View source for Engineering:Focke-Wulf Ta 152

{{short description|German fighter aircraft of late World War II}}
{|{{Infobox Aircraft Begin
 |name= Ta 152
 |image= File:Focke Wulf Ta152.jpg
 |image_border= yes
 |caption= A scrapped British-captured Ta 152 H-1, ''Werknummer 150168'', 1946
}}{{Infobox Aircraft Type
 |type= {{Plainlist|
* High-altitude interceptor (‘H’ variants)
* Ground attacker (‘C’ variants)
* Aerial reconnaissance (‘E’ variants)}}
 |national origin= Germany
 |manufacturer= Focke-Wulf
 |designer= [[Biography:Kurt Tank|Kurt Tank]]
 |first flight= 1944
 |introduced= January 1945
 |retired= May 1945
 |status= Retired
 |primary user= ''Luftwaffe''
 |more users= 
 |produced= 
 |number built= 69<ref>Focke-Wulf FW 190 Vol. 1-Vol. 4 (Monografie 01-Monografie 06) by Krzysztof Janowicz </ref>
 |developed from= [[Engineering:Focke-Wulf Fw 190|Focke-Wulf Fw 190]]
 |variants with their own articles= 
 |developed into= 
}}
|}

The '''Focke-Wulf Ta 152''' is a [[Social:World War II|World War II]] German high-altitude fighter-interceptor designed by [[Biography:Kurt Tank|Kurt Tank]] and produced by Focke-Wulf.

The Ta 152 was a development of the [[Engineering:Focke-Wulf Fw 190|Focke-Wulf Fw 190]] aircraft. It was intended to be made in at least three versions—the Ta 152H ''Höhenjäger'' ("high-altitude fighter"); the Ta 152C designed for medium-altitude operations and ground-attack, using a Daimler-Benz DB 603 and smaller wings; and the Ta 152E fighter-reconnaissance aircraft with the engine of the H model and the wing of the C model.

The first Ta 152H entered service with the Luftwaffe in January 1945. The Ta 152 was produced too late and in insufficient numbers to have a significant role in the war.

==Development==
===Fw 190===
The Fw 190's BMW 801 engine was originally designed for bomber and transport aircraft flying at medium altitudes in the {{convert|15000|to|20000|feet}} range. In keeping with this role it used a relatively simple single-stage [[Engineering:Supercharger|supercharger]] that lacked performance above {{convert|20000|feet}} altitude. This presented a problem for fighter use, where high-altitude performance was desirable. Through careful tuning, the Fw 190 instead emerged as a powerful medium altitude design. Several experimental models of the 190 with different engines were tested with improved high altitude performance, but these were not high priority projects.

Allied [[Engineering:Heavy bomber|heavy bomber]]s and escort fighters began flying operations at higher altitudes, around {{convert|25000|feet}}. At these altitudes, the 190 found itself at a disadvantage, becoming acute in early 1944 when the long range P-51 Mustang arrived in quantity. This led to the introduction of the [[Engineering:Focke-Wulf Fw 190#High-altitude developments|Fw 190D-9]], mounting the Junkers Jumo 213E engine. This engine had a two-stage supercharger and much better altitude performance. However, the rest of the aircraft's design, especially the relatively short wings, made it difficult to fly at high altitudes. While the D-9 upgrade was expedient, it was not ideal.

===High-altitude fighters===
Rumours of the [[Engineering:Boeing B-29 Superfortress|B-29]], which would cruise at altitudes at which no German aircraft could comfortably operate, added impetus for a dedicated high-altitude design. The ''Reichsluftfahrtministerium'' (German Air Ministry, or "RLM") requested proposals from both Focke-Wulf and Messerschmitt for a high-altitude interceptor. Messerschmitt answered with the Bf 109H, and Focke-Wulf entered a range of designs; the Fw 190 ''Raffat-1'' (Ra-1) fighter would replace the existing 190D series, the Ra-2 was a dedicated high altitude fighter, and the Ra-3 was a ground-attack aircraft.

