The Focke-Wulf Fw 190 Würger (English: Shrike) is a German single-seat, single-engine fighter aircraft designed by Kurt Tank in the late 1930s and widely used during World War II. Along with its well-known counterpart, the Messerschmitt Bf 109, the Fw 190 became the backbone of the Luftwaffe's Jagdwaffe (Fighter Force). The twin-row BMW 801 radial engine that powered most operational versions enabled the Fw 190 to lift larger loads than the Bf 109, allowing its use as a day fighter, fighter-bomber, ground-attack aircraft and, to a lesser degree, night fighter.
The Fw 190A started flying operationally over France in August 1941, and quickly proved superior in all but turn radius to the Royal Air Force's main front-line fighter, the Spitfire Mk. V, particularly at low and medium altitudes. The 190 maintained superiority over Allied fighters until the introduction of the improved Spitfire Mk. IX. In November/December 1942, the Fw 190 made its air combat debut on the Eastern Front, finding much success in fighter wings and specialised ground attack units called Schlachtgeschwader (Battle Wings or Strike Wings) from October 1943 onwards.
The Fw 190A series' performance decreased at high altitudes (usually 6,000 m (20,000 ft) and above), which reduced its effectiveness as a high-altitude interceptor. From the Fw 190's inception, there had been ongoing efforts to address this with a turbosupercharged BMW 801 in the B model, the much longer-nosed C model with efforts to also turbocharge its chosen Daimler-Benz DB 603 inverted V12 powerplant, and the similarly long-nosed D model with the Junkers Jumo 213. Problems with the turbocharger installations on the -B and -C subtypes meant only the D model entered service, in September 1944. While these "long nose" versions gave the Germans parity with Allied opponents, they arrived too late to affect the outcome of the war.
The Fw 190 was well-liked by its pilots. Some of the Luftwaffe's most successful fighter aces claimed many of their kills while flying it, including Otto Kittel, Walter Nowotny and Erich Rudorffer. The Fw 190 provided greater firepower than the Bf 109 and, at low to medium altitude, superior manoeuvrability, in the opinion of German pilots who flew both fighters. It was regarded as one of the best fighter planes of World War II.
✪ Focke-Wulf Fw 190 A-8 flying in Sweden! First high quality video footage.
Between 1934 and 1935 the German Ministry of Aviation (RLM) ran a contest to produce a modern fighter for the rearming Luftwaffe. Kurt Tank entered the parasol-winged Fw 159 into the contest, against the Arado Ar 80, Heinkel He 112 and Messerschmitt Bf 109. The Fw 159 was hopelessly outclassed, and was soon eliminated from the competition along with the Ar 80. The He 112 and Bf 109 were generally similar in design but the 109's lightweight construction gave it a performance edge the 112 was never able to match. On 12 March 1936 the 109 was declared the winner.
Even before the 109 had entered squadron service, in autumn 1937 the RLM sent out a new tender asking various designers for a new fighter to fight alongside the Bf 109, as Walter Günther had done with his firm's follow-on to the unsuccessful He 100 and He 112. Although the Bf 109 was an extremely competitive fighter, the Ministry was worried that future foreign designs might outclass it, and wanted to have new aircraft under development to meet these possible challenges. Kurt Tank responded with a number of designs, most based around a liquid-cooled inline engine.
However, it was not until a design was presented using the air-cooled, 14-cylinder BMW 139 radial engine that the Ministry of Aviation's interest was aroused. As this design used a radial engine, it would not compete with the inline-powered Bf 109 for engines, when there were already too few Daimler-Benz DB 601s to go around. This was not the case for competing designs like the Heinkel He 100 or twin-engined Focke-Wulf Fw 187, where production would compete with the 109 and Messerschmitt Bf 110 for engine supplies. After the war, Tank denied a rumour that he had to "fight a battle" with the Ministry to convince them of the radial engine's merits.
At the time, the use of radial engines in land-based fighters was relatively rare in Europe, as it was believed that their large frontal area would cause too much drag on something as small as a fighter. Tank was not convinced of this, having witnessed the successful use of radial engines by the U.S. Navy, and felt a properly streamlined installation would eliminate this problem.
The hottest points on any air-cooled engine are the cylinder heads, located around the circumference of a radial engine. In order to provide sufficient air to cool the engine, airflow had to be maximized at this outer edge. This was normally accomplished by leaving the majority of the front face of the engine open to the air, causing considerable drag. During the late 1920s, NACA led development of a dramatic improvement by placing an airfoil-shaped ring around the outside of the cylinder heads (the NACA cowling). The shaping accelerated the air as it entered the front of the cowl, increasing the total airflow, and allowing the opening in front of the engine to be made smaller.
Tank introduced a further refinement to this basic concept. He suggested placing most of the airflow components on the propeller, in the form of an oversized propeller spinner whose outside diameter was the same as the engine. The cowl around the engine proper was greatly simplified, essentially a basic cylinder. Air entered through a small hole at the centre of the spinner, and was directed through ductwork in the spinner so it was blowing rearward along the cylinder heads. To provide enough airflow, an internal cone was placed in the centre of the hole, over the propeller hub, which was intended to compress the airflow and allow a smaller opening to be used. In theory, the tight-fitting cowling also provided some thrust due to the compression and heating of air as it flowed through the cowling.
The Messerschmitt 109 [sic] and the British Spitfire, the two fastest fighters in world at the time we began work on the Fw 190, could both be summed up as a very large engine on the front of the smallest possible airframe; in each case armament had been added almost as an afterthought. These designs, both of which admittedly proved successful, could be likened to racehorses: given the right amount of pampering and easy course, they could outrun anything. But the moment the going became tough they were liable to falter. During World War I, I served in the cavalry and in the infantry. I had seen the harsh conditions under which military equipment had to work in wartime. I felt sure that a quite different breed of fighter would also have a place in any future conflict: one that could operate from ill-prepared front-line airfields; one that could be flown and maintained by men who had received only short training; and one that could absorb a reasonable amount of battle damage and still get back. This was the background thinking behind the Focke-Wulf 190; it was not to be a racehorse but a Dienstpferd, a cavalry horse.
In contrast to the complex, failure-prone fuselage mounted main gear legs of the earlier Fw 159, one of the main features of the Fw 190 was its wide-tracked, inwards-retracting landing gear. They were designed to withstand a sink rate of 4.5 meters per second (15 feet per second, 900 feet per minute), double the strength factor usually required. Hydraulic wheel brakes were used. The wide-track undercarriage produced better ground handling characteristics, and the Fw 190 suffered fewer ground accidents than the Bf 109. (The Bf 109's narrow-track, outwards-retracting landing gear hinged on its wing root structure to help lower weight, but this led to inherent weakness and many failures and ground loops.) The Fw 190's retractable tail gear used a cable, anchored to the "elbow" at the midpoint of the starboard maingear's transverse retraction arms, which ran aftwards within the fuselage to the vertical fin to operate the tailwheel retraction function. The tailwheel's retraction mechanical design possessed a set of pulleys to guide the aforementioned cable to the top of the tailwheel's oleo strut, pulling it upwards along a diagonal track within the fin, into the lower fuselage — this mechanism was accessible through prominently visible twin triangular-shaped hinged panels, one per side, in the fin's side sheetmetal covering. On some versions of the Fw 190 an extended tailwheel oleo strut could be fitted for larger-sized loads (such as bombs or even a torpedo) beneath the fuselage.
Most aircraft of the era used cables and pulleys to operate their controls. The cables tended to stretch, resulting in the sensations of "give" and "play" that made the controls less crisp and responsive, and required constant maintenance to correct. For the new design, the team replaced the cables with rigid pushrods and bearings to eliminate this problem.[N 2] Another innovation was making the controls as light as possible. The maximum resistance of the ailerons was limited to 3.5 kg (8 lb), as the average man's wrist could not exert a greater force. The empennage (tail assembly) featured relatively small and well-balanced horizontal and vertical surfaces.
The design team also attempted to minimize changes in the aircraft's trim at varying speeds, thus reducing the pilot's workload. They were so successful in this regard that they found in-flight-adjustable aileron and rudder trim tabs were not necessary. Small, fixed tabs were fitted to control surfaces and adjusted for proper balance during initial test flights. Only the elevator trim needed to be adjusted in flight (a feature common to all aircraft). This was accomplished by tilting the entire horizontal tailplane with an electric motor, with an angle of incidence ranging from −3° to +5°.
Another aspect of the new design was the extensive use of electrically powered equipment instead of the hydraulic systems used by most aircraft manufacturers of the time. On the first two prototypes, the main landing gear was hydraulic. Starting with the third prototype, the undercarriage was operated by push buttons controlling electric motors in the wings, and was kept in position by electric up and down-locks. The armament was also loaded and fired electrically. Tank believed that service use would prove that electrically powered systems were more reliable and more rugged than hydraulics, electric lines being much less prone to damage from enemy fire.
Like the Bf 109, the Fw 190 featured a fairly small wing planform with relatively high wing loading. This presents a trade-off in performance. An aircraft with a smaller wing suffers less drag under most flight conditions and therefore flies faster and may have better range. However, it also means the aircraft has a higher stalling speed making it less maneuverable, and also reduces performance in the thinner air at higher altitudes. The wings spanned 9.5 m (31 ft 2 in) and had an area of 15 m² (161 ft²). The wing was designed using the NACA 23015.3 airfoil at the root and the NACA 23009 airfoil at the tip.
