FW190-D9
DORA
PART 9 – WEAPONS
127
BR 21 WERFER-GRANATE 21-CM ANTI-AIR ROCKETS
FW190-D9
You can set anti-air rockets with a fuze delay and a self-destruct delay as well. Similarly to the bomb fuze setup, contact the ground crew and click on the
DORA
yellow triangle on the rocket to set fuze type and delay.

PART 9 – WEAPONS
128
FW190-D9
1. Arm rockets by setting the “SICHERHEITSSCHA. GERÄT 21” switch to EIN (UP).
DORA
2. The aiming process is very imprecise. 21-cm Werfer-Granate Rockets were designed to
be used as anti-air rockets against the allied heavy bomber combat boxes. The shots
were meant to be taken from a longer range, providing (in theory) a safer alternative
to exposed attacks with cannons. The angled-up rocket tubes provided the rocket with
an arced trajectory… and the rockets would hopefully damage bombers when
exploding in mid-air. Needless to say, this concept was better in theory than in practice
since the rockets themselves were not very accurate.
1
PART 9 – WEAPONS
129
3
FW190-D9
3. Press the “WEAPON RELEASE” button (RALT+SPACE) to fire rockets.

DORA
4. To jettison rocket racks (which generate a lot of drag):

a) Verify that Rocket Arming Switch (SICHERHEITSSCHA. GERÄT 21) is set to
EIN/ARMED (UP)
b) Set the “ABSPRENGSCHA. GERÄT 21” switch to EIN (UP) after lifting the safety
cover.

• RALT+SPACE binding 3
PART 9 – WEAPONS
4a
4b
4 130
R4M (RACKETE 4-KILOGRAMM MINENKOPF) ANTI-AIR ROCKETS
FW190-D9
Unlike the BR 21 Werfer-Granate anti-air rocket, the R4M rockets do not have customizable fuzes or a self-destruct delay.
DORA
PART 9 – WEAPONS
131
FW190-D9
1. Arm rockets by setting the “SICHERHEITSSCHA. GERÄT 21” switch to EIN (UP).
DORA
2. The aiming process for the R4M rockets is a bit more straightforward than its Werfer-Granate 21 cm counterpart. The racks contain 13
rockets each. Rockets have to be fired from close range and require a direct hit. In a way, using R4M rockets is easier than using the Werfer-
Granate 21 cm rockets since their trajectory is more predictable and you have more at your disposal to adjust your aim if you miss.
1
PART 9 – WEAPONS
132
FW190-D9
3. Press the “WEAPON RELEASE” button (RALT+SPACE) to fire rockets.

DORA
PART 9 – WEAPONS

• RALT+SPACE binding 3
133
FW190-D9
Note: The R4M rocket racks are not jettisonable.

DORA
PART 9 – WEAPONS
134
ORDNANCE JETTISON
FW190-D9
• To jettison a bomb, set Bomb Release Mode Selector Switch to AUS (Disarmed), then:
DORA
• Pull Rumpflast handle to jettison Fuselage Stores

• Pull Flügellast handle to jettison Wing Stores .
• To jettison an external fuel drop tank, pull “Rumpflast” handle.
• To jettison rocket racks, set Rocket Arming Switch (SICHERHEITSSCHA. GERÄT 21) to EIN/ARMED (UP) then set
the “ABSPRENGSCHA. GERÄT 21” switch to EIN (UP) after lifting the safety cover.
Jettison Wing Stores (Flügellast) Handle

(Rumpflast) Handle
Rocket Jettison Switch

Rocket Arming Switch (ABSPRENGSCHA. GERÄT 21)
(SICHERHEITSSCHA. GERÄT 21) • Ein: Armed
• Ein: Armed • Aus: Disarmed
• Aus: Disarmed
PART 9 – WEAPONS
Bomb Release Mode

