Difference between revisions of "NC.900"
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− | {{Specs-Card | + | {{Specs-Card|code=fw-190a-8_france}} |
− | |code=fw-190a-8_france | + | {{About |
− | + | | about = French fighter '''{{PAGENAME}}''' | |
+ | | other | ||
+ | | usage-1 = the German version | ||
+ | | link-1 = Fw 190 A-8 | ||
+ | | usage-2 = other versions | ||
+ | | link-2 = Fw 190 (Family) | ||
}} | }} | ||
== Description == | == Description == | ||
<!-- ''In the description, the first part should be about the history of and the creation and combat usage of the aircraft, as well as its key features. In the second part, tell the reader about the aircraft in the game. Insert a screenshot of the vehicle, so that if the novice player does not remember the vehicle by name, he will immediately understand what kind of vehicle the article is talking about.'' --> | <!-- ''In the description, the first part should be about the history of and the creation and combat usage of the aircraft, as well as its key features. In the second part, tell the reader about the aircraft in the game. Insert a screenshot of the vehicle, so that if the novice player does not remember the vehicle by name, he will immediately understand what kind of vehicle the article is talking about.'' --> | ||
− | The | + | [[File:GarageImage_{{PAGENAME}}.jpg|420px|thumb|left]] |
+ | {{break}} | ||
+ | The '''{{Specs|name}}''' is a gift rank {{Specs|rank}} French fighter {{Battle-rating}}. It was introduced during [[Update 1.75 "La Résistance"]] in the 2017 "Festive Quest" that took place from 22 December 2017 to 22 January 2018. It was obtained via collecting 13 pilot's Christmas toys. | ||
− | + | The NC.900 is the identical, French version of the [[Fw 190 A-8|Fw 190 A-8]] which features many of the same characteristics as the late Focke-Wulf Anton fighters. | |
== General info == | == General info == | ||
=== Flight performance === | === Flight performance === | ||
− | + | ''Describe how the aircraft behaves in the air. Speed, manoeuvrability, acceleration and allowable loads - these are the most important characteristics of the vehicle.'' | |
− | |||
− | {| class="wikitable" style="text-align:center" | + | {| class="wikitable" style="text-align:center" |
− | ! | + | |- |
+ | ! colspan="8" | Characteristics | ||
+ | |- | ||
+ | ! colspan="8" | ''Stock'' | ||
+ | |- | ||
! colspan="2" | Max Speed<br>(km/h at 5,500 m) | ! colspan="2" | Max Speed<br>(km/h at 5,500 m) | ||
− | ! rowspan="2" | Max altitude<br>( | + | ! rowspan="2" | Max altitude<br>(meters) |
! colspan="2" | Turn time<br>(seconds) | ! colspan="2" | Turn time<br>(seconds) | ||
− | ! colspan="2" | Rate of climb<br>( | + | ! colspan="2" | Rate of climb<br>(meters/second) |
− | ! rowspan="2" | Take-off run<br>( | + | ! rowspan="2" | Take-off run<br>(meters) |
+ | |- | ||
+ | ! AB | ||
+ | ! RB | ||
+ | ! AB | ||
+ | ! RB | ||
+ | ! AB | ||
+ | ! RB | ||
+ | |- | ||
+ | | 622 || 601 || {{Specs|ceiling}} || 24.2 || 25.3 || 10.2 || 10.2 || 450 | ||
+ | |- | ||
+ | ! colspan="8" | ''Upgraded'' | ||
|- | |- | ||
− | ! | + | ! colspan="2" | Max Speed<br>(km/h at 5,500 m) |
+ | ! rowspan="2" | Max altitude<br>(meters) | ||
+ | ! colspan="2" | Turn time<br>(seconds) | ||
+ | ! colspan="2" | Rate of climb<br>(meters/second) | ||
+ | ! rowspan="2" | Take-off run<br>(meters) | ||
|- | |- | ||
− | ! | + | ! AB |
− | + | ! RB | |
+ | ! AB | ||
+ | ! RB | ||
+ | ! AB | ||
+ | ! RB | ||
|- | |- | ||
− | + | | 687 || 652 || {{Specs|ceiling}} || 21.4 || 22.8 || 19.5 || 14.1 || 450 | |
− | | 687 || 652 || 21.4 || 22.8 || 19.5 || 14.1 | ||
|- | |- | ||
|} | |} | ||
==== Details ==== | ==== Details ==== | ||
− | {| class="wikitable" style="text-align:center | + | {| class="wikitable" style="text-align:center" |
|- | |- | ||
! colspan="5" | Features | ! colspan="5" | Features | ||
|- | |- | ||
− | ! Combat flaps | + | ! Combat flaps |
+ | ! Take-off flaps | ||
+ | ! Landing flaps | ||
+ | ! Air brakes | ||
+ | ! Arrestor gear | ||
|- | |- | ||
| X || ✓ || ✓ || X || X <!-- ✓ --> | | X || ✓ || ✓ || X || X <!-- ✓ --> | ||
Line 44: | Line 76: | ||
|} | |} | ||
− | {| class="wikitable" style="text-align:center | + | {| class="wikitable" style="text-align:center" |