Earlier aircraft designs generally featured canopies consisting of small plates of perspex (called Plexiglas in the United States) in a metal "greenouse" framework, with the top of the canopy even with the rear fuselage - this was true of the IJNAS Mitsubishi A6M Zero, whose otherwise "all-around view" canopy was still heavily framed. This design considerably limited visibility, especially to the rear. The introduction of vacuum forming led to the creation of the "bubble canopy" which was largely self-supporting, and could be mounted over the cockpit, offering greatly improved all-round visibility. Tank's design for the Fw 190 used a canopy with a frame that ran around the perimeter, with only a short, centerline seam along the top, running rearward from the radio antenna fitting where the three-panel windscreen and forward edge of the canopy met, just in front of the pilot.
The eventual choice of the BMW 801 14-cylinder radial over the more troublesome BMW 139 also brought with it a BMW-designed cowling "system" which integrated the radiator used to cool the motor oil. An annular, ring-shaped oil cooler core was built into the BMW-provided forward cowl, just behind the fan. The outer portion of the oil cooler's core was in contact with the main cowling's sheet metal. Comprising the BMW-designed forward cowl, in front of the oil cooler was a ring of metal with a C-shaped cross-section, with the outer lip lying just outside the rim of the cowl, and the inner side on the inside of the oil cooler core. Together, the metal ring and cowling formed an S-shaped duct with the oil cooler's core contained between them. Airflow past the gap between the cowl and outer lip of the metal ring produced a vacuum effect that pulled air from the front of the engine forward across the oil cooler core to provide cooling for the 801's motor oil. The rate of cooling airflow over the core could be controlled by moving the metal ring in order to open or close the gap. The reasons for this complex system were threefold. One was to reduce any extra aerodynamic drag of the oil radiator, in this case largely eliminating it by placing it within the same cowling as the engine. The second was to warm the air before it flowed to the radiator to aid warming the oil during starting. Finally, by placing the radiator behind the fan, cooling was provided even while the aircraft was parked. The disadvantage to this design was that the radiator was in an extremely vulnerable location, and the metal ring was increasingly armoured as the war progressed.
(civil registration D-OPZE), powered by a 1,550 PS (1,529 hp, 1,140 kW) BMW 139 14-cylinder two-row radial engine. D-OPZE first flew on 1 June 1939.
Designated with the Stammkennzeichen alphabetic ID code of FL+OZ (later RM+CB) the V2 first flew on 31 October 1939 and was equipped from the outset with the new spinner and cooling fan. It was armed with one Rheinmetall-Borsig 7.92 mm (.312 in) MG 17 machine gun and one 13 mm (.51 in) synchronized MG 131 machine gun in each wing root.
Fitted with the larger, more powerful 14-cylinder two-row BMW 801 radial engine. This engine introduced a pioneering example of an engine management system called the Kommandogerät (command-device) designed by BMW, who also designed the 801's forward cowling with its integral oil cooling system: the Kommandogerät functioned in effect as an electro-mechanical computer which set mixture, propeller pitch (for the constant-speed propeller), boost, and magneto timing.
(kleine Fläche — small surface) The smaller span initial variant re-designated after the longer span wing was fitted. The V5 first flew in the early spring of 1940. The weight increase with all of the modifications was substantial, about 635 kg (1,400 lb), leading to higher wing loading and a deterioration in handling. Plans were made to create a new wing with more area to address these issues.
(große Fläche — large surface) In August 1940 a collision with a ground vehicle damaged the V5 and it was sent back to the factory for major repairs. This was an opportune time to rebuild it with a new wing which was less tapered in plan than the original design, extending the leading and trailing edges outward to increase the area. The new wing had an area of 18.30 m² (197 ft²), and now spanned 10.506 m (34 ft 5 in). After conversion, the aircraft was called the V5g for große Fläche (large surface). Although it was 10 km/h (6 mph) slower than when fitted with the small wing, V5g was much more manoeuvrable and had a faster climb rate. This new wing platform was to be used for all major production versions of the Fw 190.
The pre-production Fw 190 A-0 series was ordered in November 1940, a total of 28 being completed. Because they were built before the new wing design was fully tested and approved, the first nine A-0s retained the original small wings. All were armed with six 7.92 mm (.312 in) MG 17 machine guns — four synchronised weapons, two in the forward fuselage and one in each wing root, supplemented by a free-firing MG 17 in each wing, outboard of the propeller disc.
Fw 190 A-0s or A-1s of an unknown unit in France.
The Fw 190 A-1 was in production from June 1941. It was powered by the BMW 801 C-1 engine, rated at 1,560 PS (1,539 hp, 1,147 kW) for take-off. Armament included two fuselage-mounted 7.92 mm (.312 in) MG 17s and two wing root-mounted 7.92 mm (.312 in) MG 17s (with all four MG 17s synchronized to fire through the propeller arc) and two outboard wing-mounted 20 mm MG FF/Ms.
The introduction of the BMW 801 C-2 resulted in the Fw 190 A-2 model, first introduced in October 1941. The A-2 wing weaponry was updated, with the two wing root-mounted 7.92 mm (.312 in) MG 17s being replaced by 20 mm MG 151/20E cannon.
Fw 190A-3 of JG 1 in the Netherlands, summer 1942.
The Fw 190 A-3 was equipped with the BMW 801 D-2 engine, which increased power to 1,700 PS (1,677 hp, 1,250 kW) at takeoff. The A-3 retained the same weaponry as the A-2.
Fw 190 A-3/Umrüst-Bausatz 1 (/U1) — (W.Nr 130 270) was the first 190 to have the engine mount extended by 15 cm (6 in), which would be standardized on the later production A-5 model.
Fw 190 A-3/U2 — The A-3/U2 (W.Nr 130386) had RZ 65 73 mm (2.87 in) rocket launcher racks under the wings with three rockets per wing. There were also a small number of U7 aircraft tested as high-altitude fighters armed with only two 20 mm MG 151 cannon, but with reduced overall weight.
Fw 190 A-3/U3 — The A-3/U3 was the first of the Jabo (Jagdbomber), using an ETC-501 centre-line bomb rack able to carry up to 500 kg (1,100 lb) of bombs or, with horizontal stabilising bars, one 300 L (80 US gal) standard Luftwaffe drop tank. The U3 retained the fuselage-mounted 7.92 mm (.312 in) MG 17s and the wing-mounted 20 mm MG 151 cannon, with the outer MG FF being removed.
Fw 190 A-3/U4 — The A-3/U4 was a reconnaissance version with two RB 12.5 cameras in the rear fuselage and a EK 16 gun camera or a Robot II miniature camera in the leading edge of the port wing root. Armament was similar to the U3, however, and the ETC 501 was usually fitted with the standardized Luftwaffe 300 litre-capacity (80 US gal) drop tank.
(a=ausländisch — foreign) In autumn 1942, 72 new aircraft were delivered to Turkey in an effort to keep that country friendly to the Axis powers. These were designated Fw 190 A-3a, designation for export models and delivered between October 1942 and March 1943.
Introduced in July 1942, the A-4 was equipped with the same engine and basic armament as the A-3.
Fw 190 A-4/Rüstsatz 6 (/R6) — Some A-4s were fitted with a pair of under-wing Werfer-Granate 21 (BR 21) rocket mortars, and were designated Fw 190 A-4/R6.
Fw 190 A-4/U1 — The A-4/U1 was outfitted with an ETC 501 rack under the fuselage. All armament except the MG 151 cannon was removed.
Fw 190 A-4/U3 — The A-4/U3 was very similar to the U1, and later served as the prototype for the Fw 190 F-1 assault fighter.
Fw 190 A-4/U4 — The A-4/U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and an EK 16 or Robot II gun camera. The U4 was equipped with fuselage-mounted 7.92 mm (.312 in) MG 17s and 20 mm MG 151 cannon.
Fw 190 A-4/U7 — The A-4/U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Adolf Galland flew a U7 in the spring of 1943.
Fw 190 A-4/U8 — The A-4/U8 was the Jabo-Rei (Jagdbomber Reichweite, long-range fighter-bomber), adding twin standard Luftwaffe 300 L (80 US gal) drop tanks, one under each wing, on VTr-Ju 87 racks with duralumin fairings produced by Weserflug, and a centreline bomb rack. The outer wing-mounted 20 mm MG FF/M cannon and the cowling-mounted 7.92 mm (.312 in) MG 17 were removed to save weight. The A-4/U8 was the precursor of the Fw 190 G-1.
Fw 190 A-4/R1 — The A-4/R1, was fitted with a FuG 16ZY radio set with a Morane "whip" aerial fitted under the port wing. These aircraft, called Leitjäger or Fighter Formation Leaders, could be tracked and directed from the ground via special R/T equipment called Y-Verfahren. More frequent use of this equipment was made from the A-5 onwards.
The A-5 was developed after it was determined that the Fw 190 could easily carry more ordnance. The D-2 engine was moved forward another 15 cm (6 in) as had been tried out earlier on the service test A-3/U1 aircraft, moving the centre of gravity forward to allow more weight to be carried aft.
Fw 190 A-5/U2 — The A-5/U2 was designed as a night Jabo-Rei and featured anti-reflective fittings and exhaust flame dampers. A centre-line ETC 501 rack typically held a 250 kg (550 lb) bomb, and wing-mounted racks mounted 300 L drop tanks. A EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two 20 mm MG 151 cannon.
Fw 190 A-5/U3 — The A-5/U3 was a Jabo fighter fitted with ETC 501s for drop tanks and bombs; it too featured only two MG 151s for armament.
Fw 190 A-5/U4 — The A-5/U4 was a "recon" fighter with two RB 12.5 cameras and all armament of the basic A-5 with the exception of the MG FF cannon.
Fw 190 A-5/U8 — The A-5/U8 was another Jabo-Rei outfitted with SC-250 centreline-mounted bombs, under-wing 300-litre drop tanks and only two MG 151s; it later became the Fw 190 G-2.
Fw 190 A-5/U9 — Test installation of the A-7 modifications.
Fw 190 A-5/U12 — A special U12 was created for bomber attack, outfitted with the standard 7.92 mm (.312 in) MG 17 and 20 mm MG 151 but replacing the outer wing 20 mm MG-FF cannon with two underwing gun pods containing two 20 mm MG 151/20 each, for a total of two machine guns and six cannon.
Fw 190 A-5/R11 — The A-5/R11 was a night fighter conversion fitted with FuG 217 Neptun (Neptune) radar equipment with arrays of three dipole antenna elements vertically mounted fore and aft of the cockpit and above and below the wings. Flame-dampening boxes were fitted over the exhaust exits. 1,752 A-5s were built from November 1942 to June 1943.
The A-6 was developed to address shortcomings found in previous "A" models when attacking U.S. heavy bombers. A structurally redesigned and lighter wing was introduced and the normal armament was increased to two MG 17 fuselage machine guns and four 20 mm MG 151/20E wing root and outer wing cannon with larger ammunition boxes.
The A-7 entered production in November 1943, equipped with the BMW 801 D-2 engine, again producing 1,700 PS (1,677 hp, 1,250 kW) and two fuselage-mounted 13 mm (.51 in) MG 131s, replacing the MG 17s.