Selector Switch
135
RADIO FREQUENCY
FUG 16ZY VHF RADIO OVERVIEW RANGE: 38.4- 42.4 MHz
FW190-D9
The FW190-D9 is equipped with a FuG 16ZY radio, a specially-designed airborne

F136 - FuG 16ZY Radio Power
DORA
VHF transceiver. The FuG 16 can be used for in-flight communication as well as
for IFF identification and DF homing. The set operates in the frequency range (FT Anlage) Circuit Breaker
between 38.4 and 42.4 MHz.
The FuG 16ZY can also be set to Leitjäger or Fighter Formation Leader mode that
allows it to use a special Y-Verfahren ground tracking and direction homing via
the normal headphones.
Radio frequencies are preset in the mission editor in 4 different channels and
cannot be tuned manually during flight.
Push-to-Talk Button
FuG 16ZY Radio Receiver Fine

Tuning Knob (+/- 30 kHz)
FuG 16ZY Radio Frequency

Selector Switch
PART 10 – RADIO
FuG 16ZY Radio

Volume Control
FuG 16ZY Radio Homing Selector Switch

• Ft: Funktelefonie / Radio Telephony
• Abstimmen / Frequency tuning for radio homing
136
Push-to-Talk Button 5
HOW TO TRANSMIT ON FUG 16ZY VHF RADIO

FW190-D9
1. Set FUG 16ZY Power Switch (F136, FT Anlage) ON.

DORA
2. Set radio channel selector to the desired frequency (I, II, Δ or □).
• See note on next page about the real-life functions of these frequencies.
3. Set radio mode to “FT” (FUNKTELEFONIE: RADIO TELEPHONY)
4. Adjust radio volume as desired.
5. Press the Push-to-Talk Button on your throttle to transmit (“COMM PUSH TO TALK” Binding, or “RALT+\”)
1
PART 10 – RADIO
137
FUG 16ZY RADIO CHANNELS
FW190-D9
• The "I" position is for "Y-Führungsfrequenz", or Management frequency, is used for communication within the flight or
DORA
squadron. A mission maker will typically preset this frequency to the same frequency used by your wingmen of your
flight and mention it in the mission briefing.
• The "II" position is for "Gruppenbefehlsfrequenz", or Group Order frequency, is used to communicate between several
flights from different squadrons participating in a single raid. A mission maker will typically preset this frequency to the
same frequency used by other flights or friendly units and mention it in the mission briefing.
• The "Δ" position is for "Nah-Flugsicherungsfrequenz", or the Air Traffic Control frequency. It is used to communicate
with the designated Air Traffic Controller. A mission maker will typically preset this frequency to the same frequency
used by your departure airfield and mention it in the mission briefing.
• The "□" position is for "Reichsjägerfrequenz", or Reich Fighter Defense Frequency, and is used to coordinate country-
wide air defense efforts in large scale raids.
These frequencies should be listed in your mission briefing.

PART 10 – RADIO
138
AIRFIELD FREQUENCY
AIRPORT RADIO FREQUENCIES
FW190-D9
Anapa 38.40 MHz
To determine airport radio frequencies, use the F10 map.
Batumi 40.40 MHz
DORA
Beslan 42.40 MHz

Gelendzhik 39.40 MHz
Gudauta 40.20 MHz
Kobuleti 40.80 MHz
Radio Frequency for Carpiquet Airfield:
Kutaisi 41.00 MHz
39.000 MHz
Krasnodar-Center 38.60 MHz
Krasnodar-Pashkovsky 39.80 MHz
Krymsk 39.00 MHz
Maykop 39.20 MHz
Mineralnye Vody 41.20 MHz
Mozdok 41.60 MHz
Nalchik 41.40 MHz
Novorossiysk 38.80 MHz
PART 10 – RADIO
Senaki 40.60 MHz

