Fw.200 Condor

Developer: Focke Wulf-

Country: Germany

First flight: 1937

Type: long-range bomber-reconnaissance

   LTH       Extras. information

The circumstances in which Germany had driven its policy, was forced to turn "Focke-Wulf" Condor Fw.200in maritime reconnaissance bomber, although it was designed as a passenger liner. Successes in his new role was such that Winston Churchill called him "the scourge of the Atlantic." Short-sightedness of the Supreme Command of the Luftwaffe and Goering himself led to that of the "Condor" demanded simply impossible - use as bombers for attacks on convoys allies. However, by the time the Allies have reduced the effectiveness of the "Condor" to zero, their account was already a solid figure sunk tonnage. Despite the lower external effects, the present peak of career, "Condor" was the interaction with the "wolf packs" submarine. This cooperation represents the greatest threat to the British Navy.

The history of "Condor" began with an exchange of views between the spring of 1936 as technical director, "the Focke-Wulf" Kurt Tank and director of "Lufthansa" Shtuzelem during which formulated the concept of four-engine tank liner with a relatively high wing loading, capable of making transatlantic flights.

Design and construction of the aircraft fuselage layout continued in the first weeks of the summer, and by mid-July, "Lufthansa" has placed an order for aircraft, designated Fw.200 "Condor". This number is assigned by the RLM was more than I should on the established order of numbering. but Tank felt that it is ideal as a unique brand.

Tank confidence in his creation was that the assembly of the three prototypes, which began in the autumn of 1936, there was a parallel with the release of nine pre-series cars. The first prototype Fw.200-V1 (D-AERE),

called "Saar", flew July 27, 1937 g - 12 months and 11 days from the commencement of work.

The aircraft was fitted with engines, "Pratt & Whitney" C1E-G "Hornet" - 9-cylinder power 875ls star on the rise. After the first flight took only minor changes in the design of the keel. Pretty soon flew V2 (D-AETA "Westphalen") and V3 (D-2600 "Immelman"-III). The latter became the personal plane of Adolph Hitler. One of the two remaining "Condor" was commissioned by RLM as a government plane. The second and third differed mainly installing engines VMW-132G-1 (license "Hornet") capacity 720ls.

In the spring of 1937, the assembly line in Bremen began to receive pre-production Fw.200a-0. Most of them also had a number of "ferzuh." So Fw.200a-0 (D-ADHR "Saarland" - after renaming Fw.200-V1 in 1938 in the "Brandenburg") has called Fw.200-V4, and Fw.200a-03 (D-AMNS "Nordmark" ) - V5. The second plane A-0 series - Fw.200a-02 was bought by a Danish airline, which used it for commercial service under the designation of OY-DAM "Denmark" in July 1938 also, the Danes and ordered another Fw.200a-05, received the OY-DEM designation "Jutland". Fw.200a-04 (D-ASVN "Grintsmark") and Fw.200a-06 (D-ARNW "Friesland") were powered by the VMW-132L and were still known under the designation of V6 and V7. Fw.200a-07 (originally D-ASBK) was raised to Brazilian "syndicate Condor limitada" (PP-SVJ "Arumani"), together with Fw.200a-08 (RR-SVI "Abaitara"). The last of the A-0 series - Fw.200a-09 (V9) was raised "Lufthansa" in the summer of 1939 under the designation D-AHFO "Pommern".

While unfolding the production of aircraft, "Condor" made several advertising long-distance flights. The first of these - Berlin Cairo with a stop in Thessaloniki - was performed Fw.200-V4 June 27, 1938 The following took place August 10, 1938 by Mr. Fw.200-V1 between Berlin and New York. Aircraft before the flight was renamed Fw.200s-1 ("S" - special) "Brandenburg" with spetsregistratsiey D-ACON. He covered 6,500 km in a straight line for 24 hours and 55 minutes with an average speed of 262 km / h. Return route was completed in 19 hours 47 minutes with an average speed of 328 km / h. The route of the latter was laid just north. November 28, 1938 g, the aircraft was launched on the route Berlin-Basra-Karachi-Hanoi-Tokyo and reached the Japanese capital in less than two days - for 42 hours 18 minutes of pure flying time. On the way back machine for lack of fuel crashed on the shoals in Manila.