An Fw 190 A-8/R2 in American hands. "White 11" of 5./JG 4 was captured during Operation Bodenplatte after its engine had been damaged by American light flak.
The A-8 entered production in February 1944, powered either by the standard BMW 801 D-2 or the 801Q (also known as 801TU). The 801Q/TU, with the "T" signifying a Triebwerksanlage unitized powerplant installation, was a standard 801D with improved, thicker armour on the BMW-designed front annular cowling, which still incorporated the BMW-designed oil cooler, upgraded from 6 mm (.24 in) on earlier models to 10 mm (.39 in). Changes introduced in the Fw 190 A-8 also included the C3-injection Erhöhte Notleistung emergency boost system to the fighter variant of the Fw 190 A (a similar system with less power had been fitted to some earlier Jabo variants of the 190 A), raising power to 1,980 PS (1,953 hp, 1,456 kW) for a short time.
Fw 190A-8 with the under-wing WGr 21 rocket-propelled mortar. The weapon was developed from the 21 cm Nebelwerfer 42 infantry weapon.
Fw 190 A-8/R2 — The A-8/R2 replaced the outer wing 20 mm cannon with a 30 mm (1.18 in) MK 108 cannon.
Fw 190 A-8/R4 — The A-8/R4 featured GM1 nitrous boost to the standard BMW 801 D/Q engine. GM1 (nitrous oxide) injection increased power for short amounts of time, up to 10 minutes at a time. A 20 minute supply was usually carried.
Fw 190 A-8/R8 — The A-8/R8 was similar to the A-8/R2, but fitted with heavy armour including 30 mm (1.18 in) canopy and windscreen armour and 5 mm (.2 in) cockpit armour.
First built in September 1944, the Fw 190 A-9 was fitted with the new BMW 801S rated at 2,000 PS (1,973 hp, 1,471 kW); the more powerful 2,400 PS (2,367 hp, 1,765 kW) 801F-1 was still under development, and not yet available.
Late in the war, the A-10 was fitted with larger wings for better maneuverability at higher altitudes, which could have allowed additional 30 mm (1.18 in) calibre, long-barreled MK 103 cannon to be fitted.
The Fw 190C V18 prototype, with large ventral "pouch" fairing for the turbocharger installation and broader-chord vertical fin/rudder.
(an A-0) would be outfitted with many of the elements which eventually led to the B series.
This aircraft was similar to the B-0, but had slightly different armament. In its initial layout, the B-1 was to be fitted with four 7.92 mm (.312 in) MG 17s and two 20 mm MG-FFs. One was fitted with two MG 17s, two 20 mm MG 151s and two 20 mm MG-FFs. After the completion of W.Nr. 811, no further Fw 190 B models were ordered.
An early production Fw 190 D-9 at the Cottbus plant. Note the early canopy and redesigned, simplified centreline rack carrying a 300 L drop tank.
With a turbocharged Daimler-Benz DB 603, the tail of the aircraft had to be lengthened in order to maintain the desired centre of gravity. Four additional prototypes based on the V18/U1 followed: V29, V30, V32 and V33.
The Fw 190 D (nicknamed Dora; or Long-Nose Dora ("Langnasen-Dora") was intended as the high-altitude performance version of the A-series.
The first D-0 prototype was completed in October 1942 with a supercharged Junkers Jumo 213 including a pressurized cockpit and other features making them more suitable for high-altitude work.
This captured Fw 190 D-9 appears to be a late production aircraft built by Fieseler at Kassel. It has a late style canopy; the horizontal black stripe with white outline shows that this was a II. Gruppe aircraft.
The D-9 series was rarely used against heavy-bomber raids, as the circumstances of the war in late 1944 meant that fighter-versus-fighter combat and ground attack missions took priority. This model was the basis for the follow-on Focke-Wulf Ta 152 aircraft.
Fitted with the up-rated Jumo 213F series engine similar to the Jumo 213E used in the Ta-152 H series but minus the intercooler. Two 30 mm (1.18 in) MK 108 cannons were installed in the outer wings to complement the 20 mm MG 151s in the inboard positions.
Similar to the D-11, but featured the 30 mm (1.18 in) MK 108 cannon in a Motorkanone installation firing through the propeller hub.
The D-13 would be fitted with a 20 mm MG 151/20 motor cannon.
The Fw 190F configuration was originally tested in a Fw 190 A-0/U4, starting in May 1942, fitted with centre-line and wing-mounted bomb racks.
Developed under the designation Fw 190 A-5/U17, which was outfitted with a centreline mounted ETC 501 bomb rack. The Fw 190 F-3/R1 it had two additional ETC 50 bomb racks under each wing. The F-3 could carry a 66-Imp gal (300 liter) drop tank. A total of 432 Fw 190 F-3s were built.
Based on the A-8 Fighter, having a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. Armament of the Fw 190 F-8 was two 20 mm MG 151/20 cannon in the wing roots and two 13 mm (.51 in) MG 131 machine guns above the engine. It was outfited with an ETC 501 Bomb rack as centerline mount and four ETC 50 bomb racks as underwing mounts.
Fw 190 F-8/U1 — long range JaBo, fitted with underwing V.Mtt-Schloß shackles to hold two of the Luftwaffe's standardized 300 L (80 US gal) drop tanks. ETC 503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC 250 bomb under each wing and one SC 250 bomb on the centreline.
Fw 190 F-8/U2 — prototype torpedo bomber, fitted with an ETC 503 bomb rack under each wing and a centre-line mounted ETC 504. The U2 was also equipped with the TSA 2 A weapons sighting system that improved the U2's ability to attack seaborne targets with a 700 kg (1,500 lb) BT 700.
Fw 190 F-8/U4 — created as a night bomber, was equipped with flame dampers on the exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12 automatic pilot, and the TSA 2 A sighting system. The U4 was fitted with only two MG 151/20 cannon as fixed armament.
Fw 190 F-8/R3 — project with two underwing mounted 30mm MK 103 cannon.
Fw 190 G-1 showing the ETC 250 bomb rack, carrying a 250 kg (550 lb) bomb, and the underwing 300 litre drop tanks on VTr-Ju 87 mounts.
The Fw 190 G was built as a long-range attack aircraft (Jagdbomber mit vergrösserter Reichweite — abbreviated JaBo Rei). Following the success of the Fw 190 F as a Schlachtflugzeug (close support, or "strike aircraft"), both the Luftwaffe and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. Approximately 1,300 Fw 190 Gs of all variants were new built.
The G-1 was renamed from A-4/U8 JaBo Rei's. Initial testing found that if all but two wing root mounted 20 mm MG 151 cannons (with reduced ammunition load) were removed, the Fw 190 G-1 (as it was now called) could carry a 250 kg (550 lb) or 500 kg (1,100 lb) bomb on the centreline and up to a 250 kg (550 lb) bomb under each wing.
The G-2 was renamed from Fw 190 A-5/U8 aircraft, similar to the G-1; the underwing drop tank racks were replaced with the much simpler V.Mtt-Schloß fittings, to allow for a number of underwing configurations.
Fw 190 G-3/R1 — The G-3/R1 replaced the V.Fw. Trg racks with a pair of Waffen-Behälter WB 151/20 conformal cannon pods; each mounting a pair of Mauser MG 151/20 autocannon, giving the G-3/R1 - with its existing pair of wing-root mounted, synchronized MG 151/20 autocannon, a total of six such ordnance pieces.
Fw 190 G-3/R5 — The G-3/R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added.
The G-8 was based on the Fw 190 A-8, using the same "bubble" canopy as the F-8 and fitted with underwing ETC 503 racks that could carry either bombs or drop tanks.
Fw 190 G-8/R4 — The G-8/R4 kit was a planned refit for the GM 1 engine boost system, but never made it into production.
Fw 190 G-8/R5 — The G-8/R5 kit replaced the ETC 503 racks with two ETC 50 or 71 racks.
Fw 190 S-5 side view, showing the rear cockpit and extended canopy structure.
Several old Fw 190 A-5s were converted by replacing the MW 50 tank with a second cockpit. The canopy was modified, replaced with a new three-section unit that opened to the side. The rear portion of the fuselage was closed off with sheet metal.
A similar conversion to the A-5/U1.
A-8/U1 trainers re-designated. An estimated 58 Fw 190 S-5 and S-8 models were converted or built.
Side view of S-8 Wk Nr 584219, "Black 38".
The Fw 190 participated on every major combat front where the Luftwaffe operated after 1941, and did so with success in a variety of roles.
A 0.40 km² (100 acre) Focke-Wulf plant east of Marienburg was bombed by the Eighth Air Force on 9 October 1944. In addition, one of the most important sub-contractors for the radial-engined Fw 190s was AGO Flugzeugwerke, which from 1941 through to the end of the war produced enough Fw 190s to earn it major attention from the USAAF, with the AGO plant in Oschersleben being attacked at least five times during the war from 1943 onwards.
Some 28 original Fw 190s are in museums or in the hands of private collectors around the world.
In 1997 a German company, Flug Werk GmbH, began manufacturing new Fw 190 models as reproductions. By 2012 almost 20 had been produced, most flyable, a few as static display models, with airworthy examples usually powered by Chinese-manufactured Shvetsov ASh-82 twin-row, 14-cylinder radial powerplants, which have a displacement of 41.2 litres, close to the BMW 801's 41.8 litres, with the same engine cylinder arrangement and number of cylinders.
The Flying Heritage & Combat Armor Museum's airworthy Fw 190A-5, WkNr. 151 227, on indoor display between flights.
The nearly intact wreck of an Fw 190 A-5/U3 (Werknummer 151 227) that had crashed in a marsh in a forest near Saint Petersburg, Russia in 1943 was located in 1989. After restoration in the US, the Fw 190 flew again (with the original BMW 801 powerplant) on 1 December 2010. Following the successful test flight, the aircraft was then trucked up to the Flying Heritage & Combat Armor Museum, where it was reassembled in April 2011 and returned to airworthy condition.
At least five surviving Fw 190A radial-engined aircraft are known to have been assigned to the Luftwaffe's JG 5 wing in Herdla, Norway. More German fighter aircraft on display in museums in the 21st century have originated from this unit than from any other Axis Powers' military aviation unit of World War II.
The Turkish Air Force retired all of its Fw 190A-3 fleet at the end of 1947 mostly because of lack of spare parts. It is rumored that American-Turkish bilateral agreements required retiring and scrapping of all German origin aircraft although this requirement did not exist for any other country. According to Hürriyet Daily News all of retired Fw 190s were saved from scrapping by wrapping them with protective cloths and burying them in the soil near the Aviation Supply and Maintenance Center at Kayseri city. Several attempts are supposed to have been made to find and move these aircraft to museums, none of them have been successful, which indicates the story is probably a hoax.
A captured Focke Wulf Fw 190A-3 at the Royal Aircraft Establishment.
French Air Force — The French Air Force ordered 64 aircraft post-war from the SNCAC aircraft company. The Fw 190 A-5/A-6 model that was chosen carried the designation NC 900. The aircraft were used operationally for a short period and withdrawn due to problems with the BMW 801 engine.
Royal Hungarian Air Force received a total of 72 Fw 190F-8s starting in November 1944. They were operated by the 102. vadászbombázó század, later 102. csatarepülő osztály (102nd Fighter-Bomber Squadron, later Wing) engaging in close-support missions on the Eastern Front in 1944–45.