|- | |- | ||
− | ! colspan=" | + | ! colspan="5" | Limits |
|- | |- | ||
− | ! rowspan="2" | | + | ! rowspan="2" | Wing-break speed<br>(km/h) |
− | ! rowspan="2" | Gear (km/h) | + | ! rowspan="2" | Gear limit<br>(km/h) |
− | ! | + | ! rowspan="2" | Combat flaps<br>(km/h) |
! colspan="2" | Max Static G | ! colspan="2" | Max Static G | ||
|- | |- | ||
− | + | ! + | |
+ | ! - | ||
|- | |- | ||
− | | {{Specs|destruction| | + | | {{Specs|destruction|constructions}} || {{Specs|destruction|chassis}} || 900 || ~12 || ~6 |
|- | |- | ||
|} | |} | ||
Line 61: | Line 94: | ||
{| class="wikitable" style="text-align:center" | {| class="wikitable" style="text-align:center" | ||
|- | |- | ||
− | ! colspan="4" | Optimal velocities | + | ! colspan="4" | Optimal velocities |
|- | |- | ||
− | ! Ailerons | + | ! Ailerons<br>(km/h) |
+ | ! Rudder<br>(km/h) | ||
+ | ! Elevators<br>(km/h) | ||
+ | ! Radiator<br>(km/h) | ||
|- | |- | ||
− | | < 420 || < | + | | < 420 || < 240 || < 550 || > 280 |
|- | |- | ||
|} | |} | ||
Line 92: | Line 128: | ||
=== Survivability and armour === | === Survivability and armour === | ||
− | |||
<!-- ''Examine the survivability of the aircraft. Note how vulnerable the structure is and how secure the pilot is, whether the fuel tanks are armoured, etc. Describe the armour, if there is any, and also mention the vulnerability of other critical aircraft systems.'' --> | <!-- ''Examine the survivability of the aircraft. Note how vulnerable the structure is and how secure the pilot is, whether the fuel tanks are armoured, etc. Describe the armour, if there is any, and also mention the vulnerability of other critical aircraft systems.'' --> | ||
− | |||
* 57 mm Bulletproof glass in front of the cockpit. | * 57 mm Bulletproof glass in front of the cockpit. | ||
* 3-5 mm Steel plates in front of oil cooling system. | * 3-5 mm Steel plates in front of oil cooling system. | ||
Line 101: | Line 135: | ||
* 8 mm Steel plate under the cockpit. | * 8 mm Steel plate under the cockpit. | ||
* 5 mm Steel plate behind the fuel tank. | * 5 mm Steel plate behind the fuel tank. | ||
− | |||
− | |||
− | |||
== Armaments == | == Armaments == | ||
− | |||
=== Offensive armament === | === Offensive armament === | ||
− | |||
<!-- ''Describe the offensive armament of the aircraft, if any. Describe how effective the cannons and machine guns are in a battle, and also what belts or drums are better to use. If there is no offensive weaponry, delete this subsection.'' --> | <!-- ''Describe the offensive armament of the aircraft, if any. Describe how effective the cannons and machine guns are in a battle, and also what belts or drums are better to use. If there is no offensive weaponry, delete this subsection.'' --> | ||
− | {{main|MG 151 (20 mm)|MG 131 (13 mm)}} | + | {{main|MG 151/20 (20 mm)|MG 131 (13 mm)}} |
The '''''{{PAGENAME}}''''' is armed with: | The '''''{{PAGENAME}}''''' is armed with: | ||
− | + | * 4 x 20 mm MG 151/20 cannons, -mounted (140 rpg outer + 250 rpg inner = 780 total) | |
− | * 4 x 20 mm MG 151 cannons, | + | * 2 x 13 mm MG 131 machine guns, -mounted (400 rpg = 800 total) |
− | * 2 x 13 mm MG 131 machine guns, | ||
The four cannons are arranged in bundles of two mounted in each wing. The two outer cannons have 110 less rounds compared to the two inner cannons and will run empty first. The two machine guns are mounted in the nose of the aircraft have the same amount of ammunition and will deplete at the same time if out of ammo. | The four cannons are arranged in bundles of two mounted in each wing. The two outer cannons have 110 less rounds compared to the two inner cannons and will run empty first. The two machine guns are mounted in the nose of the aircraft have the same amount of ammunition and will deplete at the same time if out of ammo. | ||
== Usage in battles == | == Usage in battles == | ||
− | <!-- ''Describe the tactics of playing in | + | <!-- ''Describe the tactics of playing in an aircraft, the features of using aircraft in a team and advice on tactics. Refrain from creating a "guide" - do not impose a single point of view, but instead, give the reader food for thought. Examine the most dangerous enemies and give recommendations on fighting them. If necessary, note the specifics of the game in different modes (AB, RB, SB).'' --> |