In autumn 1938, work began on the project serial Fw.200b, which was planned in two flavors: B-1 engines with BMW-850ls 132Ds power at an altitude of 2,500 m and B-2 with a VMW-132H power 830ls at an altitude of 1100 m. In comparison with A-0 Fw.200b-1 had more empty and take-off weight - 11 286 kg against 9788 kg and 17 480 against 14 582. Structurally similar with the V-2 had a few more empty weight - 11 310 kg, but slightly smaller take-off - 17 015 kg.

During a visit to D-ASOH in Tokyo became interested in Japanese to supply "Condor". In early 1939, "Dai

Nippon Kabushiki Kaishev" (Sino-Manchu airline) has signed a five-Fw.200b. This was followed by agreements with the Finns on the delivery of two "Condor". Japanese contract for five transport planes also included a special agreement, which provided that one of the "Condor" in the long version of the Marine intelligence officer for the Japanese fleet. At the time of the conclusion of these contracts were already working on a prototype B-Series - Fw.200-V10, and Tank decided to remake the aircraft to spy on the Japanese version of the requirements. So he flew some planes later B-series, built by the Japanese and Finnish contracts. However, the latest "Condor" consigned for export, two Brazilian steel Fw.200a-0, set in August 1939 At the time of completion of the B-series aircraft in Europe are already fighting broke out, and export plans were delayed. Some of these machines went on Lufthansa. The only Fw.200b-1 was the name of "Holstein" D-ASBR, and three Fw.200b-2 steel D-ABOD "Kurmark", D-AMHL "Pommern" (after the cancellation of D-AXFO) and D-ASHH "Hessen" .

Careers "Condor" as part of Lufthansa was not particularly bright - the airline has never had more than four aircraft simultaneously. When the war began in Lufthansa were listed Fw.200-V4, V5, V7, and V9. Fw.200-V6, which in Moscow in the summer of 1939, Ribbentrop flew, and were listed in the transport Vs standby at the airport Berlin Tempelhof,. In addition to them in the beginning of the war the Luftwaffe "Condor was not.

In the winter of 1939-40 Lufthansa briefly supplemented the four Fw.200b, but in the spring most of the "Condor" was included in the Luftwaffe special transport of K.Gr.zbV105. She's in April 1940 from the airfield Kiel Holtenau used to support the German invasion of Norway. Subsequently, two were returned Fw.200b "Lufthansa", which used it together with V4 and V5 to 1941, when V4 was written off along with one Fw.200b (D-ABOD). Thus the fleet "Condor" airlines reduced to two machines. In 1943 he was lost V5, and Fw.200b-2 (D-ASHH) had a chance to perform April 14, 1945 d last scheduled flight on the route Lufthansa Berlin-Barcelona.

This aircraft was lost a week later, when the April 21 general hastily loaded baggage staff, he started in Barcelona in Munich. Its pilot - Captain flyug Kyunstl - was confident in the absence of threats from fighters of the Allies because of bad weather on the route. The aircraft safely reached Munich, took off and disappeared ...Investigation into the circumstances of his disappearance was conducted in Germany, Spain and Switzerland for several years, but only in 1954, a mystery has been solved. In Bavaria, under Pizenkofenom found evidence that the burning plane crashed to the ground, burying all the passengers. Only one civilian, "Condor," lived in Germany until the end of the war - Fw.200b-2 "Pommern". Originally built by the Japanese request, the aircraft used in the so-called Squadron "four-transport aircraft", later named 290th Transportation under the command of Chief of Air Transport in Berlin.