Japanese Army Air Force received one Fw 190A-5 for evaluation purposes.
Spanish Air Force — The Spanish Air Force operated Fw 190A-2,3,4 among Fw 190 A-8 and Gs with volunteers of Escuadrilla Azul (15ª Spanische Staffel, JG 51 "Mölders" VIII. Fliegerkorps, belonged in LuftFlotte 4) on the Eastern Front (from Orel during September 1942 to Bobruisk, during July 1943) and Defense of the Reich over Germany.
Royal Romanian Air Force — Following the 23 August 1944 coup by King Michael, which resulted in Romania leaving the Axis powers, Romania captured 22 Luftwaffe Fw 190 As and Fs. They were not used operationally. Nine serviceable Fw 190s were later confiscated by the Soviet Union.
Turkish Air Force — Not entirely unlike Finland's Ilmavoimat air arm of the World War II years, the Turkish Air Force was the only air force, apart from the Finns, who operated both Allied and Axis aircraft throughout World War II. Beginning in mid-1942, received 72 examples of the Fw 190 A-3a (export model of A-3, a stood for ausländisch—foreign) from Germany to modernize their air force. These aircraft were basically Fw 190 A-3s, with BMW 801 D-2 engines and FuG VIIa radios and an armament fit of four MG 17s, with the option of installing two MG-FF/M cannon in the outer wing positions. The export order was completed between October 1942 and March 1943. The Fw 190 remained in service until the end of 1947 after that all of them had to be retired because of lack of spare parts.
Royal Air Force — No. 1426 (Enemy Aircraft) Flight RAF evaluated at least one captured FW 190A-4.
United States Army Air Forces and United States Navy – A small number of captured Fw 190As fell into American hands in Europe and North Africa, with one captured A-5 model, WkNr. 150 051, being flown for a time at the Patuxent Naval Air Test Center by the U.S. Navy during the war years.
SFR Yugoslav Air Force — Postwar, one aircraft.
An Fw 190 A-8 (W-Nr:733682) at the Imperial War Museum showing faired-over gun ports and a belly-mounted ETC-501 bomb rack. This Fw 190 was used as the upper component for a Mistel flying bomb.
4 × 20 mm MG 151/20 E cannon with 250 rpg, synchronized in the wing roots and 140 rpg free-firing outboard in mid-wing mounts.
A side view of the NMUSAF's D-9. One can easily distinguish the D-9 model from earlier variants by the extended nose and tail sections, in addition to the exhaust manifolds located near the base of the engine cowling.
^ This A-3 was landed by mistake by Oblt Armin Faber at RAF Pembrey on 23 June 1942, becoming the first Fw 190 to be captured and tested by the RAF.
^ Pushrods had been used for the ailerons and elevator surfaces of the all-metal German Junkers D.I low-winged monoplane fighter which flew near the end of World War I.
^ Ramsey 1990, p. 147.
^ Angelucci, Enzo (1988). Combat aircraft of World War II. p. 50. ISBN 0-517-64179-8.
^ Andrews and Morgan 1987, p. 225.
^ Delve 2007, p. 80.
^ Shacklady 2005, p. 25.
^ a b Smith and Creek 2014, pp. 33–34.
^ a b Green and Swanborough 2001, p. 13.
^ Hansen, James. "Engineering Science and the Development of the NACA Low-Drag Engine Cowling", Chapter 1. Archived 2004-10-31 at the Wayback Machine The NACA and NASA Collier Trophy, NASA, 1998.
^ Price 2000, p. 6.
^ Price 2009, p. 1.
^ a b Caygill 2002, p. 6.
^ Sengfelder, Günther (1993). German Aircraft Landing Gear. Atglen, PA USA: Schiffer Publishing. pp. 99, 102. ISBN 0-88740-470-7. On all versions of the Fw 190A a wire cable was attached to the middle trunnion of the right [main landing gear] strut, this leading to the tailwheel. When the main landing gear was retracted this cable raised the air/oil tailwheel leg.
^ a b Spenser 1987, p. 12.
^ Price 2009, pp. 3–4.
^ Stephenson, Robert and E. Brown Ryle III. "Fw 190 Undercarriage." Archived 2008-02-27 at the Wayback Machine HyperScale—An Online Magazine for Aircraft and Armour Modellers, 2003. Retrieved: 14 February 2008.
^ Lednicer, David. The Incomplete Guide to Airfoil Usage. Archived 2011-07-19 at the Wayback Machine Urbana, Illinois: UIUC Applied Aerodynamics Group, 2010. Retrieved: 18 May 2011.
^ a b Sheffield, F. C. (August 13, 1942). "The B.M.W. 801A, Details of Germany's Latest Twin Row Radial Power Plant — "Low-drag Cowling" & "Oil Coolers"". flightglobal.com. flightglobal.com. Archived from the original on April 26, 2014. Retrieved April 25, 2014.
^ Shacklady 2005, p. 30.
^ a b c Page 2002, p. 579.
^ Spenser 1987, p. 56.
^ a b Smith and Kay 1972, p. 175.
^ Page 2002, p. 581.
^ a b Page 2002, p. 583.
^ Page 2002, pp. 582–583.
^ Page 2002, pp. 583–584.
^ a b c d e Page 2002, p. 284.
^ Janowicz 2001, pp. 34–38.
^ Janowicz 2001, pp. 40–41.
^ Janowicz 2001, pp. 41–43.
^ Page 2002, p. 593.
^ Janowicz 2001, pp. 43–45.
^ Joineau and Breffort 2007, p. 25.
^ Janowicz 2001, pp. 66–67.
^ Arthy, Andrew. "Fw 190 W.Nr. list." Archived 2008-07-05 at the Wayback Machine hobbyvista.com, 24 December 2010. Retrieved: 23 August 2010.
^ "Focke-Wulf Fw 190D." Archived 2009-01-06 at the Wayback Machine csd.uwo.ca. Retrieved: 23 August 2010.
^ a b Rodeike 1998, p. 381.
^ Caldwell 1998, p. 421.
^ Forsyth 1996, pp. 200, 204–205.
^ a b Mondey 2006, p. 72.
^ "Royal Museum of the Armed Forces in Brussels, Belgium - photo of surviving German WB 151/20 conformal gunpod". landmarkscout.com. Archived from the original on 22 August 2017. Retrieved 26 April 2018.
^ Janowicz 2001, pp. 55–56.
^ Gurney 1962, p. 219.
^ "Die FW 190 aus dem Flugwerk" in German). Archived 2016-04-02 at the Wayback Machine flugwerk.de. Retrieved: 9 September 2012.
^ Matt. "A Real Focke-Wulf Fw 190 is In the Air!" Archived 2016-12-01 at Wikiwix Airpigz.com (blog), 13 January 2011. Retrieved: 31 October 2012.
^ Cohen, Aubrey. "Restored German WWII fighter set to fly Saturday." Archived 2012-11-27 at Wikiwix Hearst Seattle Media, LLC, 16 March 2011. Retrieved: 25 November 2012.
^ Cohen, Aubrey. "Unique WWII German fighter reassembled in Everett." Archived 2012-10-31 at Wikiwix seattlepi.com, 21 April 2011. Retrieved: 31 October 2012.
^ "Over 50 missing warplanes found buried in central Turkey: Report". Hürriyet Daily News. Archived from the original on 26 April 2018. Retrieved 26 April 2018.
^ Bonhardt et al. 1992, p. 358.
^ Caygill 2002, p. 34.
^ Dénes 1999, p. 45.
^ Axworthy 1995, p. 279.
^ Dénes 1999, p. 29.
^ Axworthy 1995, p. 320.
Andrews, C.F. and E.B. Morgan. Supermarine Aircraft since 1914. London: Putnam, Second Edition, 1987. ISBN 0-85177-800-3.
Axworthy, Mark, CornelScafeș and Cristian Crăciunoiu.Third Axis. Fourth Ally. Romanian Armed Forces in the European War, 1941–1945. London: Arms and Armour, 1995. ISBN 1-85409-267-7.
Bernád, Dénes. Rumanian Air Force: The Prime Decade, 1938–1947. Carrollton, Texas: Squadron/Signal Publications Inc, 1999. ISBN 0-89747-402-3.
Bonhardt, Attila, Sárhidai Gyula and László Winkler. A Magyar Királyi Honvédség Fegyverzete. (The Royal Hungarian Army Weapons in Hungarian). Kecskemét, Hungary: Zrínyi Kiadó, 1992. ISBN 963-327-182-7.
A Butcher Bird's Tale: the Story of the Focke Wulf 190 (DVD). Retrieved: 3 April 2008.
Caldwell, Donald L. JG 26: Top Guns of the Luftwaffe. New York: Ivy Books, 1991. ISBN 0-8041-1050-6.
Caldwell, Donald L. The JG26 War Diary, Vol. 2: 1943–1945. London: Grub Street Publishing, 1998. ISBN 1-898697-86-8.
Caldwell, Donald L.; Muller, Richard R. (2007). The Luftwaffe over Germany: Defense of the Reich. London, UK: Greenhill Books. ISBN 978-1-85367-712-0.
Crandall, Jerry. Yellow 10: The Story of the Ultra-rare Fw 190 D-13. Hamilton, Montana: Eagle Edition Ltd., 2000. ISBN 0-9660706-3-1.
Delve, Ken. The Story of the Spitfire: An Operational and Combat History. London: Greenhill books, 2007. ISBN 978-1-85367-725-0.
Focke-Wulf Flugzeugbau GmbH. Fw 190 D-9 Flugzeug-Handbuch: Teil 8A Schußwaffenlage. Rechlin, Germany: Erprobungsstelle der Luftwaffe Rechlin, November 1944.
Focke-Wulf Flugzeugbau GmbH. Fw 190 D-9 Flugzeug-Handbuch: Teil 8C Sonderwaffenlage. Berlin: Der Chef der Technischen Luftrüstung, January 1945.
Forsyth, Robert. JV 44 The Galland Circus. Burgess Hill, Sussex, UK: Classic Publications, 1996. ISBN 0-9526867-0-8.
Griehl, Manfred. Focke-Wulf Fw 190 Varianten: Flugzeug Profile 45. Stengelheim, Germany: UNITEC Medienvertrieb E.K., 2008. OCLC 230135362, ASIN B006VFEHPC.
Green, William and Gordon Swanborough. The Focke-Wulf 190: Fw 190. Newton Abbot, UK: David & Charles, 1976. ISBN 0-7153-7084-7.
Gurney, Gene (Major, USAF). The War in the Air: A Pictorial History of World War II Air Forces in Combat. New York: Bonanza Books, 1962.
Jackiewicz, Jacek and Robert Bock. Captured Butcherbirds, Vol. 1. Warsaw, Poland: Ajaks, 2009. ISBN 978-83-924914-2-2.
Janowicz, Krzysztof (with Neil Page). Focke-Wulf Fw 190, Vols 1 & II. London: Kagero Publications, 2001. ISBN 83-89088-11-8.
Jessen, Morten. Focke-Wulf 190: The Birth of the Butcher Bird 1939–1943. London: Greenhill Books, 1998. ISBN 1-85367-328-5.
Joineau, Andre and Dominique Breffort. P-51 Mustang: From 1943 to 1945. Paris: Histoire & Collections, 2007. ISBN 2-913903-81-9.
Kosin, Ruediger. The German Fighter Since 1915– translation of Die Entwicklung der deutschen Jagdflugzeuge. London: Putnam, 1988. ISBN 0-85177-822-4.
Lorant, Jean-Yves and Richard Goyat. JG 300 (two volumes translated by Neil Page). Hamilton, Montana: Eagle Editions, 2006, Vol. 1: ISBN 0-9761034-0-0, Vol. 2: ISBN 0-9761034-2-7.
Manrho, John and Ron Putz. Bodenplatte: The Luftwaffe's Last Hope: The Attack on Allied Airfields, New Year's Day 1945. Ottringham, UK: Hikoki Publications, 2004. ISBN 1-902109-40-6.
Nowarra, Heinz J. The Focke-Wulf Fw 190 Fighters, Bombers, Ground Attack Aircraft. West Chester, Pennsylvania: Schiffer Publications, 1991. ISBN 0-88740-354-9.
Page, Neil. "Focke Wulf 190: Part One-the Fw 190A-series fighter variants." Scale Aircraft Modelling, Vol. 24, No. 9, November 2002.
Page, Neil. "The Sturmgruppen—Bomber Destroyers 1944." Scale Aircraft Modelling, March 2001.
Price, Alfred. Focke Wulf Fw 190 in Combat. London: Sutton Publishing, 2000. ISBN 0-7509-2548-5.
Ramsay, Winston G., ed. The Blitz Then and Now: Volume 3, May 1941 – May 1945. London: Battle of Britain Prints International Ltd, 1990. ISBN 0-900913-58-4.
Rodeike, Peter. Jagdflugzeug 190. Eutin, Germany: Struve-Druck, 1998. ISBN 3-923457-44-8.
Ryle, E. Brown and Malcolm Laing. Walk Around Number 22: Focke-Wulf Fw 190A/F. Carrollton, Texas: Squadron/Signal Publications, 1997. ISBN 0-89747-374-4.
Shacklady, Edward. Butcher Bird: Focke-Wulf Fw 190. Bristol, UK: Cerberus Publishing Ltd., 2005. ISBN 1-84145-103-7.
Spencer, Jay P. Focke-Wulf Fw 190: Workhorse of the Luftwaffe. Washington, D.C.: Smithsonian, 1989. ISBN 0-87474-885-2.
Spick, Mike. Allied Fighter Aces of World War II. London: Greenhill Books. 1997. ISBN 1-85367-282-3.
Thompson, J. Steve with Peter C Smith. Air Combat Manoeuvres. Hersham, Surrey, UK: Ian Allan Publishing, 2008. ISBN 978-1-903223-98-7.
Wagner, Ray and Heinz Nowarra. German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945. New York: Doubleday, 1971.
Weal, John. Focke-Wulf Fw 190 Aces of the Western Front. Oxford, UK: Osprey, 1996. ISBN 1-85532-595-0.
Winchester, Jim. "Focke-Wulf Fw 190." Aircraft of World War II. London: Grange Books, 2004. ISBN 1-84013-639-1.