Sochi 39.60 MHz
Soganlug 42.00 MHz
Sukhumi 40.00 MHz
Tbilisi 41.80 MHz
Vaziani 42.20 MHz
139
THE REPEATER COMPASS
FW190-D9
Most of the navigation must be done visually in the FW190. Consult the Repeater Gyrocompass. If desired, you can adjust your course setting by rotating the outer ring of the Repeater
DORA
Compass. You can then steer the aircraft until the Aircraft Magnetic Heading needle (front of the airplane symbol) is lined up with the Course Setting reference mark.
Course Setting (Can be adjusted by

Repeater Compass rotating the outer compass ring)
Airplane Symbol (points

towards your magnetic heading)
PART 11 – NAVIGATION
Aircraft Magnetic Heading: 105
140
LORENZ BEAM BLIND-LANDING RADIO NAVIGATION (THEORY)
FW190-D9
The During the 1930s and 1940s, a Standard Beam Approach (SBA) receiver was used by aircraft, to land when visual conditions were poor (due to rain, low cloud, or fog). It was a navigation
DORA
receiver, and allowed the pilot to line the aircraft up on the runway when preparing in to land. You can think of it like a primitive form of ILS (Instrument Landing System), but only with a lateral
component.
The most important pre-war Navigation Aid (navaid) was the Lorenz Radio Range, developed in Germany as a Blind Landing System (BLS), and was used extensively in Europe. It was developed
starting in 1932 by Dr. Ernst Kramar of the Lorenz company. It was adopted by Lufthansa in 1934 and installed around the world. Lorenz used a 33.33 MHz radio transmitter, which projected two
overlapping beams down the runway. The beams were switched on and off alternately, the left beam creating “dits” (morse letter E), the right beam creating “dahs” (morse letter T). Where the
beams overlapped along the runway centerline, a continuous tone was heard.
On approach, when the pilot heard dits, he turned right until he heard the steady tone. Similarly if he heard dahs, he turned left. This was an aural navigation method, meaning that you used the
morse signal sounds to determine whether you were to the left, to the right or directly lined up with the runway center. The pilot had to listen to the tones in his earphones and fly accordingly.
The Lorenz system was installed at many British airfields and called Standard Beam Approach (SBA). It used the morse letter A (dit dah) for the left beam, and the morse letter N (dah dit) for the
right beam. In the middle, these overlapped to form the steady tone.
Reference: http://www.tuberadio.com/robinson/museum/command_SBA/
141
FW190-D9
Lateral Deviation Needle
Consult this video for a great explanation of how the Lorenz Oscillates to the left
DORA
"Beam" Blind Landing System FuBl 2 was used with the AFN-1
Indicator: https://youtu.be/6ReAJWnFGpg
An important point to remember is that beam landing is not

fully functional in DCS yet, so all these concepts are only the
theory of what you would expect.
Beacon/Marker Light
Distance Needle
Distance from
Beacon Scale
Far
Near

• Used to determine where aircraft
Left Right is in relationship to airport.
Lateral Deviation Scale
Marker Light
• Illuminates when flying over
marker beacon (VEZ or HEZ)
142
FW190-D9
Here is an example of the concept behind the Standard Beam