Flying the NC.900 tends to be very defensive and relies on neutralising an enemy's energy advantage and capitalising on the plane's advantages. Manoeuvres that work well include the Split-S, Chandelle and anything that requires a high rate of roll. One of these is to dive and roll in a single direction whilst applying rudder. This causes a very tight barrel roll that few aircraft can hope to gain a firing solution on. Another way to clear the NC.900's six is to pitch steeply up and roll over forcing an overshoot and potentially giving a firing solution. It's possible to dismember superior aircraft simply because of the roll rate and firepower this plane possesses. If skilled enough to press for a gun solution when scissoring an enemy, it could be greatly rewarded. | Flying the NC.900 tends to be very defensive and relies on neutralising an enemy's energy advantage and capitalising on the plane's advantages. Manoeuvres that work well include the Split-S, Chandelle and anything that requires a high rate of roll. One of these is to dive and roll in a single direction whilst applying rudder. This causes a very tight barrel roll that few aircraft can hope to gain a firing solution on. Another way to clear the NC.900's six is to pitch steeply up and roll over forcing an overshoot and potentially giving a firing solution. It's possible to dismember superior aircraft simply because of the roll rate and firepower this plane possesses. If skilled enough to press for a gun solution when scissoring an enemy, it could be greatly rewarded. | ||
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! Type | ! Type | ||
|- | |- | ||
− | | Not controllable || Controllable<br> | + | | Not controllable || Controllable<br>Not auto controlled || Not controllable<br>Auto control available || Controllable<br>Not auto controlled || Combined || Not controllable<br>2 gears || Not controllable |
+ | |- | ||
+ | |} | ||
+ | |||
+ | === Modules === | ||
+ | {| class="wikitable" | ||
+ | ! colspan="1" | Tier | ||
+ | ! colspan="2" | Flight performance | ||
+ | ! colspan="1" | Survivability | ||
+ | ! colspan="2" | Weaponry | ||
+ | |- | ||
+ | | I | ||
+ | | Fuselage repair | ||
+ | | Radiator | ||
+ | | | ||
+ | | Offensive 13 mm | ||
+ | | | ||
+ | |- | ||
+ | | II | ||
+ | | | ||
+ | | Compressor | ||
+ | | Airframe | ||
+ | | New 13 mm MGs | ||
+ | | | ||
+ | |- | ||
+ | | III | ||
+ | | Wings repair | ||
+ | | Engine | ||
+ | | | ||
+ | | Offensive 20 mm | ||
+ | | R6 modification | ||
+ | |- | ||
+ | | IV | ||
+ | | | ||
+ | | Engine injection | ||
+ | | Cover | ||
+ | | New 20 mm cannons | ||
+ | | | ||
|- | |- | ||
|} | |} | ||
+ | |||
+ | Note: The aircraft comes with all modules fitted already. | ||
=== Pros and cons === | === Pros and cons === | ||
Line 148: | Line 215: | ||
'''Pros:''' | '''Pros:''' | ||
− | |||
* Great roll rate at all speeds. | * Great roll rate at all speeds. | ||
* Good energy retention (though somewhat poor compared to [[Spitfire_LF_Mk_IX|Spitfire LF Mk IX]] in the BnZ role). | * Good energy retention (though somewhat poor compared to [[Spitfire_LF_Mk_IX|Spitfire LF Mk IX]] in the BnZ role). | ||
Line 158: | Line 224: | ||
'''Cons:''' | '''Cons:''' | ||
− | |||
* Poor acceleration at all altitudes. | * Poor acceleration at all altitudes. | ||
* Poor turn time and energy retention in turns. | * Poor turn time and energy retention in turns. | ||
Line 167: | Line 232: | ||
== History == | == History == | ||
− | + | ''Describe the history of the creation and combat usage of the aircraft in more detail than in the introduction. If the historical reference turns out to be too long, take it to a separate article, taking a link to the article about the vehicle and adding a block "/ History" (example: <nowiki>https://wiki.warthunder.com/(Vehicle-name)/History</nowiki>) and add a link to it here using the <code>main</code> template. Be sure to reference text and sources by using <code><nowiki><ref></ref></nowiki></code>, as well as adding them at the end of the article with <code><nowiki><references /></nowiki></code>. This section may also include the vehicle's dev blog entry (if applicable) and the in-game encyclopedia description (under <code><nowiki>=== In-game description ===</nowiki></code>, also if applicable).'' | |