Fw.200c

When war broke out in Europe, working for the conversion of Fw.200-V10 in the Marine intelligence officer in the Japanese order is not over. The design of the fuselage remained almost unchanged. At the top front of the wing was installed with a machine gun turret MG-15. Mounted under the fuselage short gondola, which is shifted to the right side. It housed the observer and mounted machine gun MG-15 for shooting back and forth. Most of the fuselage was occupied by fuel tanks, mounted vertically on the floor, two cameras, and behind them was a place fotooperatora.

At the beginning of hostilities the Germans were completely devoid of aircraft capable of operating on British shipping in the Atlantic at a considerable distance. Command Luftwaffe had hoped to use as a long-range reconnaissance, "Heinkel" Ne.177, but he was still an unknown quantity, so as soon as he entered the trial. As a result, RLM issued an urgent order to investigate the possibilities to adapt "Condor" as a provisional scout-bomber beforehand Ne.177. Four-engine civilian aircraft was designed for four crew members and 26 passengers, and its design was not adapted to stresses typical of combat aircraft. Nevertheless, the designer, "the Focke-Wulf", based on experience in converting V10 scout offered a modernized version of Fw.200c, who immediately accepted bsh RLM. The preparation of serial production.

The design is almost no different from the B-series aircraft, but gain some sites. The engines were VMW-132H, as well as on Fw.200b-2, but with the reworked several gondolas - a lengthened hood. Because of the increased weight required the installation of twin wheel main landing gear. In September 1939, were ordered 10 pre Fw.200c-0. At the same time preparing to manufacture and mass-produced C-1. The first planes were in fact a series of redesigned Fw.200b, assembled before the war began. Work on the first four aircraft have gone so far that it was too late to change anything. They ended up in the transport version without arms, but with two-wheeled uprights, new hood and three-blade variable-pitch propellers. The first of four - Fw.200c-0, was completed in January 1940 and received the designation D-ASVX "Thüringen". The plane was due at Lufthansa, but before he could make a single voyage, was admitted to the Luftwaffe (NA + WN). Along with these three machines was delivered in K.Gr.zbV105 to support the invasion of Norway.

The remaining six Fw.200c-0 byi finished with defensive armament and bomb racks. In the early spring of 1940 they came to the 1st Squadron of the newly formed I/KG.40, which commenced operations on the British transport information from bases in Denmark. By May 11, 1940 g, only two "Condor" were combat-ready by June 1st Squadron was withdrawn for re-at Fw.200c-1. She was then transferred to the coast Bay of Biscay, where was a part of the 4th Air Corps 3rd Air Force and was intended to support the raids on England. "Condor" is usually crossed the Bay of Biscay and along the arc of skirting the British Isles, the attack on the way the court found the British. Planting was accomplished on the basis of Trondheim or Stavanger, Norway. In doing so, I/KG.40 achieving success, but suffered heavy losses at the same time. One "Condor" was shot down over the English Channel on July 13, while the other - July 20, to the north of Ireland. By September 1940, the number of "Condor" had risen to 15. They managed to take part in night raids on the area of Liverpool. There was even

formed the squadron headquarters, however, one of "Condor." During August-September I/KG.40 chalked up 90,000 tons of British tonnage. The most notable success was the discovery of the bombing 42.348-ton liner "Empress Britain office" belonging "Canadian Pacific". The liner was damaged on October 26 in 120 km from Donegal Bay, two days later he was finished off by submarine U-32.

Defensive armament consisted Fw.200c-0 from the machine gun MG-15 to the hydraulically driven turret just behind the cockpit. The same gun was on the mobile installation in the aft fuselage. The third MG-15 was used for shooting down through the hatch. On serial Fw.200c elongated gondola was installed, moved to the starboard side, which was mounted gun "Oerlikon" MG-FF and forward gun MG-15 back. The tower behind the cab has been replaced by a lantern with a MG-15 set on the symmetry axis of the aircraft.