These designs developed into the Fw 190 V20 (Ta 152A), V21 (Ta 152B) and V30 (Ta 152H) [[Engineering:Prototype|prototype]]s, all based on the 190D-9 but with varying degrees of improvement. The V20 used the same Jumo 213E engine as the Fw 190D-9, while the V21 used the DB 603E. Neither of these offered any significant improvement over the 190D-9, and further development of the Ta 152A and B was cancelled. The V21 airframe, however, was further modified as the V21/U1 and became the prototype for the Ta 152C.<ref name="Nohara Shigeru 2001.">Nohara Shigeru 2001.</ref>{{Page needed|date=September 2010}}

===Japanese version===
The {{wipe|Imperial Japanese Army Air Force}} acquired, in April 1945, the licence, schemes and technical drawings for manufacturing the Ta 152 in Japan.<ref>[https://web.archive.org/web/20071226193440/http://members.aol.com/pelzig/ta152.htm "The Focke-Wulf Ta 152."] ''archive.org.'' Retrieved: 8 February 2011.</ref> During the last stages of the conflict in Germany, with the plight of the Japanese armed forces growing ever bleaker, a large volume of the latest aviation technology Germany had to offer was given to or bought by both the Japanese army and naval air arms in the hopes that it would stem the tide of defeats and ever increasing pressure by the superior Allied air forces.

==Design==
[[Biography:Kurt Tank|Kurt Tank]] originally designed the Ta 152 using the 44.52 litre displacement Daimler-Benz DB 603 engine as it offered better high-altitude performance and also a greater developmental potential. The DB 603 had been used in the Fw 190C prototypes but had many problems and was considered too difficult to fit in the Ta 152 by RLM officials. With this in mind, Tank focused his efforts on the 213E as the Ta 152H engine. He insisted that the DB 603 be retained for the Ta 152C versions and as an option for later versions of the Ta 152H.

In 1944, the {{lang|de|Reichsluftfahrtministerium}} (German Air Ministry) decided that new fighter aircraft designations must include the chief designer's name. The aircraft design was therefore given the prefix Ta.<ref name="WarThunder">{{cite web|title=Kurt Tank Anniversary|url=https://warthunder.com/en/news/465-Kurt-Tank-Anniversary-en|website=War Thunder|access-date=9 November 2015}}</ref>

The Ta 152's [[Engineering:Fuselage|fuselage]] was an extended version of the Fw 190D-9 fuselage with wider-chord fixed vertical tail surfaces (especially the top half), and hydraulic rather than electrically controlled undercarriage and flaps. Due to the changes in the center of gravity and overall balance, the nose was also lengthened.<ref name="Shimoda Ken-ichi 2001.">Shimoda Ken-ichi 2001.</ref>{{Page needed|date=September 2010}} The D-9 retained the {{convert|10.51|m}} wingspan of the original pre-war Fw 190 models, but this was slightly extended for the C model to {{convert|11|m}}, and greatly extended for the H model to {{convert|14.44|m}}, which gave it much better control at high altitudes at the cost of speed at lower altitudes.

Due to the war's impact on [[Chemistry:Aluminium|aluminium]] availability, the wing was built around two steel spars, the front extending from just past the landing gear attachment points, and the rear spar spanning the entire wing. The wing itself was designed with 3° of [[Astronomy:Washout (aeronautics)|washout]], from the root to the flap-[[Engineering:Aileron|aileron]] junction, to prevent the ailerons from stalling before the centre section of the wing.

The Ta 152 also featured the FuG 16ZY and FuG 25a radio equipment<ref name="Shimoda Ken-ichi 2001."/>{{Page needed| date =September 2010}} (some aircraft were issued with FuG 125 Hermine D/F for navigation and blind landing, LGW-Siemens K 23 [[Engineering:Autopilot|autopilot]], and a heated armoured glass windscreen for bad-weather operations).