St Ives Brewery is teaming up with Little Gem Catering, of Hayle, for a two-night dining event centred around beef.
Hops & Heffers is billed as a barbecue beef feast and will be staged at the Brewhouse Cafe, next to Trenwith car park, on Friday and Saturday, June 23 and 24.
Little Gem's head chef, Ryan Venning, formerly in charge of the Porthminster Beach Cafe kitchen, is creating a menu based around Devon Ruby Red beef, from nearby Trenowin Farm.
Dishes will include shaved fillet as a starter, smoked sticky brisket and hanger steak with bone marrow butter as mains, with sides such as braised ox cheek and horseradish 'slaw'.
Even the dessert is barbecued, with Durban-style pineapple on a stick.


The seven provinces which remained under ISIS (Islamic State of Iraq and Syria), went through the most destruction. Besides infrastructure, both residential and commercial buildings were damaged while millions of people fled the regions. The reconstruction activities have already started in the affected areas since the defeat of terror-monger organisation.
In February 2018, a three-day international conference for the reconstruction of Iraq was held in Kuwait. Several countries pledged to provide financial support to Iraq. France committed $1.1 billion assistance while the EU pledged $450 million. So far, out of $88 billion required for the rebuilding of the country, Iraq managed to raise $30 billion at the start of 2019.
Thousands of reconstruction projects are yet to be started in the country. 34% of the total funding required in the reconstruction of Iraq is already managed. However, Iraq can collect billions of dollars for reconstruction, but lacking a proper transparent spending system. The country is now making efforts to develop a special department for this purpose. Once established, the new department will be the authorised body to spend reconstruction funds in better and effective ways.
Iraq is dominated by EAF furnaces as well as a raft of IF furnaces. Its total crude steel production capacity is around 2 million tonnes. Iraq is trying to increase its steel production to satisfy its domestic demand. Currently, a few scrap-based steel producers and rolling mills are operating in Iraq.
State Company for Iron and Stel (SCIS) has remained closed since 2003 due to its outdated equipment and damages to the plant during the war. The rehabilitation plan for the company is underway with an investment of $220 million. In the first stage, the plant will be able to produce 0.5 million tonnes of long steel products. The plant is expected to start operating at the end of 2019.
Al Anmaa Co is an EAF-based steel producer with billet production capacity of 435k and 300k of rebar.
Erbil Steel has an annual capacity of around 200k tonnes of rebar.
FF Steel is operating a rebar plant at Erbil in Kurdistan with an annual production capacity of 535k tonnes.
IPBD runs a scrap based mini rebar mill in Iraq with an annual capacity of 100k tonnes.
Mass Iraq for Iron and Steel Industry Co with an annual capacity of 1.25 million tonnes of steel consist of billets, sections and rebar. It also plans to build a pellet plant for using extracted iron ore from Sanandaj and Saqqez mountains in Iranian Kurdistan.
Iraq steel demand to grow substantially as the reconstruction process has started picking up. The multi-billion dollars of construction projects would generate millions of tonnes of steel demand in the market. We estimate that residential construction will account for around 20% of the required $88 billion rebuilding expenditure.
Commodity Inside assesses that the total Iraqi steel consumption was around 3.2 million tonnes in 2018. With the rising construction and infrastructure spending, we expect that demand for steel will rise in the coming years. The demand will also be supported by steel pipe and tube demand which will be required to rebuild the damaged refineries.
Most of the steel demand in Iraq is expected to be satisfied through imports. Iraq steel imports surged from almost 1 million tonnes in 2008 to 4.5 million tonnes in 2013 but then slumped to 2.3 million tonnes by the end of 2017 due to the war between Iraqi forces and ISIS. Going forward, we expect that most of the imports will continue to source from Iran, Turkey and the CIS region.
Iranian steel prices are comparatively lower than any other neighbouring countries. This provides an advantage for Iranian steel suppliers to exports as much as possible. Some of the steel trade is also conducted through barter system due to the US sanctions on Iran. Iraqi steel producers may also struggle to compete with imported material due to high production costs, particularly in the coming years when scrap prices will start rising.
Iraq has already increased import duties on steel and other construction materials such as cement from Iran to protect its local producers. This has somehow increased import prices. However, given the lax border control and potential misclassification of steel products may make tariffs less effective.
Commodity Inside has conducted customised market research studies for various clients recently. Works included exploring potential investment opportunities in infrastructure investment and the cement market.
Would you want to explore this topic further, please feel free to contact us at Research@commodityinside.com.