The bomb load was on reconnaissance flights Fw.200c-0-1 the same: one 250 kg bomb under the outer engine nacelles and two more on the bomb racks under the wing panels. At the bottom of the gondola-1 has been provided yet another suspension 250kg "cement" the bomb, which was used as a marker to check the sight for the immediate correction before dropping incendiary bombs.

Fw.200c was semi-monocoque fuselage, with all-metal two-spar wing, collected from three sections. To the rear spar lining was made of metal, etc. - tissue. Two-piece ailerons occupied two-thirds scale console. Flaps are slotted. The crew usually consisted of five: pilot, copilot, navigator, radio operator, bombardier, engineer-hand and bottom hand. "Condor" is mainly used for bombing from low altitudes, and the pilot was carrying out the role of striker, using sight, "Revie." The total capacity of tanks is 8050 liters, plus an overload in an armored tank in the bottom of the gondola was taken another 900 liters of fuel. Without payload could take another two or three 300l drums of fuel, which is pumped into the tanks have a crew in flight.

Until the end of 1940, the assembly line went down 26 in Bremen Fw.200c-1. Respectively increased and power squadron, but the losses were too great - affected civilian origin. Only the first pilot of "Condor" had armor protection. Fuel to the engines were on the underside of the wing and were extremely vulnerable to fire defense.The challenges facing I/KG.40 were significantly alleviated the weak armament of British transports and a small escort of composition of forces with little or no air cover. Achilles' heel of the plane was the haste with which it is converted. Without a serious effort to design aircraft were to operate at high loads, resulting in prolonged flight at low altitudes, or when a defensive maneuver in which the need arose in the performance of combat missions.This resulted in the frequent cases where the landing broke the rear spar and the fuselage just behind the wing.As a result, during the second half of 1940 has never been more of six to eight combat-ready "Condor".

Despite all the problems, "Condor" continued to grow through combat. Between 1 August 1940 and

February 9, 1941, 85 aircraft KG.40 sank British ships gross tonnage 363,000 tons. In March 1941, was set up air command "Atlantic" and became a full group I/KG.40 treheskadrilnogo ended with the standard of 36 aircraft. In reality, the group was not more than a quarter of the staff, if we assume battle-worthy machine.

Following Fw.200c-1 on the assembly line was produced in Cottbus-2, which was considered an intermediate model in anticipation of a more powerful C-3. Like his predecessor, he was fitted with engines and VMW-132H features a new form of propulsion pods outside, providing less resistance for the suspension or 250 kg bombs, or 300-liter tanks. To the consoles were installed new streamlined bomb racks. But these changes do not improve the survivability of the aircraft, and by the end of summer 1941, attack ships were dramatically reduced the order of the command "Atlantic" because of high losses.

The effectiveness of air defense of the civil courts allies steadily. Also been applied ejection fighters. As a result, the crews of "Condor" were instructed not to attack the convoys and use the clouds during an attack, if you were absolutely necessary. Damaged in any way the crews were instructed to immediately return to base without endangering an expensive car. The main objective of "Condor" was the discovery of convoys allies. If you find the crews informed basis. Depending on weather conditions the aircraft commander, made the decision to direct or submarines or bombers. In the case of a decision to attack the convoy submarines "Condor" is sometimes worked as a permanent beacon of guidance. Interaction provides a flag-officer in the submarine forces, but direct communication between the aircraft and submarines were not.

By the summer of 1941 in the KG-40 began to receive Fw.200c-W. They had further strengthened fuselage and a rear spar, but the "Condor" and did not get rid of problems with insufficient structural strength. In order to maintain the flight characteristics at the level of growth in an empty aircraft weight and flight got four engines, "Brahma"-323R-2 "Fafnir" - 9-cylinder, air capacity up to and 1000ls 1200ls using afterburner injection of water-alcohol mixture. Take-off weight increased to 21,000 kg. The crew increased by one person. Bomb load increased to 2,100 kg: 500 kg bomb on a gondola outside, two 250kg under the consoles and 12 50-pound bomb at the bottom of the gondola. In fact, such a load during reconnaissance flights are rarely used, and often consisted of four 250 kg bombs.