The '''SNCAC NC.900''' was a French version of the Focke-Wulf Fw 190, constructed from a number of abandoned Fw 190A-5 and A-8 airframes found in the former chalk quarry of Cravant after the Liberation of France. | The '''SNCAC NC.900''' was a French version of the Focke-Wulf Fw 190, constructed from a number of abandoned Fw 190A-5 and A-8 airframes found in the former chalk quarry of Cravant after the Liberation of France. | ||
− | The chalk quarry of Cravant was used for about 800 years for mining | + | The chalk quarry of Cravant was used for about 800 years for mining chalk stone, used in the construction of local buildings. After the quarry was abandonned in 1935, centuries of extractions of chalk had resulted in large underground caverns. During 1939, the French constructor ''Loire et Olivier'' became interested in the abandonned quarry, seeing the underground caverns as an ideal location to construct an additional aircraft factory. Before any airframe could be built at the Cravant installation, the Germans managed to occupy France, and for a couple of years the installations at Cravant lay dormant. However, following the intensification of the Allied bombing offensive in 1943, the Germans started looking at alternative repair depots, and the installations at Cravant were reactivated. Following preparations, the repair facilities at Cravant were taken in use on February 6th 1944 as the ''Sonderreparaturbetrieb G.L & Elbag Lager 918 Auxerre'', also known as the ''Frontrepareturbetrieb 918''. Cravant soon became the main repair works for Focke-Wulf Fw 190s on the Western Front. |
− | Over the next 6 months, about 163 Focke Wulf 190s were repaired at Cravant until the region was liberated by Allied forces on August 18th 1944. The German Forces tried to destroy the facilities before abandoning them by setting them on fire, however | + | Over the next 6 months, about 163 Focke Wulf 190s were repaired at Cravant until the region was liberated by Allied forces on August 18th 1944. The German Forces tried to destroy the facilities before abandoning them by setting them on fire, however according to local legends, the fire was asphyxiated through a lack of oxygen in the underground caverns. As such, when the factory was discovered by the Allied forces, they discovered 156 sets of wings and 112 fuselages of various marques of Focke Wulf Fw 190, including Fw 190 A-3s, A-4s, A-5s, A-6s, A-7s, A-8s, F-8s and G-3s. A large number of these fuselages were in a damaged state, either through pre-existing damage which had seen the aircraft end up at the facility in the first place, or through damage caused by the fire set by the retreating German forces. After an inventory was made, it was found that of 112 fuselages about 70 to 75 were more or less in a useable state. With a large supply of available parts and a need for fighter planes, the decision was taken to rebuild a number of Focke Wulfs for use by French units. |
− | Assembly of the airframes was started under | + | Assembly of the airframes was started under supervision of the ''Société Nationale de Construction Aéronautique du Centre'' (SNCAC), and the French-built Fw 190s were given the new designation of NC.900. Despite using a mixture of A-5, A-6 and A-8 fuselages and wings, no separate designations were given to the two variants; the main problem faced by the SNCAC was a lack of BMW 801 engines, necessitating the use of a large stock of engines built by the French Voisin factories. However, at the time it was not fully understood that these engines, built during the German occupation, had been subtly sabotaged by the French labourers, often in such a way that the sabotage could not be determined unless one knew where to look. |