===High-altitude features===
To reach higher altitudes, a pressurized [[Engineering:Cockpit|cockpit]] was added to the H models. The canopy was sealed by a circular tube filled with rubber foam which was inflated by a compressed air bottle, while the engine compartment was also sealed from the cockpit with a rubber foam ring. A Knorr 300/10 air compressor provided the pressure, maintaining the cockpit at 0.37&nbsp;Bar (5.29&nbsp;psi) above 8,000&nbsp;m (26,250&nbsp;ft). To prevent fogging, the windscreen was of a double-glazed style with a 6&nbsp;mm (.236&nbsp;in) thick outer pane and a 3&nbsp;mm (.118&nbsp;in) inner pane with a 6&nbsp;mm (.236&nbsp;in) gap. The gap was fitted with several [[Chemistry:Silica gel|silica gel]] capsules to absorb any moisture forming between the panes.<ref name="Shimoda Ken-ichi 2001."/>{{Page needed|date=September 2010}} The cockpit was not pressurized in the C models.<ref name="Nohara Shigeru 2001."/>{{Page needed|date=September 2010}}

===Armament===
The H model had heavy armament to allow it to deal quickly with enemy aircraft. It had three weapons: one 30&nbsp;mm (1.18&nbsp;in) [[Engineering:MK 108 cannon|MK 108]] ''Motorkanone'' cannon centered within the propeller hub and two 20&nbsp;mm [[Engineering:MG 151 cannon#History(MG 151/20)|MG 151/20 cannons]], synchronised to fire through the propeller, located in the wing roots.<ref>Hermann 1998, p. 82.</ref> The C model was designed to operate at lower altitudes than the H-model with the same armament plus two more MG 151/20 cannon synchronised as the additional autocannon for the C-model were mounted just ahead of the windscreen, and above the engine's upper rear crankcase. The Ta 152C could destroy the heaviest enemy bombers with a short burst but the added weight decreased speed and rate of turn.

===Performance===
The Ta 152H-1 was among the fastest piston-engined fighters of the war, with a top speed comparable to the twin-engined [[Engineering:Dornier Do 335|Dornier Do 335]]. It was capable of {{convert|755|km/h|sp=us|abbr=on}} at {{convert|13500|m|sp=us|abbr=on}} using the [[Engineering:GM-1|GM-1]] [[Chemistry:Nitrous oxide|nitrous oxide]] boost and {{convert|560|km/h|sp=us|abbr=on}} at sea level using the [[Engineering:MW 50|MW 50]] methanol-water boost.<ref>Hermann 1998, p 141.</ref> It used the MW 50 system mainly for altitudes up to about {{convert|10000|m|sp=us|abbr=on}} and the GM-1 system for higher altitudes, although both systems could be engaged at the same time. Kurt Tank was flying an unarmed Ta 152H in late 1944 to a meeting at the Focke-Wulf plant in Cottbus when ground controllers warned him of two P-51 Mustangs. The enemy aircraft appeared behind Tank, but he escaped by applying full power and engaging the MW 50 boost "until they were no more than two dots on the horizon".<ref>Hermann 1998, p. 12.</ref>

==Operational history==
[[File:Focke-Wulf Ta 152 H (15247074656).jpg|thumb|left|Ta 152H, unknown date. The greatly extended wing is clearly evident in this image.]]

By October 1944, the war was going poorly for Germany. RLM realised the urgency pushing Focke-Wulf to quickly have the Ta 152 into production. As a result, several Ta 152 prototypes crashed early into the test program. It was found that critical systems were lacking sufficient quality control. Problems arose with superchargers, pressurised cockpits leaked, the engine cooling system was unreliable at best due in part to unreliable [[Physics:Motor oil|oil]] temperature monitoring, and in several instances the landing gear failed to properly retract. A total of up to 20 pre-production Ta 152 H-0s were delivered from November 1944 to ''Erprobungskommando'' Ta 152 to service test the aircraft. It was reported that test pilots were able to conduct a mere 31 hours of flight tests before full production started. By the end of January 1945, only 50 hours or so had been completed.