The front upper machine gun was replaced by a hydraulically driven turret Fw-19 with an MG-15. Two more MG-15 mounted under the sliding lights on the sides of the fuselage. S-3/U1 different large hydraulically driven turret HDL-151 with one gun MG-151/15 with tape on the 500 bullets and more bullets in a 300 emergency tape.MG-151/20 with 300 shells installed in the bow of the lower gondola instead of MG-FF. Although the tower HDL-151 was more effective defensive weapon than the Fw-19 with 7.9 mm machine gun, it had more air resistance - fall speed was 25-30 km / h. As a result, S-3/U2 returned to the Fw-19. The main difference was the installation of U2 bombopritsela "Lotfi"-7D, which is due to an incompatibility in size from the bottom 20mm gun

and demanded its replacement with a machine gun MG-131. "Lotfi"-7D significantly increased the accuracy of the bombing. The average deviation was 20-30 m in height of dropping bombs from 3000-4000 m. The tower was carrying Fw.200c-3/U3 EDL-131 MG-131 in front and a machine gun on the back of the top position. S-3/U4 got another arrow, up to seven crew, more fuel and take-off weight up to 22 720 kg. Tower remained Fw-19, but c-131 machine gun MG.

The total release of "Condor" in 1941 amounted to only 58 cars, despite the great need because of delays in Ne.177. In particular, the delay in the release of "Condor" were due to damage to the plant in Bremen. This has led to translate the assembly machine at the factory, "Blohm und Voss" and launch a second assembly line in Cottbus. Deliveries of aircraft just kept I/KG.40 readiness, and although it was considered extremely necessary to equip another group - III/KG.40, only a few planes came back to the end of 1941, crews for the acceptance of "Condor" were sent directly to the factory after the message readiness. Lack of "Condor" has been exacerbated by the supply of them in a special squadron of "Reich-courier" for transport operations.

In February 1942, entered production in Fw.200c-4, which became the most numerous version of the "Condor." Structurally it does not differ from C-3, but is equipped with radars and new communication equipment.The first production Fw.200c-4 was equipped with a locator search "Sprout" from the antennas in the nose, on the top and bottom of the console. Soon the aircraft were equipped with the new locator "Hohentvil", which provided and blind bombing, while the "germ" is used only for searching purposes. Several planes of Staff III/KG.40 later were equipped with both types. This combination was due to the "germ" provide greater viewing angle and range of detection, but had a minimum range of 5 km, and "Hohentvil" worked well and at a distance of less than 1.5 km.

At C-4 was re-established a large-sized HDL-tower 151, at the bottom of the gondola mounted machine gun MG-131 or gun MG-151/20 depending on whether the sight was placed "Lotfi"-7D. On the other defensive installations were 7.9 mm machine guns. At an altitude of 4800 m the most advantageous Fw.200c-4 have up to 328 km / h, compared to 358 km / h at C-3. At cruising speed the earth was 240-270 km / h, maximum - 278 km / h. The ceiling was 5800 m, but at this altitude started strong vibration design. Normal fuel capacity provides 14-hour flight on an economic rate of the allowance. With congestion increasing flight duration of 18 hours.

Allies after the first response to "Condor" like "KAM-spikes" have reached even greater success with the advent in the coastal British aviation "Liberator" from a very large range, as well as escort carriers. In December 1941, three "Condor" from the KG.40 were shot down "Uildketami" with "Odesiti" - the first escort carrier entered the fray. In early 1942, was translated into I/KG.40 Trondheim, Norway, in the 5th Air Force to counter the Soviet ship navigation. III/KG.40 continued to operate from Bordeaux, where at the end of year 9 Squadron

was moved to the north of Italy Lecce for transport operations.