− | The first NC.900 flew on March 16th 1945, and the first aircraft | + | The first NC.900 flew on March 16th 1945, and the first aircraft were officially accepted by the French Air Force on May 11th 1945. The first unit which would be converted to the NC.900 was the Groupe du Chasse III/5 : the legendary ''Normandie-Niemen'' group which had arrived from the Soviet Union to France on June 20th 1945, and which in the first few months after its return had been flying the Yakolev Yak 3 with which the unit had returned from the Soviet Union. As spares for these aircraft were impossible to come by in France, and the unit's aircraft had one by one been cannibalised to keep them flying, the decision was made to assign the NC.900 to them first - and that could not have been a worse choice. After all, ''Normandie-Niemen'' |
+ | had just spent three years on the Eastern Front, where they had fought intense battles against the Focke-Wulf Fw 190s of JG51 and had lost many of their comrades to the Butcher Bird's guns. As a result, the pilots hated the Fw 190/NC.900, and thoroughly disliked flying it. Despite their protests, the unit was officially converted to NC.900 on February 1st 1946. | ||
− | Due to the way in which the NC.900s had been assembled at Cravant - using numerous parts of various variants without any real attempt at matching parts - the end result was that the NC.900 proved to be an unbalanced and unstable aircraft, with each separate airframe having distinctly different flying characteristics. Additionally, sabotage to both engines and individual parts meant that numerous incidents soon started happening with the NC.900s; added to that the pilots of ''Normandie-Niemen'' had been used to flying the lighter and more nimble Yak fighters, and conversion to the 'hated' Butcher Bird proved more problematic than expected. A series of incidents, accidents and mechanical breakdowns - often due to failure of sabotaged parts or engines - soon gave the NC.900 a very bad reputation, and already two weeks after its official introduction into service, on February 18th, the decision was taken to end production of the type, with the type being grounded in April pending thorough inspections. This resulted in a partial lifting of the ban, and 9 airframes were greenlit for service in July of 1946, but only one of them appears to have flown until the NC.900 was permanently grounded on November 1st 1946. The circa 70 NC.900s built flew barely 100 hours in service between February 1st and November 1st 1946. | + | Due to the way in which the NC.900s had been assembled at Cravant - using numerous parts of various variants without any real attempt at matching parts - the end result was that the NC.900 proved to be an unbalanced and unstable aircraft, with each separate airframe having distinctly different flying characteristics. Additionally, sabotage to both engines and individual parts meant that numerous incidents soon started happening with the NC.900s; added to that the pilots of ''Normandie-Niemen'' had been used to flying the lighter and more nimble Yak fighters, and conversion to the 'hated' Butcher Bird proved more problematic than expected. A series of incidents, accidents and mechanical breakdowns - often due to failure of sabotaged parts or engines - soon gave the NC.900 a very bad reputation, and already two weeks after its official introduction into service, on February 18th, the decision was taken to end production of the type, with the type being grounded in April pending thorough inspections. This resulted in a partial lifting of the ban, and 9 airframes were greenlit for service in July of 1946, but only one of them appears to have flown until the NC.900 was permanently grounded on November 1st 1946. The circa 70 NC.900s built flew barely 100 hours in service between February 1st and November 1st 1946. |
− | Following the permanent flight ban of the NC.900s, the remaining airframes were scrapped except for one which now stands as an Fw 190 at the ''Musée de l'Air et de l'Espace'' at Bourget; France's remaining stock of Focke | + | Following the permanent flight ban of the NC.900s, the remaining airframes were scrapped except for one which now stands as an Fw 190 at the ''Musée de l'Air et de l'Espace'' at Bourget; France's remaining stock of Focke Wulf spare parts was subsequently sold to Turkey to keep its remaining Fw 190A-3a's flying (they in turn were withdrawn from service towards the end of 1947). |
== Media == | == Media == | ||