III./''Jagdgeschwader'' 301, initially a Luftwaffe ''Wilde Sau'' unit, was ordered to convert to the type in January 1945, which it did (and flew them operationally for a short time). In the end, Ta 152s were pooled in a special {{lang|de|Stabstaffel}} JG 301, first based at Alteno Air Base near Luckau, then at Neustadt-Glewe in Mecklenburg. The {{lang|de|Stabstaffel}} never had more than 15 Ta 152Hs available, both H-0s and H-1s. Since the usual transfer system had broken down, replacement parts became nearly impossible to obtain.<ref>Ethell 1990, pp. 33–34.</ref>

An early Ta 152 combat occurred on 14 April 1945 when {{lang|de|Oberfeldwebel}} Willi Reschke tried to intercept a [[Engineering:De Havilland Mosquito|De Havilland Mosquito]] over Stendal but failed to catch up due to engine trouble.<ref>Reschke 1998.</ref>{{Page needed|date=September 2010}} On the evening of that same day, Reschke was to demonstrate that the Ta 152H could be used as a low altitude fighter. A section of four [[Engineering:Hawker Tempest|Hawker Tempest]] Vs of 486 (NZ) Squadron were out on patrol. After attacking a train near Ludwigslust, the section split up into pairs; Wing Commander Brooker ordered the Tempests flown by Flying Officer S. J. Short and Warrant Officer Owen J. Mitchell to make their own way back to base. On the way back, this pair, which was strafing targets along the railway tracks near Ludwigslust, was spotted by lookouts posted at Neustadt-Glewe. Three Ta 152s – flown by Reschke, {{lang|de|Oberstleutnant}} Aufhammer and {{lang|de|Oberfeldwebel}} Sepp Sattler – were scrambled, catching the Tempests by surprise. Reschke recalled:

{{quote|text=As the direction of take-off was in line with the railway tracks leading straight to Ludwigslust, we were almost immediately in contact with the enemy fighters, which turned out to be Tempests. Flying in No 3 position I witnessed Oberfeldwebel Sattler ahead of me dive into the ground seconds before we reached them. It was hardly possible for his crash to have been the result of enemy action, as the two Tempest pilots had clearly only just registered our presence. So now it was two against two as the ground-level dogfight began. We knew the Tempest to be a very fast fighter, used by the British to chase and shoot down our V-1s. But here, in a fight, which was never to climb above 50 metres, speed would not play a big part. The machines' ability to turn would be all important. Both pilots realised from the start that it would be a fight to the finish and used every flying trick and tactical ploy possible to try to gain the upper hand. At this altitude, neither could afford to make the slightest mistake. And for the first time since flying the Ta 152 I began to fully appreciate exactly what this aircraft could do.

Pulling ever tighter turns I got closer and closer to the Tempest, never once feeling I was even approached the limit of the Ta's capabilities. And in order to keep out of my sights, the Tempest pilot was being forced to take increasingly dangerous evasive action. When he flicked over onto the opposite wing I knew his last attempt to turn inside me had failed. The first burst of fire from my Ta 152 caught the Tempest in the tail and rear fuselage. The enemy aircraft shuddered noticeably and, probably as an instinctive reaction, the Tempest pilot immediately yoked into a starboard turn, giving me an even greater advantage.

Now there was no escape for the Tempest. I pressed my gun buttons a second time, but after a few rounds my weapons fell silent, and despite all my efforts to clear them, refused to fire another shot. I can no longer remember just who and what I didn't curse. But fortunately the Tempest pilot didn't realise my predicament as he'd already taken hits. Instead, he continued desperately to twist and turn and I positioned myself so that I was always just within his field of vision. Eventually – inevitably – he stalled. The Tempest's left wing dropped and he crashed into the woods immediately below us.