During 1942, were released 84 Fw.200c-3 and C-4. Several of them were placed in 1. (F) / 120, which operated on Ju.88 from bases in Norway, and also in 1. (F) / 122 in Sardinia. The main part of the "Condor" still came in KG.40. However, in early 1943, the activity of "Condor" over the Atlantic has declined sharply. 2./KG.40 remained in Trondheim, and 1 and 3 Squadron (consisting of 18 cars) were sent to southern Russia for transportation. They have been used to supply the encircled German forces at Stalingrad and were so-called "special enterprise" Stalingrad "or K.Gr.zbV200. Originally" Condor "landed at the airfield on the outskirts of Stalingrad, but as the narrowing of encirclement were forced to move to discharge cargo by parachute. January 18, 1943 g group was transferred from Stalin in Kiev, where continued dumping of goods during the month. It was then decided that this aircraft is too valuable for such tasks. Within five days of "Condor" bombed the railroad tracks at Stalingrad , after which the remaining aircraft were withdrawn in Berlin, where they formed a 8./KG.40 (1st and 3rd Squadron, meanwhile, have been re-formed on Ne.177). The squadron returned to Bordeaux for action in the Bay of Biscay . Meanwhile, the 7th Squadron, which was used in Italy as a transport, and the 9th Squadron returned to France, at the base of Cognac and Bordeaux. Again, "Condor" entered the fray in a significant number.

The release of "Condor" continued throughout 1943, reaching 76 cars, including several Fw.200c-8, built specifically as a carrier rocket, "Henschel" Hs-293A. Before the release of C-8 in late 1943, several Fw.200c-3/U1 and U2 have been adapted by the proponents of these missiles, and were named C-6. These aircraft were fitted with a transmitter FuG-203b "Kiel-III", who worked on the receiver FuG-230b "Strasburg" a rocket, and a pair of Hs-293 in special mounts for external engine nacelles. Fw.200c-6 from the first committed III/KG.40 sortie December 28, 1943, when the one of the four "Condor" groups aimed at finding the convoy was equipped with two missiles Hs-293A. But the flight proved to be unsuccessful: "Condor" was hit by a patrol, "Sunderland" rather than meeting the goal. Several recent series "Condor" S-8 were vypuscheiy as specialized carriers Hs-293 and had elongated nacelle external engines. For the last eight aircraft were produced in January-February 1944 By this time, the days of "Condor" as anti-aircraft were numbered. With the loss of bases in the Bay of Biscay is one of the squadron was transferred to III/KG.40 Norway and the rest removed to Germany.

Since mid-1944, "Condor" is increasingly used, and quite successfully, for the transport operations - a role for which he designed. Two specialized transport "Condor" was completed as early as 1942 and this was Fw.200c-4/U1 Fw.200c-4/U2. They mounted a short lower gondola. At the top of the front tower Fw-19 and the top rear Fw-20 machine guns mounted MG-15, such as machine guns stood in the bow and the back of the bottom of the gondola. Aircraft differed from the other only the installation of passenger seats. Stood on the first plane 11 seats, the second - 14. After the dissolution of the fall of 1944 KG.40 "Condor" was in December 1944

transferred to the 5th Squadron transport. Later they moved to Vienna in the command "Süd-Ost".