<!-- ''Excellent additions to the article would be video guides, screenshots from the game, and photos.'' --> | <!-- ''Excellent additions to the article would be video guides, screenshots from the game, and photos.'' --> | ||
− | + | * [https://live.warthunder.com/feed/camouflages/?q=#NC900 Camouflages for the NC.900 on War Thunder Live] | |
− | + | <div><ul> | |
− | + | <li style="display: inline-block;"> [[File:NC.900 Alt Camo.png|thumb|300px|''"Non-standard bicolor camouflage pattern''", given to owners when 350,000 lights were on the tree during the event.]] </li> | |
− | * [https://live.warthunder.com/feed/camouflages/? | + | <li style="display: inline-block;"> [[File:NC.900 Tail.png|thumb|200px|Close-up on unique tail marking.]] </li> |
− | + | </ul></div> | |
− | |||
− | < | ||
− | File:NC.900 Alt Camo.png| | ||
− | File:NC.900 Tail.png| | ||
− | </ | ||
== See also == | == See also == | ||
− | + | ''Links to the articles on the War Thunder Wiki that you think will be useful for the reader, for example:'' | |
* ''reference to the series of the aircraft;'' | * ''reference to the series of the aircraft;'' | ||
− | * ''links to approximate analogues of other nations and research trees.'' | + | * ''links to approximate analogues of other nations and research trees.'' |
− | |||
− | |||
− | |||
− | |||
== External links == | == External links == | ||
− | + | ''Paste links to sources and external resources, such as:'' | |
* ''topic on the official game forum;'' | * ''topic on the official game forum;'' | ||
− | * ''other literature.'' | + | * ''encyclopedia page on the aircraft;'' |
+ | * ''other literature.'' | ||
− | + | https://www.histavia21.net/Cravant/cravant.htm | |
− | + | https://www.aviationsmilitaires.net/v2/base/view/Variant/6596.html | |
− | + | https://www.avionslegendaires.net/avion-militaire/sncac-nc-900/ | |
− | |||
− | |||
{{France fighters}} | {{France fighters}} | ||
− | |||
− |
Revision as of 15:58, 19 November 2019
Contents
This page is about the French fighter NC.900. For the German version, see Fw 190 A-8. For other versions, see Fw 190 (Family). |
Description
The NC.900 is a gift rank IV French fighter
with a battle rating of 5.3 (AB/SB) and 5.0 (RB). It was introduced during Update 1.75 "La Résistance" in the 2017 "Festive Quest" that took place from 22 December 2017 to 22 January 2018. It was obtained via collecting 13 pilot's Christmas toys.
The NC.900 is the identical, French version of the Fw 190 A-8 which features many of the same characteristics as the late Focke-Wulf Anton fighters.
General info
Flight performance
Describe how the aircraft behaves in the air. Speed, manoeuvrability, acceleration and allowable loads - these are the most important characteristics of the vehicle.
Characteristics | |||||||
---|---|---|---|---|---|---|---|
Stock | |||||||
Max Speed (km/h at 5,500 m) |
Max altitude (meters) |
Turn time (seconds) |
Rate of climb (meters/second) |
Take-off run (meters) | |||
AB | RB | AB | RB | AB | RB | ||
622 | 601 | 10300 | 24.2 | 25.3 | 10.2 | 10.2 | 450 |
Upgraded | |||||||
Max Speed (km/h at 5,500 m) |
Max altitude (meters) |
Turn time (seconds) |
Rate of climb (meters/second) |
Take-off run (meters) | |||
AB | RB | AB | RB | AB | RB | ||
687 | 652 | 10300 | 21.4 | 22.8 | 19.5 | 14.1 | 450 |
Details
Features | ||||
---|---|---|---|---|
Combat flaps | Take-off flaps | Landing flaps | Air brakes | Arrestor gear |
X | ✓ | ✓ | X | X |
Limits | ||||
---|---|---|---|---|
Wing-break speed (km/h) |
Gear limit (km/h) |
Combat flaps (km/h) |
Max Static G | |
+ | - | |||
900 | ~12 | ~6 |
Optimal velocities | |||
---|---|---|---|
Ailerons (km/h) |
Rudder (km/h) |
Elevators (km/h) |
Radiator (km/h) |
< 420 | < 240 | < 550 | > 280 |
Compressor (RB/SB) | ||
---|---|---|
Setting 1 | ||
Optimal altitude | 100% Engine power | WEP Engine power |
700 m | 1,498 hp | 1,874 hp |
Setting 2 | ||
Optimal altitude | 100% Engine power | WEP Engine power |
5,300 m | 1,301 hp | 1,628 hp |
Survivability and armour
- 57 mm Bulletproof glass in front of the cockpit.
- 3-5 mm Steel plates in front of oil cooling system.
- 6 mm Steel plate under the radial engine.
- 12 mm Steel plate in pilot's headrest, and a 8 + 6 mm steel plates behind the pilot.
- 8 mm Steel plate under the cockpit.
- 5 mm Steel plate behind the fuel tank.