text:
Fact Sheet: Direct Air Capture
You are here: American University School of International Service Centers Carbon Removal Law & Policy Fact Sheet: Direct Air Capture
What is Carbon Removal?
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What is Direct Air Capture?
Direct Air Capture with Carbon Storage (DACCS) is an approach to carbon removal in which mechanical systems capture carbon dioxide (CO2) directly from the atmosphere and compress it to be injected into geological storage or used to make long-lasting products, such as cement. There are a variety of technologies for doing this. Some use chemicals that bind with CO2 in the air and release the CO2 when heated. Others use changes in temperature, humidity, or electrical charge to capture and release CO2.
Other uses of direct air capture technology, such as using captured CO2 in greenhouses or to manufacture synthetic fuels, are a form of carbon capture and use or "carbon recycling" because the CO2 returns to the atmosphere quickly after the products are consumed. Synthetic fuels made with direct air capture ("air-to-fuels") could still contribute to mitigating climate change by displacing fossil fuels.
Co-Benefits and Concerns
Carbon capture and use: direct air capture produces a stream of pure CO2, which can be used to make long-lasting products, such as low-carbon cement, in a "carbon-to-value" supply chain. Use in short-lived products amounts to carbon recycling, not carbon removal.
Energy demand: DACCS processes require significant amounts of energy, which must be low-carbon to maximize the technology's climate impact. Diverting low-carbon energy to DACCS competes with emissions reductions and may require large areas of land.
Concerns about geologic storage: transporting and injecting CO2 into geological reservoirs raises concerns about pipelines, CO2 leakage, seismic activity, and water pollution.
Enhanced oil recovery: captured CO2 is sometimes pumped into declining oil wells to increase output, which critics argue prolongs the fossil fuel industry and undermines the carbon benefits of DACCS.
Potential Scale and Costs
The potential scale of carbon removal via DACCS could be very large because it requires far less land than approaches like bioenergy with carbon capture and storage (BECCS) and forestation and because it could be sited near appropriate geological reservoirs, avoiding the need for extensive pipelines. However, the potentially high costs and the need for large amounts of low-carbon energy impose practical constraints on upscaling DACCS. Cost estimates vary widely. In recent years, costs have reportedly hovered around $600 per ton of CO2 captured. Carbon Engineering claims its Texas facility will capture CO2 at around $200 per ton, and several companies project costs to fall to around $100 per ton or even less. An independent expert assessment in 2018 projected costs of $100–300 per ton of CO2. That same assessment estimates potential sequestration rates of 0.5–5 billion metric tons of CO2 per year in 2050, with a theoretical longer-term potential in the tens of billions of tons per year.
Technological Readiness
A handful of companies currently have direct air capture facilities in operation, all in North America or Europe, and a growing number of start-ups are exploring new approaches to or uses for direct air capture. Most existing facilities are small, capturing tens to hundreds of tons of CO2 per year, and with one exception, existing facilities re-use the captured CO2 rather than sequestering it. This is poised to change in the near future. A Swiss company, Climeworks, is currently expanding its DACCS plant in Iceland, which will sequester thousands of tons of CO2 per year as part of the CarbFix2 project. A Canadian company, Carbon Engineering, has partnered with an arm of Occidental Petroleum to build a DACCS plant in Texas that will capture roughly one million tons of CO2 per year and use it for enhanced oil recovery.
Governance COnsiderations
Monitoring, verification, and reporting of sequestration: good policies and standards need to be developed or adapted for monitoring, verifying, and reporting the reliable, long-term sequestration of CO2.
Promotion of appropriate upscaling: DACCS is unlikely to develop at scale without policy support in the form of subsidies or carbon pricing and advances in policy support for geological storage of CO2.
Identification and support for appropriate niche markets: niche markets for captured carbon, such as long-lived products and synthetic fuels, could play a role in the development of DACCS technologies, but reliance on some of these uses, especially enhanced oil recovery, threatens to undermine DACCS' environmental benefit in direct and indirect ways.
For cross-cutting considerations, see our What Is Carbon Removal? fact sheet.
Download this fact sheet as a PDF
Browse carbon removal fact sheets
Consult our carbon removal glossary
Watch our carbon removal webinars
Fasihi, M., et al.. 2019. "Techno-Economic Assessment of CO2 Direct Air Capture Plants." Journal of Cleaner Production 224: 957–80. doi 10.1016/j.jclepro.2019.03.086.
Fuss, S., et al. 2018. "Negative emissions—Part 2: Costs, Potentials and Side Effects." Environmental Research Letters 13: 063002, doi 10.1088/1748-9326/aabf9f.
National Academies of Sciences, Engineering, and Medicine. 2019. Negative Emissions Technologies and Reliable Sequestration: A Research Agenda. Washington, DC: The National Academies Press.
Larsen, J. et al. 2019. Capturing Leadership: Policies for the US to Advance Direct Air Capture. New York: Rhodium Group.