It so happened that the site of Oberfeldwebel Sattler's crash, and that of the Tempest pilot, who proved to be New Zealander Warrant Officer Owen J. Mitchell, were only about one kilometre apart.<ref>John Weal, Focke-Wulf Fw 190 Aces of the Western Front, 1996. p.87-88</ref>}}

It is assumed that Sattler was shot down either by Sid Short<ref>Sortehaug 1998, pp. 245–247.</ref> or Bill Shaw<ref name="Shores and Thomas 2006, p. 486">Shores and Thomas 2006, p. 486.</ref> of 486 Sqn, who claimed a Bf 109 E in the same area.<ref name="Shores and Thomas 2006, p. 486"/> Operational missions were flown in April 1945 from Neustadt, mostly escorting close support aircraft to the Battle of Berlin. Reschke claimed two [[Engineering:Yakovlev Yak-9|Yakovlev Yak-9]]s near Berlin on 24 April, while Obfw. Walter Loos, claimed four air victories on 24, 25 and 30 April.<ref>Kacha, Petr. [http://www.luftwaffe.cz/loosw.html "Walter Loos: Oberfeldwebel."] ''luftwaffe.cz.'' Retrieved: 8 February 2011.</ref>{{Verify source|date=July 2009}}

The Ta 152 score at the end of the war was probably seven victories and four losses in air combat, although a degree of uncertainty about those numbers exists. Four victories were achieved by Josef Keil, from 1 March 1945 to 21 April 1945,<ref>Kacha, Petr. [http://www.luftwaffe.cz/keil.html "Josef "Jupp" Keil, Oberfeldwebel."] {{Webarchive|url=https://web.archive.org/web/20110614073724/http://www.luftwaffe.cz/keil.html |date=2011-06-14 }} ''luftwaffe.cz.'' Retrieved: 8 February 2011.</ref> and at least three victories were achieved by Willi Reschke.<ref>Kacha, Petr. [http://www.luftwaffe.cz/reschke.html "Willi Reschke."] ''luftwaffe.cz.'' Retrieved: 8 February 2011.</ref> The Ta 152 was delivered to JG 301 on 27 January 1945 and the first Ta 152 mission against American bombers took place on 2 March 1945. There was no contact with the Americans because the 12 Ta 152s were forced to fend off repeated attacks by the Bf 109s of another German unit, as the shape of the Ta-152 was virtually unknown to other {{lang|de|Jagdgeschwader}}. There were no losses, as the climbing ability and manoeuvrability of the Ta 152s enabled them to evade these attacks.<ref>Harmann 1999, pp. 100–101.</ref>

The four losses in air combat were: Hptm. Hermann Stahl, killed on 11 April 1945; Obfw. Sepp Sattler, killed on 14 April 1945; two unknown JG11 pilots, downed by Spitfires in the last days of April 1945 during transfer from Neustadt-Glewe to Leck airfield.<ref>Harmann 1999, p. 107.</ref>

==Production==
The total number of Ta 152 aircraft produced is unknown.<ref name="Lowe 152 p38">Lowe 2008, p. 38.</ref> Malcolm Lowe notes: {{quote|Although it is possible that the Ta 152C and Ta 152E might have entered limited production late in the war or at least had components ready for assembly, the version of Ta 152 that was definitely series produced was the high-altitude Ta 152H, as summarised below. However, there are still many gaps in our knowledge of exactly how many Ta 152H production aircraft were made, and what planned Werk Nummer blocks were. Production could have commenced very late in the war of the Ta 152C by ATG at Leipzig, and by Siebel at Schkeuditz between Leipzig and Halle. Similarly the dedicated reconnaissance Ta 152E might have commenced production by MMW at Erfurt-Nord, with production there later switching to the Ta 152C, but considerable mystery still surrounds these programmes in the last weeks of the war.<ref name="Lowe 152 p38"/>}}

In Hitler's Eagles, p.195, Chris McNab states, "... production examples of the Ta 152H started to leave the Focke-Wulf plant in November 1944, and by the time the factory was abandoned in 1945, 150 examples had been delivered to the Luftwaffe. Most of these aircraft were issued to JG 301."