DORA
Approach (SBA).
Right Station
▄ ▄ ▄
The Standard Beam Approach system currently simulated in DCS is Signal “Dits”
based on the Lorenz signals: a series of “dits” (Morse code for “E”) for
the station right of the runway and a series of “dahs” (Morse code for
“T”) for the station left of the runway.
+
The signal codes might change eventually, but the method remains Left Station ▄▄▄ ▄▄▄ ▄▄▄
the same: use audio signals to determine where you are in Signal “Dahs”
relationship to the runway, and steer the aircraft until both signals
overlap and create a steady aural tone.
=
You can also use the AFN-2 Homing Indicator for visual guidance,
which provides direction and range information to the runway. Combined Left & Right ▄▄▄▄▄▄▄▄▄▄▄▄
Station Signals
Here is a useful tutorial by Reflected Simulations for the Mosquito: (Steady Tone)
https://youtu.be/tGXSLLKSiRk?t=737
Aircraft flying in Right Beam Only Aircraft flying in Left Beam Only Aircraft flying in Both Left & Right Beams
• Signal “Dits” audible • Signal “Dits” not audible (aligned with runway centerline)
• Signal “Dahs” not audible • Signal “Dahs” audible • Signal “Dits” and “Dahs” are both audible
• Both signals overlap, creating a steady signal tone.
Right Station
▄▄▄▄▄▄▄▄▄▄▄
Left Station
Runway 143
AFN-2 HOMING TUTORIAL (THEORY)
FW190-D9
In the aircraft, there is no way to manually tune the frequency use for the Beam Approach system. The frequency is preset via the Mission Editor
DORA
for the airfield you plan to return to. Since each frequency is different from airfield to airfield, you can only use the beam approach for one single
runway.
DCS currently simulates the Beam Approach frequency by using the ILS (Instrument Landing System) frequency of airfields equipped with ILS
equipment. The frequencies are not compatible with the frequency range of the FuG 16 radio, but this example is just for illustrative purposes.
• Take note that the Normandy and Channel maps do not have the Beam Approach beacons yet.
Beam Approach
Kobuleti Runway Frequency: 111.50 MHz
Beam Approach
Frequency: 111.50 MHz 144
FW190-D9
In this tutorial, we will use the Beam Approach system for Kobuleti’s runway
DORA
(frequency 111.50 MHz).
1. Make sure the AFN-2 Base Frequency for the Beam Approach system is set up
correctly via the Mission Editor. The AFN-2 Base Frequency should match the
Kobuleti ILS frequency, which is 111.50 MHz.
2. Set FUG 16ZY Power Switch (F136, FT Anlage) ON.
3. Set radio channel selector to II.
4. Set radio mode to “ABST” (Abstimmen: Frequency tuning for radio homing) 2
5. Adjust radio volume to hear the morse signals from the runway.
Beam Approach 4
Frequency: 111.50 MHz
5
145
Kobuleti Runway 07
• Magnetic Heading: 064
AFN-2 HOMING TUTORIAL (THEORY) (indicated on map)
FW190-D9
• True Heading: 070

6. Determine your current position based on what kind of audio signal you hear:
DORA
• A series of short “dits” (Morse code for “E”) is for the station right of the runway. This means the runway is further
to your right.
• A series of long “dahs” (Morse code for “T”) for the station left of the runway. This means the runway is further to
your left.
• A steady tone means both the left and right station signals overlap, which means that you are lined up with the
runway.
7. The AFN-2 Homing Indicator will also provide you guidance towards the runway. See next page for more information.
8. The Beam Approach gives you your position relative to the runway, but it does not indicate whether you are flying in the
correct direction or not. To ensure the aircraft heading is correct, make sure to use the Repeater Compass to follow the
Magnetic Heading of Kobuleti’s runway (064).
9. Fly the aircraft while the tone is steady and perform the landing approach as per the procedure in the landing tutorial.
Course Reference
Indicator (064) Aircraft flying in Both Left & Right Beams Aircraft flying in Right Beam Only Right Station
(aligned with runway centerline) • Signal “Dits” audible
• Signal “Dits” and “Dahs” are both audible • Signal “Dahs” not audible
• Both signals overlap, creating a steady signal tone.
Current Aircraft Heading

Distance from Beacon
Lateral Deviation Left Station
Aircraft Position
Aircraft flying in Left Beam Only
AFN-2 Homing Indicator • Signal “Dits” not audible
• Used to determine where aircraft • Signal “Dahs” audible 146
is in relationship to airport.
FW190-D9
10. In addition to the audio signal cues, you can use the AFN-2 Homing Indicator to help you navigate towards the airport. The AFN-2 provides both direction and range information.
DORA
• The device has two moving bars that indicate homing beacon information. Each is similar to modern-day equipment, the VHF omnidirectional range – VOR – (vertical bar) and
the distance measuring equipment – DME (horizontal bar).
• The vertical bar indicates the general direction of the homing beacon in relation to the aircraft’s nose.
• The horizontal bar indicates the distance from the beacon. (current axis is incorrectly reversed as of 2023/09/09)
11. When you are flying over a beacon, the Beacon/Marker Light should illuminate (not simulated yet).