redpajama_set_name: RedPajamaCommonCrawl


Googlers who want to revalue their underwater stock options will have to wait until Tuesday for the voluntary employee option exchange program to launch, Google said in a filing with the U.S. Securities and Exchange Commission on Thursday that did not explain why.
This entry was posted on Friday, January 30th, 2009 at 12:47 am	and is filed under Google, Yahoo. You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.


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How To Get Your Card in Oregon, USA. How To Get Your Card elsewhere in the USA, and around the World, also. | Home | About | Contact | Donate | GuestBook | Action | Library | OMMA | Biz | Links | News | Legislation | Events | Calendar | Orgz | MERCY-TV | The MERCY Gift Shop >>
OMMP and Related. Advocates & Activist Organizations and Links concerning the Oregon Medical Marijuana Program, Medical cannabis in Oregon and cannabis as medicine in general. (OR, MED, ORGs by REGN {North to South}. The contacts listed are a few of the activists and groups dedicated to the implementation of OMMA and welcome inquiries from those with questions or issues. They provide one or more of the following services: Doctor Referrals and Patient Networks; either a caregiver (how to grow) or related Organization formed to help patients get their medicine. They may have Doctor referrals or help on filling out forms as well as contact with current Patients. Caveat emptor! Each has it's own rules and regulations, please study & research thoroughly before committing resources.
* for a brochure (WORD document) with this info, click here.(BroMedO3a)
Doctor Clinics ( doc ) If you suffer from a debilitating medical condition and you think marijuana alleviates your condition, but your doctor won't qualify you, these organizations might be able to help. They can explain the exact requirements of the law and give you information to educate your physician. Also, if you have records diagnosing a debilitating illness or condition covered by the Oregon Medical Marijuana Act, the Doctor Clinics are a possible option for you. Call ahead for an appointment and any other info you may need. Be prepared to provide copies of your relevant medical records.
... and ...
Grow Classes (gro) Typically, only cardholders registered under the Oregon Medical Marijuana Act (OMMA) may take part. Again - Call ahead for an appointment and other info, such as - cost, where the classes will be held - little things like that.
- (North OR) PORTLAND area:
the ORG Notes Contact Category/s
Voter Power (VP) advocates & Activists for Medical Cannabis and Voter Empowerment in general. Voter Power
6701 SE Foster Rd
- call - Phone: (503) 224 3051 / (503) 235 5305, Fax: (503) 235 5365 *
or visit: http://www.voterpower.org LOCAL & ST (PDX, OR), ORG (non-profit), MED & LIB (Patient Avocacy & Voter Reg)
The Hemp & Cannabis Foundation (THCf) * advocates & Activists for Medical use and Cannabis Law Reform in general. The Hemp & Cannabis Foundation
- call for an appointment: 503.235-4606
or visit: http://www.thc-foundation.org LOCAL & ST (PDX, OR), ORG (non-profit), MED & LIB (Patient Avocacy & CLR in genl)
Mothers Against Misuse and Abuse (MAMA) Local Patient advocacy as well as national Drug Policy Reform. Mothers Against Misuse and Abuse (MAMA) offers clinics in Portland, Bend and The Dalles.
To schedule for Portland & Bend:
5217 SE 28th (nr Steele & 28th)
clinicpdx@mamas.org
office hours: 10 am to 5 pm
To schedule for The Dalles:
502 Washington Street, Suite 203
The Dalles, OR 97058
clinictd@mamas.org
or visit: mamas.org/Clinics.htm LOCAL, NATL (OR St., Mos), ORG (non-profit), MED (Patient Avocacy) and DPR
OR, MED (doc, gro) - (South OR) outside PORTLAND:
Eugene Compassion Center (ecc) functions as a Patient advocacy and support organization. Eugene Compassion Center
PH# 541.484.6558, FAX# 541.484.0891
http://www.compassioncenter.net/ LOCAL (OR St., Eug), ORG (non-profit), MED (Patient Avocacy)
MED Patiently Networking ( net ) advocates for the OMMP in general or individuals in the program. More links to resources - Info, help in joining the OMMP, help in finding a doctor or educating your current, and aid in obtaining medicine & networking with other patients. (State wide, by Name {alpha})
Oregon Green Free (OGF) A group of concerned citizens and cardholders that have come together to help others that are in need. Patient advocacy & support. Oregon Green Free (OGF)
or visit: http://OregonGreenFree.com/ State wide (OR St.), ORG (non-profit), MED (Patient Avocacy)
Medical Cannabis Resource Center (MERCY) Patient advocacy & support. the MERCY (Me.R.Ce.) Center
call: 503.363-4588
eMail: MercyCenter@hotmail.com or visit: www.MercyCenters.org LOCAL & ST (OR St., Sal), ORG (non-profit), MED & LIB (Patient Avocacy & Cannabis Law Reform in general)
American Alliance for Medical Cannabis (AAMC) Medical Cannabis research. Also functions as a Patient advocacy and support organization. AAMC Oregon
Arch Cape, OR 97102-0047 USA
or visit: http://www.letfreedomgrow.com/ LOCAL, NATL (OR St., Arch Cape), ORG (non-profit), MED (Patient Avocacy)
Contigo-Conmigo (cc) "With you-with me" functions as an educational & advocacy organization for nurses, M.D.s, and other medical professionals, as well as the general public. Contigo-Conmigo
39234 Hwy 99W, Monmouth, Oregon 97361
Visit their website at:
http://www.or-coast.net/contigo/
Where you'll find many fine features such as the Oregon Medical Marijuana Guide
LOCAL (OR St., Corv), ORG (non-profit), MED (Patient Avocacy)
OR, MED Information ( inf )
Oregon State Medical Marijuana program (OMMp) The state agency charged with running OMMA - the Oregon Medical Marijauna Act.
Contact them in order to to get and fill out the Application for Registration in the Oregon Medical Marijuana Act Program.
Oregon Health Division (OHD)
800 NE Oregon St., Portland, OR 97232
Call (971) 673-1226 and ask a representative of the Oregon Health Division for an OMMA application packet - or - write to OHD, P.O. Box 14450, Portland, OR 97293-0450 and they'll send you one. Or visit their site:
http://oregon.gov/DHS/ph/ommp/
and download forms from there. LOCAL (OR St.), ORG (Govt), MED (OMMA)
Oregon, Medical, Links
Oregon Medical Marijuana Guide (OMMG) A guide to OMMA and medical cannabis in general. Oregon Medical Marijuana Guide
Just one of the resources offered by Contigo-Conmigo
http://www.or-coast.net/contigo/index.html LOCAL (OR St.), LINK, MED (info)
the Oregon Medical Marijuana Act (OMMA) web page A guide to OMMA and medical cannabis in general. the OMMA Web Page by Rick Bayer, MD
visit: www.omma1998.org LOCAL (OR St.), LINK, MED (info)
Medical, Links
Dr. Pot Providing info and resources for patients and supporters of medical marijuana. Dr. Pot
visit: www.DrPot.com LINK, MED (info)
Forums, Cannabis Law Reform
Constitutional Patriots Opposing Prohibition (CPOP) Virtual cannabis law reform organization. Constitutional Patriots Opposing Prohibition (CPOP) - Working for an End to the Failed War on Drugs. | This web site (and email forum--Signup Now!) advocates ending the prohibition of marijuana and other popular drugs and provides support for drug policy reform activists. You'll find relevant information, legalization posters, graphics, articles, activist tips and tools, lively discussion, legalization arguments (pro and con), stimulating debates, experts to answer your questions and much, much more. visit - http://www.cpop.org/ NATL & INTL (US & Global), ORG (org), LIB (overall Can Law Refm)
National, Cannabis Law Reform
National Organization for the Reform of Marijuana Laws (NORML) National cannabis law reform organization. NORML and the NORML Foundation at:
1600 K Street NW, Suite 501, Washington, DC 20006-2832
Phone: (202) 483-5500 * Fax: (202) 483-0057
Email National NORML at: norml@norml.org
Email The NORML Foundation: foundation@norml.org
Media Requests: normlmedia@earthlink.net
Chapter Inquiries: chapters@norml.org
Membership/Donation Questions: support@norml.org
Product Questions: products@norml.org
or visit: http://www.norml.org NATL & INTL (US & Global), ORG (org), LIB (overall Can Law Refm)
International, Medical
GW Pharmaceuticals Inc. a pharmaceutical company developing a portfolio of prescription medicines derived from cannabis to meet patient needs in a wide range of therapeutic indications. Porton Down Science Park
Wilts
SP4 0JQ
Email: info@gwpharm.com
or visit: http://www.gwpharm.com/, INTL (UK), ORG (Biz), MED (ed, rsch & sales)
Cannabis Medicine Internationale (IACM) a scientific society advocating the improvement of the legal situation for the use of the hemp plant and its pharmacologically most important active compounds, through promotion of research and dissemination of information. IACM - Cannabis Medicine Intl
Arnimstrasse 1A
Phone: +49-221-9543 9229
E-mail: info@cannabis-med.org
or visit: http://www.acmed.org/ INTL (Ger), ORG (non-profit), MED (ed & rsch)
International, CLAW (Hemp, Medical)
CannaTrade CannaTrade.ch - Many thanks for visiting the international hemp fair CannaTrade.ch 2009 in Basel. We hope you enjoyed your stay at the new location. All photos and videos of CannaTrade.ch 2009 are available on our website from now. Have fun with this review! We are already preparing the 10th jubilee of next year's CannaTrade.ch. In a few weeks we will inform you by email on the time and the location of CannaTrade.ch in 2010. We wish you a wonderful summer and all the best. Yours Team CannaTrade.ch International Hemp Fair - Switzerland
CannaTrade.ch AG
phone. +41 31 398 02 35
or visit: http://www.cannatrade.ch, INTL (SW), ORG (Biz), CLAW (cannabis law reform)
We try to maintain a Brochure (WORD document) with this info, click here.(BroMedO3a)
for more Orgs, click here.(pdx Orgs ix)
for more Links, click here (links)
We also recommend ...
Alliance for Cannabis Therapeutics * The Alliance for Cannabis Therapeutics was founded in 1981 to reform the federal laws prohibiting medical access to marijuana. Features: History, Merchandise. Visit: http://www.marijuana-as-medicine.org/alliance.htm
American Alliance for Medical Cannabis * Facts re medical marijuana (Cannabis) as medicine, laws for medicinal marijuana, patient resources, recipes. Features: Search Engine, Forum, News, Policy. Visit: http://www.letfreedomgrow.com/
American Medical Marijuana Association * We are a group of volunteers working together to implement, preserve and protect the rights of medicinal cannabis patients through political activism. Our platform is based on the idea of not bargaining away people's rights. We believe that each person will have different needs, which are best determined by the patient and physician. What works well for one patient may not work for another. Features: Membership, Mailing List(s), News. Visit: http://www.americanmarijuana.org/
Angel Justice * Angel Wings Patient OutReach, Inc. is a 501(c)(3) nonprofit corporation that focuses its resources throughout California on activities most likely to have an impact towards clarifying and vindicating the civil rights, human rights, and disability rights of medical cannabis patients, their caregivers, and their physicians. Features: News, Policy, History. Visit: http://angeljustice.org/
Arkansas Alliance for Medical Marijuana * RDPArk Inc. works in many ways to educate, motivate, and initiate. Services include: Literature,Public Speaking, Videos, Media Appearances,Public Events. Features: Mailing List(s), News, Press Releases, Research, Speakers. Visit: http://www.ardpark.org/
California Compassionate Use Act of 1996 * The home page for the California Compassionate Use Act of 1996. Features: History, News, Policy. Visit: http://www.drugsense.org/CCUA/
Cannabis Rescheduling Petition * The Coalition for Rescheduling Cannabis is composed of organizations and individuals supporting the Cannabis Rescheduling Petition. The primary objective of the Coalition is to have cannabis removed from schedule I of the CSA and rescheduled consistent with contemporary scientific and medical knowledge. . Features: Membership, Research, Policy. Visit: http://www.drugscience.org/
CannabisMD * The Lifevine Foundation is a non-profit public education and legal assistance provider for medical marijuana patients in Washington State. Features: Mailing List(s), Chat, News, Policy, Publications. Visit: http://cannabismd.org/
Coalition for Compassionate Access * In the coming months, the Coalition for Compassionate Access will continue to grow as additional state legislators, clergy, celebrities, and organizations add their names to the sign-on letter. Features: Membership, Mailing List(s), Press Releases. Visit: http://www.compassionateaccess.org/
Coalition For Medical Marijuana * Stop The Federal Assault On Patients, Clinics & Providers! Let Federal Juries Hear All The Facts Before They Decide A Medical Marijuana Case . Features: News. Visit: http://mjmedicine.org/
Compassionate Moms * Features: Mailing List(s). Visit: http://compassionatemoms.org/
Farmacy * Providing professional services to Sonoma County patients with medical marijuana approvals/recommendations from Sonoma County physicians and those patients with ID cards issued by public health authorities. Features: Membership, Research. Visit: http://www.farmacy.org/
Green Cross Patient Co-op * The Green Cross Patient Co-op is open to all that present a bona fide need for medicinal cannabis on the advice of their physician or other health care professionals. Based in Seattle, Washington, the Green Cross Patient Co-op has been in operation since 1993. Features: Membership. Visit: http://www.hemp.net/greencross/
Hawaii Medical Marijuana Association * HMMA is a grass roots, non-profit organization. We provide a unified voice for Hawaii's medical marijuana patients and their families. We seek to protect and expand the rights of medical marijuana patients in Hawaii. Features: Forum, News, Policy, Search Engine, Membership. Visit: http://www.hmma.0catch.com/
Illinois NORML * Illinois NORML is a not-for-profit corporation working to reform marijuana laws. Our board of directors and members donate their time and we rely on donations from concerned individuals like yourself. We focus on medical marijuana, the recreational uses of marijuana, and industrial hemp. Features: Newsletter, Mailing List(s), Press Releases, Membership. Visit: http://www.illinoisnorml.org/
International Cannabinoid Research Society * Their mission is to distribute accurate and unbiased news about marijuana, cannabis, and hemp . Features: Search Engine, Chat, Forum, News, Commentary . Visit: http://CannabinoidSociety.org/
Is My Medicine Legal YET? * IMMLY is a not-for-profit patient and care provider-based group dedicated to furthering access, public education and research regarding the therapeutic uses of cannabis. This site is about people like you, your family, your neighbors, friends, co-workers, the clerk at the store. We are all just everyday people, therefore by the grace of the great Creator go we. Features: Merchandise, Audio/Video, Mailing List(s). Visit: http://www.immly.org/
London (Ont) Cannabis Compassion Centre * Their mission is to distribute accurate and unbiased news about marijuana, cannabis, and hemp . Features: Search Engine, Chat, Forum, News, Commentary . Visit: http://www.drugsense.org/lccc/
National Conference on Cannabis Therapeutics * Their mission is to distribute accurate and unbiased news about marijuana, cannabis, and hemp . Features: Publications. Visit: http://www.drugsense.org/ncct/
Ohio Patient Network * We are a 501(c)(3) non-profit coalition of patients, caregivers, activists and medical professionals who support the compassionate use of cannabis for various medicinal purposes. Our mission is to coordinate information between patients, medical professionals, and attorneys, as well as to educate the public. . Features: Publications, Press Releases, Search Engine, Membership, Speakers, Newsletter, Mailing List(s), News. Visit: http://ohiopatient.net/
Orange County Patient Doctor Nurse Support Group * To encourage patient's to become more involved with health care professional's in the treatment their of illnesses. To provide a safe, low-cost alternative medicine to people living with Cancer, HIV/AIDS, Glaucoma, Muscle Spasm's/Seizure's, Chronic Pain and other illnesses for which Cannabis provides relief of symptom's. Features: News, Search Engine, Membership. Visit: http://www.ocpdnsg.com/
Patients Out of Time * Patients Out of Time is a national non-profit based in Virginia. It's mission is to educate and lobby professional health care organizations about medical Cannabis. It is comprised of health care professionals with expertise in the clinical administration of Cannabis and other experts in related areas such as history, the laws concerning Cannabis, nutrition of hemp products etc. It's leadership includes six of the eight patients in the US that receive their Cannabis medicine from the US federal government (two wish to remain anonymous). Features: News, Commentary, Press Releases. Visit: http://www.medicalcannabis.com/
Sacramento Americans for Safe Access to Medical Marijuana * Sacramento Americans for Safe Access to Medical Marijuana. Features: Commentary, Policy, Publications, Press Releases, Merchandise, Membership, Research, Newsletter, Mailing List(s), Chat, Forum, News. Visit: http://www.compassionatecoalition.org/
Sonoma Alliance for Medical Marijuana * Dedicated to education, advocacy, research, and networking related to the medicinal uses of marijuana, and the implementation of the Compassionate Use Act of 1996 (Health and Safety Code, Section 11362.5). Features: Publications, Research. Visit: http://samm.net/
The American Alliance For Medical Cannabis * Facts re medical marijuana (Cannabis) as medicine, laws for medicinal marijuana, patient resources, recipes. Features: Forum, News, Policy, Search Engine. Visit: http://www.letfreedomgrow.com
Tod H. Mikuriya, M.D. * Dr. Mikuriya is one of the world's foremost authorities on the uses of medical cannabis. He has few peers in his clinical knowledge ] of cannabis' therapeutic uses, efficacy, history, culture, policies, routes of administration and potential for abuse. Features: Commentary, Publications, Search Engine, Research, Speakers. Visit: http://www.mikuriya.com/
Uses Of Marijuana * Features: Search Engine. Visit: http://www.marijuana-uses.com/
Wo/Men's Alliance for Medical Marijuana * WAMM is a collective of patients and our caregivers creating community, building hope, dissolving barriers, providing support and medical marijuana at no cost to our membership. . Features: Membership, News. Visit: http://www.wamm.org/
www.rxmarihuana.com * This site is devoted to the exchange of information about the use of marijuana as a medicine. Features: Search Engine, Forum, Commentary, Publications. Visit: http://www.rxmarihuana.com/
* for more Orgs, click here.(pdx Orgs ix)
* for more Links, click here (links)
* click on this link to go back to MERCYs Orgs Ix pg (orgs)
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We flew to Tulum, Mexico to photograph my dear friend Bonica's destination wedding to Cyril at the Grand Bahia Principe. There are some friends in life that are completely and utterly selfless. Boni is falls under this category. I don't think I would have passed certain courses in University without her help and guidance. Fast forward almost a decade and I get to finally return the favor and photograph her most special day. We had previously only met Cyril at our own wedding a year ago but we never got the chance to get to know each other. On this occasion, we really felt like we became buddies. Cyril is one of the most soft spoken guy's I've ever met but has an incredible sense of humour. These two lovers shared so many laughs and tears during the wedding festivities.
Simplicity can never be overlooked at a destination wedding.
This was quite evident as we witnessed the beautiful ceremony between Bonica and Cyril. Standing on the bluffs facing the Caribbean Sea and surrounded by their closest friends and family, they exchanged their vows. Beautiful. Memorable. For the ages.