By February 1945, all Ta 152 production had ceased.<ref name="Ethell p. 33">Ethell 1990, p. 33.</ref> According to Peter Rodeike, 44 Ta 152&nbsp;H-0/V and 25 Ta 152&nbsp;H-1 were built; total Ta 152 production is unknown.<ref>Peter Rodeike, Focke-Wulf Jagdflugzeug p.438</ref>

==Variants==
;Ta 152 C-0
:Pre-production aircraft, 1 prototype built<ref name="Shimoda Ken-ichi 2001."/>{{Page needed|date=September 2010}} powered with 2,100-hp (1566 kW) Daimler Benz DB603LA engine. The extra length of this engine, as with the Jumo 213-powered [[Engineering:List of Focke-Wulf Fw 190 variants#Fw 190D|Fw 190D-9]], required a compensating rear fuselage plug and enlarged tail surfaces, and wing span was increased to 36 ft 1 in (11 meters). All "C" variants were intended for low to medium-altitude operations.<ref name="Mondey p. 76">Mondey 2006, p. 76.</ref><ref name="Rickard 6 May 2019">Rickard, J (6 May 2019), Focke-Wulf Ta 152C, http://www.historyofwar.org/articles/weapons_focke-wulf_Ta_152C.html</ref>
;Ta 152 C-1
:Standard wing (11.00 m (36 ft 1 in)), armed with one engine-mounted ''Motorkanone'' 30&nbsp;mm (1.18&nbsp;in) MK 108 cannon and four 20&nbsp;mm synchronized MG 151/20 cannons (two above the engine, two in the wing roots).
;Ta 152 C-2
:Standard wing (11.00 m (36 ft 1 in)), equipped with an improved radio.
;Ta 152 C-3
:Standard wing (11.00 m (36 ft 1 in)), armed with one engine-mounted ''Motorkanone'' 30&nbsp;mm (1.18&nbsp;in) MK 103 cannon and four 20&nbsp;mm synchronized MG 151/20 cannons (two above the engine, two in the wing roots).
;Ta 152 E-1
:Photographic reconnaissance version of the Ta 152C, with standard wing (11.00 m (36 ft 1 in)).<ref name="Mondey p. 76"/>
;Ta 152 E-2
:High-altitude photographic reconnaissance version, powered by a Junkers Jumo 213E engine and with the H-series wing (14.44 m (48 ft 6 in)). Only a single prototype was completed.<ref name="Mondey p. 76"/>
;Ta 152 H-0
:20 pre-production aircraft, H-series wing (14.44 m (48 ft 6 in)). All "H" variants were intended for medium to high altitude operations.<ref name="Nohara Shigeru 2001."/>{{Page needed|date=September 2010}}<ref name="Rickard 6 May 2019"/>
;Ta 152 H-1
:The only production version.<ref name="Mondey p. 76"/> H-series wing (14.44 m (48 ft 6 in)), armed with one engine-mounted ''Motorkanone'' 30&nbsp;mm (1.18&nbsp;in) MK108 cannon and two 20&nbsp;mm synchronized MG 151/20 cannons in the wing roots, additional fuel tanks located in the wings.

==Surviving aircraft==
There is only one surviving Ta 152, a 152 H-0 variant flown by III./{{lang|de|Jagdgeschwader}} 301, a Luftwaffe {{lang|de|Wilde Sau}} unit. The aircraft is housed at the National Air and Space Museum Paul E. Garber Preservation, Restoration, and Storage Facility in Suitland, Maryland, United States, where it is expected to be restored.<ref>[http://blog.nasm.si.edu/2010/11/08/vintage-aircraft-tool-cataloguing-re-housing-and-preservation-project/ "Vintage Aircraft Tool Cataloging, Re-housing and Preservation Project."] {{webarchive|url=https://web.archive.org/web/20110207102008/http://blog.nasm.si.edu/2010/11/08/vintage-aircraft-tool-cataloguing-re-housing-and-preservation-project/ |date=2011-02-07 }} ''NASM.'' Retrieved: 12 March 2011.</ref>