• Used to determine where aircraft
is in relationship to airport.
Beacon/Marker Light
Far
Distance from
Beacon Scale
Near
Left Right
Lateral Deviation Scale
Example: Aircraft is lined up with the runway, 3 km away. Example: Aircraft is left of the runway, 3 km away.
147
FW190-D9
DORA
148
MAGNETIC DECLINATION
FW190-D9
The direction in which a compass needle points is known as magnetic north. In general, this is not exactly the
DORA
direction of the North Magnetic Pole (or of any other consistent location). Instead, the compass aligns itself to
the local geomagnetic field, which varies in a complex manner over the Earth's surface, as well as over time. The
local angular difference between magnetic north and true north is called the magnetic declination. Most map
coordinate systems are based on true north, and magnetic declination is often shown on map legends so that
the direction of true north can be determined from north as indicated by a compass. This is the reason why in
DCS, the course to a runway needs to be “adjusted” to take into account this magnetic declination of the
magnetic North pole (which is actually modelled in the sim, which is pretty neat).
True Heading = Magnetic Heading + Magnetic Deviation
As an example, if the runway heading that you read on the F10 map in Azeville is 071 (True Heading), then the
direction you should take with your magnetic compass course should be 071 subtracted with the Magnetic
Deviation (-11 degrees), or 082. In other words, you would need to use a course of 082 (M) with your compass.
Magnetic Declination:
• -11 deg for Normandy in 1944
• -11 deg for the English Channel in 1944
The movement of Earth's north magnetic pole across the Canadian arctic, 1831–2007.
Azeville Airport
149
MAGNETIC DECLINATION
FW190-D9
Checking the magnetic declination is now very easy: you can access it directly from the F10 map, shown with the Compass Rose.
DORA
Magnetic Declination: -11.6 deg

150
AIRPORT DATA
FW190-D9
NORMANDY
1944
DORA
By Minsky
https://www.digitalcombatsimulat
or.com/en/files/3312200/
151
AIRPORT DATA
FW190-D9
NORMANDY
1944
DORA
By Minsky
152
AIRPORT DATA
FW190-D9
NORMANDY
1944
DORA
By Minsky
153
AIRPORT DATA
FW190-D9
ENGLISH CHANNEL
1944
DORA
By Minsky
154
AIR COMBAT TIPS
FW190-D9
The FW190D-9 variant modelled in DCS is one of the deadliest WWII fighters
DORA
when flown properly.
The way to fly a FW.190 is pretty much the same in every simulator: keep your
energy state high (meaning that you must keep your airspeed and your altitude
up) at all times and avoid turning with an enemy fighter that turns hard to try to
make you bleed your energy. In most situations, a Focke-Wulf will easily outclimb
a P-51 Mustang or a Spitfire. Use this to your advantage.
The 190 is first and foremost an energy fighter. In combat, a pilot is faced with a
variety of limiting factors. Some limitations are constant such as gravity, drag,
and thrust-to-weight-ratio. Other limitations vary with speed and altitude, such
as turn radius, turn rate, and the specific energy of the aircraft. The fighter pilot
uses BFM (Basic Flight Manoeuvers) to turn these limitations into tactical
advantages. A faster, heavier aircraft may not be able to evade a more
maneuverable aircraft in a turning battle (like the Spitfire), but can often choose
to break off the fight and escape by diving or using its thrust to provide a speed
advantage. A lighter, more maneuverable aircraft can not usually choose to
escape, but must use its smaller turning radius at higher speeds to evade the
attacker's guns, and to try to circle around behind the attacker. This is the
principle behind “energy fighting”: use boom and zoom tactics instead of trying
to turn with an enemy aircraft that has a smaller turn radius.
PART 12 – AIR COMBAT
The 190 has a high power-to-weight ratio, meaning that it has a good
acceleration. It is equally quite manoeuverable and can reach higher airspeeds
than the Mustang at altitudes under 20,000 ft (6 km). I would recommend
avoiding dogfights above these altitudes since this is where the Mustang has the
advantage.
155
ADVICE ON HOW TO FLY TAILDRAGGER AIRCRAFT
FW190-D9
Taming taildraggers is much more difficult than meets the eye, especially during the takeoff and landing phase. Here is a useful and insightful essay on the art of flying taildraggers wonderfully
DORA
written by Chief Instructor. I highly recommend you give it a read.
Link: https://drive.google.com/open?id=0B-uSpZROuEd3V3Jkd2pfa0xRRW8
PART 13 – TAMING TAILDRAGGERS
156
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DCS GUIDE