The use of "Condor"

"Condor" for lack of reservations and the installation of fuel lines at the bottom of the wing and engine nacelles were very vulnerable. With increasing threat from the patrol "Beaufighter" and "Mosquito" scope "Condor" was limited 40grad latitude for aircraft based on the shores of the Bay of Biscay. Thus, the interaction of "Biscay" and "Norwegian" squadrons "Condor" to 1942, was not there. III/KG.40, which was based in Cognac and Bordeaux, had two main combat zones - short-and long-range reconnaissance. The upper limit of zones already mentioned, the bottom was on 34grad latitude. In the west, "Condor" achieved 19grad west longitude, and for special operations and 25grad. Before reaching the northern border patrol zone "Condor" is usually flown at low altitude systems to cover each other, then the group disbanded, and the aircraft begins to search ships alone somewhere with 11grad west longitude. Sometimes the "Condor" on the route to make a detour, going down to the latitude of Cape Ortegyul to avoid a meeting with British fighters. Most often for the purpose of the search method is used the fan: the search was going in a southerly direction from 15grad west longitude, and the aircraft turned to 3grad to the west, then 30 miles to the south, then east on 3grad and again to the south for 30 miles until the entire search zone was not covered.

With the return of "Condor" after the term of transport operations in the Soviet Union and in Italy in the spring of 1943, operated from airfields III/KG.40 on the coast of the Bay of Biscay, but not as a distant sea scouts. This task was entrusted to Ju.290a from the FaGr.5, based in Mont-de-Marsan. Together with Ne.177 of II/KG.40 and also with the 1st and 3rd squadrons of these I/KG.40 Fw.200 aimed only to attack the transports and sent flying when a goal has already been detected.

On the exit of Allied convoy from Gibraltar on a regular basis was reported in Spain, so that the time of entry into the convoy coverage KG.40 could be predicted. FaGr.5 aircraft could only establish the exact location of the convoy, and weather in the target area, followed by a rise of "Condor" and Ne.177. The only exception was a special action when posting proryvateley German blockade. In these cases, "Condor" again waged an armed reconnaissance to report suspected presence in the zone of combat ships of the Allies. Following the discovery of Allied shipping launched at least four "Condor". Planes are usually flown at low altitude in tight formation to a certain point of dissolution, such as Cape Ortegyul, after airplanes were the front with an interval of 25-30 miles.Each machine periodically rising to 500 meters, making a wide circle and leading the search for a target using the radar "Hohentvil" and then again fell on the general course. The first "Condor", who found the convoy, notify the other aircraft. The attack in clear weather with nebolyoy height is strictly prohibited. The minimum height of the bombing was prescribed to 3,000 m.

At the time of Biscay Fw.200 acted primarily on the courts allies, their counterparts in Trondheim were usually unarmed reconnaissance. A typical route ran from Trondheim to the north-east coast of Iceland or to the islands of Jan Mayen, after which the aircraft returned to base, or to follow the coast of Iceland, thence to a point 40 miles off the coast of Greenland and back. Usually a day from Trondheim make one fly. As a combat aircraft "Condor" does not stand out any advantages, but given the small number of "Condor" involved in combat operations, they set a record performance for the first two years of the war, becoming a true "whip the Atlantic."

 LTH:

Modification   Fw.200c-3/U4

Wing span, m   32.85

Length, m   23.45

Height, m   6.30

Wing area, m2   116.00

Weight, kg

  Empty   12 960

  normal take-off   22 720

Engine Type   4 Bramo-PD-2 Z2ZK Fafnir

Power HP   4 x 1200

Maximum speed km / h

  the ground   305

  at an altitude of   358

Cruising speed, km / h

  the ground   275

  at an altitude of   332

Range, km   4400

Maximum rate of climb, m / min

Service ceiling, m   5800

Crew   7

Armament:  a 7.9-mm machine gun MG-15 with 1000 rounds in a hydraulically controlled turret Fw.19 in front of the fuselage, a 13-mm machine gun MG-131 with 500 rounds on the top rear of installing two MG-131 with 300 rounds per gun in the side windows, a 20-mm cannon with 500 rounds MG-151/20 for mobile installation in the nose bottom gondolas and one machine gun MG-15 with 1,000 rounds in the back of the gondola  up to 2,100 kg of bombs in combination 2h500-kg, 2x250 kg, and 12h50-kg