The aircraft is believed to be Werk-Nummer (serial number) 150020, which was a pre-production H-0 model transitioning to full production Ta 152H-1 series aircraft. It was probably built at Focke-Wulf's production facility at Cottbus, Germany, in December 1944, and delivered to Erprobungskommando Ta 152 at Rechlin, Germany, for service testing.<ref>[http://www.nasm.si.edu/collections/artifact.cfm?id=A19600317000 "Focke-Wulf Ta 152 H-0/R11."] {{Webarchive|url=https://web.archive.org/web/20110402203713/http://www.nasm.si.edu/collections/artifact.cfm?id=A19600317000 |date=2011-04-02 }} ''NASM.'' Retrieved: 12 March 2011.</ref>

==Operators==
;{{flag|Germany|Nazi}}
* ''Luftwaffe''

==Specifications (Ta 152 H-1)==
[[File:Focke-Wulf Ta 152 H.svg|right|300px]]
{{Aircraft specs
|ref=Aircraft of the Third Reich, Volume One<ref name="Green">{{cite book |last1=Green |first1=William |title=Aircraft of the Third Reich, Volume One |date=2010 |publisher=Crecy |location=london |isbn=9781900732062 |pages=488–500 |edition=1st}}</ref>
|prime units?=met
<!--
        General characteristics
-->
|crew=1
|length m=10.82
|span m=14.44
|height m=3.36
|wing area sqm=23.5
|aspect ratio=<!-- sailplanes -->
|airfoil='''root:''' [[Physics:NACA airfoil|NACA 23015.3]]; '''tip:''' [[Physics:NACA airfoil|NACA 23009]]<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight kg=4031
|gross weight kg=4727
|max takeoff weight kg=5217
|fuel capacity={{cvt|992|L|USgal impgal}}
|more general=
<!--
        Powerplant
-->
|eng1 number=1
|eng1 name=Junkers Jumo 213E or Junkers Jumo 213E-1
|eng1 type=V-12 inverted liquid-cooled piston engine
|eng1 kw=1287
|eng1 note=for take-off
:::{{cvt|1530|kW}} for take-off with MW-50 water/methanol injection
:::{{cvt|940|kW}} at {{cvt|10700|m}} with [[Engineering:GM-1|GM-1]] Nitrous Oxide injection

|prop blade number=3
|prop name=Junkers VS-9 constant-speed propeller
|prop dia m=<!-- propeller aircraft -->
|prop dia ft=<!-- propeller aircraft -->
|prop dia in=<!-- propeller aircraft -->
|prop dia note=
<!--
        Performance
-->
|perfhide=

|max speed kmh=580
|max speed note=at sea level with MW-50 boost
:::{{cvt|759|km/h|mph kn}} at {{cvt|12500|m}} with [[Engineering:GM-1|GM-1]] boost
|cruise speed kmh=
|stall speed kmh=
|never exceed speed kmh=
|minimum control speed kmh=
|range km=2000
|combat range km=
|ferry range km=
|endurance=<!-- if range unknown -->
|ceiling m=15100
|ceiling note=with [[Engineering:GM-1|GM-1]] boost
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms=20
|climb rate note=at maximum weight of {{cvt|5217|kg}}
:::{{cvt|25.4|m/s}} at {{cvt|4727|kg}}
|time to altitude={{cvt|10000|m}} in 10 minutes 6 seconds
|wing loading kg/m2=196.8
|fuel consumption kg/km=
|power/mass={{cvt|0.276|kW/kg}}
|thrust/weight=

|more performance=
<!--
        Armament
-->
|armament=
* 1 × {{cvt|30|mm|3}} [[Engineering:MK 108 cannon|MK 108 cannon]] 85 rds
* 2 × {{cvt|20|mm|3}} MG 151/20 cannon 350 rds