Armaments
Offensive armament
The NC.900 is armed with:
- 4 x 20 mm MG 151/20 cannons, -mounted (140 rpg outer + 250 rpg inner = 780 total)
- 2 x 13 mm MG 131 machine guns, -mounted (400 rpg = 800 total)
The four cannons are arranged in bundles of two mounted in each wing. The two outer cannons have 110 less rounds compared to the two inner cannons and will run empty first. The two machine guns are mounted in the nose of the aircraft have the same amount of ammunition and will deplete at the same time if out of ammo.
Usage in battles
Flying the NC.900 tends to be very defensive and relies on neutralising an enemy's energy advantage and capitalising on the plane's advantages. Manoeuvres that work well include the Split-S, Chandelle and anything that requires a high rate of roll. One of these is to dive and roll in a single direction whilst applying rudder. This causes a very tight barrel roll that few aircraft can hope to gain a firing solution on. Another way to clear the NC.900's six is to pitch steeply up and roll over forcing an overshoot and potentially giving a firing solution. It's possible to dismember superior aircraft simply because of the roll rate and firepower this plane possesses. If skilled enough to press for a gun solution when scissoring an enemy, it could be greatly rewarded.
In summary, climb to the side, BnZ steadily, never get in a sustained turn fight, and use the roll rate to outgame the enemy when cornered.
Manual Engine Control
MEC elements | ||||||
---|---|---|---|---|---|---|
Mixer | Pitch | Radiator | Supercharger | Turbocharger | ||
Oil | Water | Type | ||||
Not controllable | Controllable Not auto controlled |
Not controllable Auto control available |
Controllable Not auto controlled |
Combined | Not controllable 2 gears |
Not controllable |
Modules
Tier | Flight performance | Survivability | Weaponry | ||
---|---|---|---|---|---|
I | Fuselage repair | Radiator | Offensive 13 mm | ||
II | Compressor | Airframe | New 13 mm MGs | ||
III | Wings repair | Engine | Offensive 20 mm | R6 modification | |
IV | Engine injection | Cover | New 20 mm cannons |
Note: The aircraft comes with all modules fitted already.
Pros and cons
Pros:
- Great roll rate at all speeds.
- Good energy retention (though somewhat poor compared to Spitfire LF Mk IX in the BnZ role).
- Excellent high speed control.
- Heavy armament, with plenty of ammunition.
- Well armoured from the front, especially cockpit.
- Small and rugged air-frame.
- Has interceptor airspawn.
Cons:
- Poor acceleration at all altitudes.
- Poor turn time and energy retention in turns.
- Poor control at low speed.
- Rate of climb is mediocre.
- Bad at altitude performance.
- Very bricky to fly in general.
History
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, also if applicable).
The SNCAC NC.900 was a French version of the Focke-Wulf Fw 190, constructed from a number of abandoned Fw 190A-5 and A-8 airframes found in the former chalk quarry of Cravant after the Liberation of France.
The chalk quarry of Cravant was used for about 800 years for mining chalk stone, used in the construction of local buildings. After the quarry was abandonned in 1935, centuries of extractions of chalk had resulted in large underground caverns. During 1939, the French constructor Loire et Olivier became interested in the abandonned quarry, seeing the underground caverns as an ideal location to construct an additional aircraft factory. Before any airframe could be built at the Cravant installation, the Germans managed to occupy France, and for a couple of years the installations at Cravant lay dormant. However, following the intensification of the Allied bombing offensive in 1943, the Germans started looking at alternative repair depots, and the installations at Cravant were reactivated. Following preparations, the repair facilities at Cravant were taken in use on February 6th 1944 as the Sonderreparaturbetrieb G.L & Elbag Lager 918 Auxerre, also known as the Frontrepareturbetrieb 918. Cravant soon became the main repair works for Focke-Wulf Fw 190s on the Western Front.
Over the next 6 months, about 163 Focke Wulf 190s were repaired at Cravant until the region was liberated by Allied forces on August 18th 1944. The German Forces tried to destroy the facilities before abandoning them by setting them on fire, however according to local legends, the fire was asphyxiated through a lack of oxygen in the underground caverns. As such, when the factory was discovered by the Allied forces, they discovered 156 sets of wings and 112 fuselages of various marques of Focke Wulf Fw 190, including Fw 190 A-3s, A-4s, A-5s, A-6s, A-7s, A-8s, F-8s and G-3s. A large number of these fuselages were in a damaged state, either through pre-existing damage which had seen the aircraft end up at the facility in the first place, or through damage caused by the fire set by the retreating German forces. After an inventory was made, it was found that of 112 fuselages about 70 to 75 were more or less in a useable state. With a large supply of available parts and a need for fighter planes, the decision was taken to rebuild a number of Focke Wulfs for use by French units.
