Editing Focke-Wulf Fw 200 Condor (section)

==Design and development==
The Fw 200 originated from a proposal made by the [[aeronautical engineer]] [[Kurt Tank]], the chief designer of the German aircraft manufacturer [[Focke-Wulf]] to Dr. Rudolf Stüssel of the [[flag carrier]] [[Deutsche Luft Hansa]] for the development of a landplane capable of carrying passengers across the [[Atlantic Ocean]] to the [[United States]].<ref name="Seifert">Karl-Dieter 1996, pp. 303-304.</ref> At the time, it was an unusual concept because airlines typically opted for [[seaplanes]] on their long over-water routes. To fly long distances economically, the Fw 200 was designed to cruise at an altitude of over {{cvt|3000|m}} - as high as possible without a [[pressurized cabin]]. Existing airliners were designed to cruise at altitudes below {{cvt|1500|m}}. The Fw 200 was briefly the world's most modern airliner, until other high-altitude airliners entered service: the [[Boeing 307 Stratoliner]] in 1940 and the [[Douglas DC-4]] in 1942.{{citation needed|date=September 2024}} The designation "Condor" was chosen because, like the [[condor]] bird, the Fw 200 had a very long wingspan compared to other planes of its era, to facilitate high-altitude flight.

During June 1936, following discussions between Tank, Stüssel and [[Carl August von Gablenz]], Deutsche Luft Hansa issued a specification. Focke-Wulf responded with what would become the Fw 200, a four-engined low-winged [[monoplane]], almost entirely constructed of metal (exceptions include the [[fabric]]-covered flight control surfaces).<ref name = "smithkay 200"/> It could accommodate up to 26 passengers in two cabins. The Fw 200 had a retractable [[landing gear]]; the legs of the main gear featured an unorthodox design which was to allow their deployment without any power other than that of the [[slipstream]] in the event of an emergency.<ref name = "smithkay 200"/> On 16 July of that year, Focke-Wulf were awarded an initial contract.<ref name = "smithkay 200"/>

On 27 July 1937, the first prototype, Fw 200 V1, conducted its [[maiden flight]] with Tank at the controls.<ref name = "smithkay 200"/> It was powered by four American {{cvt|875|hp|order=flip}} [[Pratt & Whitney R-1690 Hornet|Pratt & Whitney Hornet]] [[radial engine]]s. Two further prototypes were built; these differed from the first only in that they were powered by German {{cvt|720|hp|order=flip}} [[BMW 132|BMW 132G-1]] radials instead.<ref name="Mondey">Mondey 1984, pp. 73-74.</ref><ref name = "smithkay 2001">Smith and Kay 1972, pp. 200-201.</ref>

The [[Imperial Japanese Navy|Japanese Navy]] placed an order for a single militarised version of the Fw 200 outfitted to conduct search and patrol duties.<ref name = "smithkay 201">Smith and Kay 1972, p. 201.</ref> Accordingly, Fw 200 V10 was constructed with military apparatus; while completed, this Fw 200 remained in Germany due to the outbreak of war in Europe by that point. At the direction of [[Edgar Peterson]], the aircraft was adapted for long range reconnaissance and anti-shipping duties with the ''[[Luftwaffe]]'' to meet Germany's wartime needs.<ref name = "smithkay 200">Smith and Kay 1972, p. 200.</ref> The adaptions made included the addition of [[hardpoint]]s to the wings for [[bomb]]s, strengthening of the fuselage (which was also extended to create more space), and the addition of fore and aft dorsal gun positions. Furthermore, an extended-length version of the [[Gondola (airplane)|''Bola'' ventral gondola]] typical of Second World War-era German bomber aircraft was adopted; it incorporated a central [[bomb bay]] (which was typically used for additional long-range fuel tanks), as well as heavily glazed fore and aft ventral flexible [[machine gun]] emplacements at either end.<ref name = "smithkay 201"/>

One unfortunate consequence of the extra weight incurred by the added military equipment, in combination with its relatively weak structure, was the loss of several early-build Fw 200s when they broke up during landing, often due to the failure of the rear [[Spar (aeronautics)|spar]]. In response to this issue, later models were structurally strengthened.<ref name = "smithkay 2013">Smith and Kay 1972, pp. 201-203.</ref> Some later-built aircraft were equipped with Lorenz [[FuG 200 Hohentwiel|FuG 200 ''Hohentwiel'']] low UHF-band ASV [[radar]] in the nose; this apparatus permitted the Fw 200 to effectively perform blind bombing missions for the first time.<ref name = "smithkay 204">Smith and Kay 1972, p. 204.</ref> In 1943, a version entered service that could carry the [[Henschel Hs 293]] guided missile,<ref name="Mondey" /> mandating fitment of the associated [[Kehl-Strasbourg radio control link|''Funkgerät'' FuG 203 ''Kehl'' radio guidance gear]] on a Condor to steer them.<ref name = "smithkay 2067">Smith and Kay 1972, pp. 206-207.</ref> As the threat of interception grew as the war went on, the defensive armament on later-build Fw 200s was also bolstered.<ref name = "smithkay 2034"/>

In response to Germany's wartime demands, production of the Fw 200 climbed from 26 aircraft in 1940 to a peak of 84 aircraft in 1942.<ref name = "smithkay 203">Smith and Kay 1972, p. 203.</ref> However, amid the [[Strategic_bombing_during_World_War_II#The_British_later_in_the_war|Allied bombing of Germany]], Focke-Wulf's factory in [[Cottbus]] was damaged, compelling the transfer of final assembly work to rival company [[Blohm and Voss]]. During 1944, only four Fw 200s were completed.<ref name = "smithkay 2034">Smith and Kay 1972, pp. 203-204.</ref> Production was terminated that year, at which point 276 aircraft had been produced.<ref>{{harvnb|Scutts|2008|pp=220–252}}</ref>