FW190-D9 DORA By Chuck

speed. He outlined his design philosophy as: “The Messerschmitt

Kurt Tank Fw190D Assembly

Overall, the Fw109 was produced in the following variant “families”:

MW-50 Switch Trim Elevator DOWN

Radiator Flaps Open

Radiator Flaps Close

+ TOE BRAKES (MAPPED ON PEDALS) 8

Landing Gear – Up/Down

• Pitch, Roll, Rudder (Deadzone at 0, Saturation X at 100,

• Throttle – Controls Manifold Pressure / Boost / ATA

• Wheel Brake Left

• Wheel Brake Right

To assign axis, click on “Axis Assign”. You can also

To modify curves and sensitivities of axes, click on the

Set Auto-Rudder to OFF (Uncheck Box)

Set Takeoff Assist to “0”

Emergency Oxygen Valve

EZ42 Gunsight “Justierkasten” (Gunsight Ballistics

• D1 - Pitot Heat Power (Heizung) Circuit Breaker

• F136 - FuG 16ZY Radio Power (FT Anlage) Circuit Breaker

Note: Black buttons (circuit breaker) power the

Starter Switch (Under Cover)

Starter Switch Cover

C1 Navigation Lights (Kennlichter) Circuit Breaker

E14 Forward Tank (Vorn) Fuel Pump (Kraftstoffpumpen) Circuit Breaker

E13 Rear Tank (Hinten) Fuel Pump (Kraftstoffpumpen) Circuit Breaker

E85 Auxiliary Tank (Sonder) Fuel Pump (Kraftstoffpumpen) Circuit Breaker

E96 MW-50 (Methanol-Wasser 50, or Water-Methanol Injection) On Power Switch 20

Target Range Scale (m)

EZ42 Gunsight Gyro Power Switch

Wing-Mounted (Flügel) Gun Power Light

MG 151 Cannon Ammunition Counter

MG 151 Cannon Ammunition Counter

Master Arm Safety II Switch

MG 151 Machinegun Ammunition Counter

MG 131 Cannon Ammunition Counter

Artificial Horizon and Turn

Engine RPM/Umin x100

Oxygen Flow Indicator

• Middle: No Tank Selected

Note: If an external drop tank is installed, selector should be set to “HINTEN”

Fuel Gauge (x100 Liters)

Front (vorn) Tank FUEL LOW

Rear (hinten) Tank FUEL LOW

Manual Radiator Flap Control

MW-50 (Methanol-Wasser 50, or

Oil Temperature Indicator

Jettison Wing Stores (Flügellast) Handle

Jettison Fuselage Stores

MBG (Motorbediengerät, or Engine Control

Landing Gear Emergency

FuG 25a IFF (Identify-Friend-or-Foe)

Fuel Tank Selector Lever

IFF Test Button 32

Landing Gear Indicator Lights

Instruments Lights Brightness

Electric Kill Switch

Horizontal Stabilizer Trim