Laile has released new parts to it's Beatrush line for the CR-Z. Their current product offering consists of a cooling downforce product and two reinforcing struts.
For their cooling product, Beatrush has released an underpanel to replace the OEM plastic. The new panel offers better venting to better draw hot engine air down and out of the engine bay to reduce running temperatures.


text:
Polaire, nom de scène d'Émélie Marie Bouchaud, est une chanteuse et actrice française née le  à Mustapha (Algérie) et morte le  à Champigny-sur-Marne (Val-de-Marne).

Biographie

Enfance et famille
Émélie Marie Bouchaud est née le  à Mustapha (Algérie), commune créée en 1835 par les Français durant la période coloniale et devenue en 1977 une des treize communes d'Alger sous le nom de Sidi M'Hamed.

Son père, né à Hussein Dey et dont la famille est originaire des Essards (Charente-Maritime), s'appelle François Bouchaud. Celui-ci est propriétaire de voitures. Sa mère, couturière, est Lucile Milandre, née à Clamecy (Nièvre). Ils se sont mariés le  à Alger.

Carrière
En 1890, Polaire qui a alors seize ans rejoint à Paris son frère Edmond qui y exerce au café-concert sous le nom de Dufleuve. Elle a déjà chanté dans des cafés à Alger et continue sur cette voie. Elle se fait remarquer par son physique particulier tenant à une exceptionnelle taille de guêpe, à une époque où les femmes portent des corsets pour affiner leur taille. Elle est au programme d'un tour de chant à l'Européen dès le mois de .

En 1895, l'hebdomadaire humoristique Le Rire publie un dessin de Toulouse-Lautrec la représentant sur scène. Son attitude, énergique et excentrique, fait d'elle un phénomène du « caf' conc' ». On dit d'elle qu'elle a le genre « gommeuse épileptique », deux termes correspondant à deux genres du café-concert (les « gommeuses » adoptent une attitude aguicheuse et une élégance excessive, les « épileptiques » une intense activité corporelle et gestuelle combinant danse, grimaces et chanson). , dit-elle dans ses Mémoires.

Amie du couple en vue formé par Willy  et Colette , elle obtient 1902 au théâtre le rôle de Claudine dans Claudine à Paris aux Bouffes-Parisiens, qui fait un succès immense, et se produit aux États-Unis en 1910, puis à Londres.

En 1903 débutent les représentations du P'tit Jeune Homme aux Bouffes-Parisiens. Polaire y interprète le rôle d'un travesti qui « l'excédait », selon ses propres termes.

Elle pose également pour les peintres Antonio de La Gandara, Henri de Toulouse-Lautrec, Leonetto Cappiello, Rupert Carabin et Jean Sala, qui devint à partir de 1893 le portraitiste de la société parisienne.

À partir de 1909, elle interprète plusieurs rôles au cinéma. Après la Première Guerre mondiale, elle se consacre surtout au théâtre.

Durant sa carrière, elle interprète Tha ma ra boum di hé (son plus grand succès, à ses tout débuts), La Glu (sur un poème de Jean Richepin), Tchique tchique de Vincent Scotto, et récite La Charlotte prie Notre-Dame de Jehan Rictus.

Mort
Polaire meurt le  à Champigny-sur-Marne (Val-de-Marne).Sa tombe est située dans l'ancien cimetière du Centre à Champigny-sur-Marne - division 21.

Confusion
Certains sites spécialisés dans le cinéma confondent la carrière de Polaire avec celle de l'actrice italienne Pauline Polaire entrainant des erreurs dans l'attribution de rôle dans de nombreux films, cette méprise ayant été signalée par un des descendants directs de l'actrice italienne.

Postérité

Record
«  » est citée par le Livre Guinness des records comme codétentrice (avec la Britannique Ethel Granger) de celui de la taille la plus fine, . Elle-même déclare dans ses mémoires s'être plusieurs fois laissé entourer la taille

Évocation
Elle est également citée par l'écrivain Georges Simenon dans La Première Enquête de Maigret, 1913 publié en 1949 :

Iconographie
Son portrait en pied (huile sur toile datée de 1910) par Juan Sala est passé en vente à Paris le  ; il est reproduit en couleurs dans La Gazette de l'hôtel Drouot du  ().
Une photographie de la séance de pose a été publiée dans La Vie illustrée.

Discographie
78 tours

Réédition en CD
 Eugénie Buffet & Polaire : Succès et Raretés 1918-1936.

Filmographie

Théâtre

Publication
 , .

Notes et références

Voir aussi

Bibliographie

 , Présentation en ligne

Vidéos
 Chanson de Polaire, « Le train du rêve »
 Chanson de Polaire : « Le Petit Savoyard »

Liens externes

 Polaire - Une Étoile de la Belle Époque (site Polaire-1900)
Enregistrements de Polaire sur la Phonobase

Chanteuse française du XXe siècle
Actrice française de théâtre
Actrice française du muet
Nom de scène
Naissance en mai 1874
Naissance à Alger
Naissance en Algérie française
Décès en octobre 1939
Décès à 65 ans
Décès à Champigny-sur-Marne
Mononyme
Décès dans le département de la Seine

redpajama_set_name: RedPajamaWikipedia


The LP Foot tambourine is a great accessory for cajon or guitar players allowing you to fill out the sound of your performance. The higher pitched tone of the jingles pairs perfectly with cajon and rhythm guitar playing.
Rings tot much and a bit too bright.
This works fine; however, it has too much of a long ring and it sounds too bright. Very hard to get a tight sound out of it. I tend to place a light cloth over my foot to deaden/tighten the ring.
I'm having some fun using this while playing my djembe. The tone is bright and clear and mixes well with acoustic guitar sounds. The only thing I would change would be to put an adjustable velcro on the elastic strap to make it more accommodating to my foot. I wear a size 6 ladies and sometimes play barefoot and this is too tight on my foot and becomes uncomfortable as it squeezes. It would be fine if I was wearing a stout leather shoe but in Florida we all wear sandals or flip fops.


text:
Ram Pothineni (Actor) Height, Weight, Age, Affairs, Biography & More
Ram Pothineni (Actor) Height, Weight, Date of Birth, Age, Wiki, Biography, Girlfriend and More
Ram Pothineni is an Indian actor who predominately works in Telugu films. He is popularly known playing a role Devdas in the romantic drama film Devadasu in 2006 alongside IIeana D'Cruz. Besides he has worked in several popular films like Jagadam (2007), Ready (2008), Kandireega (2011), Shivam (2015), Red (2021) etc.
Ram Pothineni was born on 15 May 1988 in Hyderabad, Telangana. He first appeared in the short film Adayaalam where he played a role of Neren who is 18 years old boy drug addicted. Ram made his debut by playing main role of Devdas in the Telugu romantic drama film Devadasu in 2006 and later received the Filmfare Awards South for best male debut in 2007.
Later, he worked in several movies like Ready (2008), Ganesh (2009), Kandireega (2011), Ongole Githa (2013), Masala (2013), Shivam (2015), Hyper (2016), Hello Guru Prema Kosame (2018), iSmart Shankar (2019), Red (2021) etc.
Real Name Ram Pothineni
Birth Place Hyderabad, Telangana
Home Town Hyderabad, Telangana
Family Mother : Padmasree
Father : Murali Mohan Pothineni
Sister : Madhu Smitha Pothineni
Brother : Krishna Chaitanya Pothineni
Address Hyderabad, Telangana
Debut Film : Devadasu (2006)
Awards 2002 Europe film Festival Award, Switzerland
2007 Filmfare Award South
2020 Zee Cine Awards Telugu
Height In Feet : 5′ 9" ft
In Kilogram : 72Kg
Hobbies Traveling, Reading books, Swimming etc.
Girlfriends Urvashi Rautela (Actress)
Salary (approx) INR 6-10 crore
Net Worth INR 20-25 crore
Facebook Ram Pothineni
Twitter Ram Pothineni
Instagram Ram Pothineni
YouTube Ram Pothineni
Some Facts About Ram Pothineni
Ram Pothineni was born and raised in Hyderabad, Telangana.
He is the nephew of the well known Telugu film producer Sravanthi Ravi Kishore.
Ram has first came limelight in the Tamil short film Adayaalam where he played a role of Naren who is a 18 year old boy drug addicted. for this he received a best actor award of Europe film Festival in 2002.
Ram made his debut while appearing in the Telugu romantic drama film Devadasu (2006), for this he won the best debut actor award of Filmfare Award South in 2007).
He has also won the award of Zee Cine Telugu for becoming star of the year in 2020.
In 2022, he appeared in action thriller film The Warriorr as DSP Dr. Satya.
If you have more details about Ram Pothineni. Please comment below we will update within an hour.
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Students will use a wide variety of media including acrylic on canvas, mixed media, clay, 3d media and more!
Study famous artists past and present, learn about their techniques and styles and create your own art to imitate some of the greatest artwork in history!
Students will use Acrylic on Canvas, 3D media, Sculpture, Oil on Canvas.
Spend the week learning to relaxing using art. Create zentangle art, miniature zen gardens, listen to relaxing music, and learn to use painting for self expression and meditation and relaxation. these skills help students in test taking, studying, and emotional expression.
In this week long workshop students will paint, draw, create crafts and sculptures!


text:
Heroic Secret Service Agent Dives In Front Of Biden As Reporter Tries To Ask A Question
WASHINGTON D.C.—In an extraordinary act of bravery and heroism, a Secret Service agent dove in front of Biden to block a question from a pesky reporter.
As Biden slowly stepped out of his vehicle, a nosy reporter rudely attempted to ask him intrusive questions about things that were none of her business.
"Nooooooooooo!" said agent James Carter as the CBS reporter raised her hand to ask a completely inappropriate question-- possibly about the Middle East, or executive orders. Carter ran up to the president, arms outstretched, and dove through the air to shield the president from the incoming query.
"It's like everything went into slow motion," said Agent Carter. "My training kicked in and I leapt into action. I'm just happy I was able to make a difference."
Carter took the entire force of the blow from the incoming question before collapsing to the ground.
"Hey-- lookie there, they fly now!" said President Biden. "Hey there young man, would you mind not flying in front of me while I exit my vehicle? I have to get to the Oval Office in time for Matlock."
The Secret Service agent sustained minor injuries but is grateful to have saved the president from a reporter's unwelcome question.
"Just doing my job," he said.


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