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Hi all I have seen time and time again the request for more boost and various systems for achieving higher ata on the Focke-Wulf 190 A8. Now I have also seen some confusion surrounding these systems leading to some threads being closed and tagged with a "should come with a future variant." My hope is to sort out some of that confusion and maybe get the proper system modelled within DCS. System number 1: MW50. This is the same standard 50:50 mix of methanol and water that most late war German fighters see. I won't get further into detail as this method was tried, passed over and later gone back to due to a fuel shortage but was not the first pick for the 190 due to a small rise in cylinder head cracks. System number 2: C3 Injection. This method took extra fuel and injected it directly into the supercharger which was able to increase the ata to 1.58 in the low supercharger gear and 1.65 in the high gear at altitudes under 1000m (3281ft). This method was designed and used on variants used as fighter bombers such as the F8/G8. Thus this system may be a viable option for those aircraft when they are released but not for our current fighter variant. (Page 82 of the Haynes Focke-Wulf Fw190 1939 onwards (all marks) owner's workshop manual) System number 3: Erhöhte Notleistung. This method is by far the most relevant to the current model of Anton we have. During 1944 this method was developed and "controlled by inserting a pilot-operated stop cock in the pressure line of the boost regulator, with the effect of overriding the supercharger boost pressure regulator to allow a short-term boost of supercharger power." (Page 82 Haynes...) Now this system is further outlined in the Official FW190 A8 handbook linked below. Part 6 of the handbook outlines the C3 injection system and then talks about the Erhöhte Notleistung stating: "A newer method of increasing the emergency speed of the fighter has been to insert a pilot operated stop cock... When this system is incorporated supplementary fuel injection is no longer necessary and is, therefore, omitted." This clearly states they are two separate systems one being favored over the other. In Part 7 section C. this new "Emergency Power System" is outlined. "The increased power is gained by bleeding air from the supercharger pressure line (6,1), in which are located two nozzles connected in series. A flexible tube (6,2), through which a portion of the boost air can be drawn off off when the valve (6,3), is opened, is connected into the supercharger air line between the fuel mixture chamber and the boost pressure regulator. The two nozzles, the first of which has a smaller inside diameter, are so constructed that when the actuation valve (6,3) is opened, the air pressure within the boost pressure drops to a very low level; this causes the throttle valve to open wide, thereby increasing the maximum obtainable boost pressure, at 2700 RPM, from 1,42 ata, to 1,58 ata at the low supercharger setting, and to 1,65 ata at the high supercharger setting. The higher boost pressure results in in increased fuel consumption, due to the greater quantity of fuel injected into the cylinders." Now unlike the the C3 injection system this does not have an altitude restriction as it is not injecting fuel directly into the supercharger and enrichening the mixture without proper accounting for the fuel to air ratio. This system does have increased fuel consumption as the mixture is increased appropriately through injection into the cylinders to account for the increase in air consumption as well with the higher boost pressures. This system is simply overriding the boost pressure regulator and "tricking" the throttle valve to open to its fullest extent. ONE LAST TIME this is not a C3 injection system, it does not directly inject fuel into the supercharger, it does however manipulate boost pressures and "trick" the throttle into opening wider. (This is the figure from the Official A8 handbook note its lack of injection into the supercharger and the lack of fuel lines in general. It is only manipulating boost pressures.) Lastly it is noted in the Haynes publication on page 83 that "in early 1945 orders were given that limited time emergency power for fighter variants (A series) could be achieved by a simple manifold pressure boost to 1.8ata, giving the equivalent power boost to around 2,400ps." (2,367hp). I am not arguing for the inclusion of this as it doesn't make clear if this was a result of MW50 or the Erhöhte Notleistung system, it makes it sound like the Erhöhte Notleistung is the system used but I have no backing evidence and that seems to be unrealistic as I can find performance charts with 1.58ata and 1.65ata but not 1.8. Interesting to note though. Links: Official Focke Wulf 190 A8 handbook (english translation) http://lexpev.nl/downloads/fw190a8.pdf Unfortunately I am unable to find a PDF of the Haynes publication but here is a picture of the cover so you may find the proper book if you wish to purchase it like I did. (ISBN: 978 0 85733 789 4) This publication sites the original manual many times but keeps a ton of information all in one place Notes: I did go back through to try to eliminate repeating information. I apologize for the length but I wanted to draw the distinct difference between the systems as I have seen them be confused one for the other. The A8 is a true passion of mine and I only wish to see it modeled to its accurate capabilities and not continue to see it be put down as these systems are incorrectly assumed to be the same. If anyone has any questions or further information please ask I will be paying attention to this thread. Some have already pointed to this system but I have not seen anyone explain how the system works or what it is simply that it is. My hope is this clarifies the matter.

Is this still getting worked on? If not why? It'd be really nice to have (increased ATA), but more than that it'd be REALISTIC.