Assembly of the airframes was started under supervision of the Société Nationale de Construction Aéronautique du Centre (SNCAC), and the French-built Fw 190s were given the new designation of NC.900. Despite using a mixture of A-5, A-6 and A-8 fuselages and wings, no separate designations were given to the two variants; the main problem faced by the SNCAC was a lack of BMW 801 engines, necessitating the use of a large stock of engines built by the French Voisin factories. However, at the time it was not fully understood that these engines, built during the German occupation, had been subtly sabotaged by the French labourers, often in such a way that the sabotage could not be determined unless one knew where to look.
The first NC.900 flew on March 16th 1945, and the first aircraft were officially accepted by the French Air Force on May 11th 1945. The first unit which would be converted to the NC.900 was the Groupe du Chasse III/5 : the legendary Normandie-Niemen group which had arrived from the Soviet Union to France on June 20th 1945, and which in the first few months after its return had been flying the Yakolev Yak 3 with which the unit had returned from the Soviet Union. As spares for these aircraft were impossible to come by in France, and the unit's aircraft had one by one been cannibalised to keep them flying, the decision was made to assign the NC.900 to them first - and that could not have been a worse choice. After all, Normandie-Niemen
had just spent three years on the Eastern Front, where they had fought intense battles against the Focke-Wulf Fw 190s of JG51 and had lost many of their comrades to the Butcher Bird's guns. As a result, the pilots hated the Fw 190/NC.900, and thoroughly disliked flying it. Despite their protests, the unit was officially converted to NC.900 on February 1st 1946.
Due to the way in which the NC.900s had been assembled at Cravant - using numerous parts of various variants without any real attempt at matching parts - the end result was that the NC.900 proved to be an unbalanced and unstable aircraft, with each separate airframe having distinctly different flying characteristics. Additionally, sabotage to both engines and individual parts meant that numerous incidents soon started happening with the NC.900s; added to that the pilots of Normandie-Niemen had been used to flying the lighter and more nimble Yak fighters, and conversion to the 'hated' Butcher Bird proved more problematic than expected. A series of incidents, accidents and mechanical breakdowns - often due to failure of sabotaged parts or engines - soon gave the NC.900 a very bad reputation, and already two weeks after its official introduction into service, on February 18th, the decision was taken to end production of the type, with the type being grounded in April pending thorough inspections. This resulted in a partial lifting of the ban, and 9 airframes were greenlit for service in July of 1946, but only one of them appears to have flown until the NC.900 was permanently grounded on November 1st 1946. The circa 70 NC.900s built flew barely 100 hours in service between February 1st and November 1st 1946.
Following the permanent flight ban of the NC.900s, the remaining airframes were scrapped except for one which now stands as an Fw 190 at the Musée de l'Air et de l'Espace at Bourget; France's remaining stock of Focke Wulf spare parts was subsequently sold to Turkey to keep its remaining Fw 190A-3a's flying (they in turn were withdrawn from service towards the end of 1947).
Media
See also
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- reference to the series of the aircraft;
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External links
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https://www.histavia21.net/Cravant/cravant.htm https://www.aviationsmilitaires.net/v2/base/view/Variant/6596.html https://www.avionslegendaires.net/avion-militaire/sncac-nc-900/
France fighters | |
---|---|
Dewoitine | D.371 · D.371 H.S.9 · D.373 · D.500 · D.501 · Pallier's D.510 · D.520 |
Morane-Saulnier | M.S.405C1 · M.S.406C1 · M.S.410 |
Arsenal | V.G.33C-1 |
Bloch | M.B.152C1 · M.B.157 |
Caudron | C.R.714 |
Sud-Ouest | S.O.8000 Narval |
American | H-75A-1 · H-75A-4 · ▄P-39Q-25 · ▄P-40F-5 Lafayette · ▄P-47D-22-RE · ▄P-63C-5 · F-6C-10-NA |
▄F6F-5 · ▄F6F-5N · F4U-7 · ▄F8F-1B | |
Other countries | ▄Seafire LF Mk.III · ▄Yak-3 · Challe's ▄Yak-9T · NC.900 |