|avionics=
}}

==See also==
{{aircontent
|related=
* [[Engineering:Focke-Wulf Fw 190|Focke-Wulf Fw 190]]
|similar aircraft=
* Blohm & Voss BV 155
* [[Engineering:CAC CA-15|CAC CA-15]]
* [[Engineering:Fisher P-75 Eagle|Fisher P-75 Eagle]]
* [[Engineering:Lavochkin La-9|Lavochkin La-9]]
* [[Engineering:Nakajima Ki-87|Nakajima Ki-87]]
* [[Engineering:Martin-Baker MB 5|Martin-Baker MB 5]]
* [[Engineering:Messerschmitt Me 509|Messerschmitt Me 509]]
* [[Engineering:Mikoyan-Gurevich I-220|Mikoyan-Gurevich I-220]]
* North American P-51H
* [[Engineering:Republic XP-72|Republic XP-72]]
* [[Engineering:Supermarine Spiteful|Supermarine Spiteful]]
* [[Engineering:Hawker Tempest|Hawker Tempest]]

|lists=
* [[Engineering:List of military aircraft of Germany|List of military aircraft of Germany]]
}}

==References==

'''Notes'''
{{Reflist|30em}}

'''Bibliography'''
{{Refbegin}}
* Angelucci, Enzo. ''The Rand McNally Encyclopedia of Military Aircraft, 1914-1980.'' San Diego, California: The Military Press, 1983. {{ISBN|0-517-41021-4}}.
* Donald, David, ed. ''Warplanes of the Luftwaffe''. London: Aerospace Publishing, 1994. {{ISBN|1-874023-56-5}}.
* Ethell, Jeff. ''Ta 152'' (Monogram Closeup 24). Sturbridge, Massachusetts: Monogram Aviation Publications, 1990. {{ISBN|0-914144-20-0}}.
* Hermann, Dietmar.  ''Focke-Wulf Ta 152: The Story of the Luftwaffe's Late-War High-Altitude Fighter.'' Atglen, Pennsylvania: Schiffer Publishing Ltd, 1999. {{ISBN|0-7643-0860-2}}.
* Hermann, Dietmar. ''Focke-Wulf Ta 152: Der Weg zum Höhenjäger'' (in German). Oberhaching, Germany: AVIATIC Verlag GmbH, 1998. {{ISBN|3-925505-44-X}}.
* Lowe, Malcolm. ''Focke-Wulf Ta 152''. Prague: 4+ Publications (Mark I Ltd.), 2008. {{ISBN|978-80-86637-07-5}}.
* Lowe, Malcolm. ''Production Line to Front Line #5, Focke-Wulf Fw 190''. London: Osprey, 2003. {{ISBN|1-84176-438-8}}.
* Mondey, David. ''The Hamlyn Concise Guide to Axis Aircraft of World War II''. London: Bounty Books, 2006. {{ISBN|0-7537-1460-4}}.
* Nohara, Shigeru, ''Focke-Wulf Fw 190D & Ta 152 Modeling Guide''. Tokyo, Japan:  Model Art Co. Ltd., 2001.
* Myhra, David. ''Focke-Wulf Ta 183 ''(X Planes of the Third Reich). Atglen, Pennsylvania: Schiffer Publishing, 1999. {{ISBN|0-7643-0907-2}}.
* Reschke, Willy, ''Jagdgeschwader 301/302 "Wilde Sau": In Defense Of The Reich With The Bf 109, Fw 190 And Ta 152''. Stuttgart, Germany:  Motorbuch Verlag, 1998. {{ISBN|3-613-01898-5}}.
* Shimoda, Ken-ichi, ''Military Aircraft Vol. 65''. Tokyo, Japan:  Delta Publishing Co. Ltd., 2001.
* Shores, Christopher and Chris Thomas. ''2nd Tactical Air Force. Volume III: From the Rhine to Victory: January to May 1945''. Hersham, UK: Ian Allan Publishing, 2006. {{ISBN|1-903223-60-1}}.
* Sortehaug, Paul. ''The Wild Winds; The History of Number 486 RNZAF Fighter Squadron with the RAF''. Dunedin, New Zealand: Otago University Print, 1998. {{ISBN|1-877139-09-2}}.
{{Refend}}

{{RLM aircraft designations}}
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[[Category:Low-wing aircraft]]
[[Category:Single-engined tractor aircraft]]

{{Sourceattribution|Focke-Wulf Ta 152}}