Historically, the A6M2 suffered loss of roll rate as speeds went up beyond 275 mph. Huge ailerons, poor linkage design with little mechanical advantage were the primary contributors. However, the light construction of the control surfaces also led to aerodynamic bending and flexing that reduced their effectiveness even more.
By the middle of 1942 word was filtering back from the combat areas that the the Zero could be defeated by keeping speeds up and using its weaknesses against it.
The AH A6M2 dives way too fast, especially considering that the A6M2 had 410 mph VnE limit. Above this speed, wing skins began wrinkling and by 450 mph, the wings would simply fail.
F4F pilots learned that the easiest way to escape a Zero was to dive until speeds exceeded 300 mph, and then roll left and break turn. Virtually an instant disengagement as the Zero could barely roll at even moderate speeds. If you can't roll, you can't turn. Once into a high-speed dive, Zeros were sitting ducks for any Wildcat that was following.
By the way, the Wildcats were never assigned a VnE limit because they reached terminal velocity before aero loading could overcome the enormous strength of the Grumman airframe (Wildcats could handle G loading in excess 12g without damage to the airframe, although engine A-frames would tend to flex enough to take a permanent set).
In AH2, the A6M2 owns any fighter in a low-speed turning contest. If you are being out-turned by Wildcats at low speeds, I suggest you check out your joystick and its calibration. Either that or you are dogfighting at higher speeds than you think.
In the upcoming Rangoon event, the FM-2 appears to be the choice as the replacement for the Buffalo. If the FM-2 pilots fly to their fighter's strengths, the Zeros are going to be butchered. Consider that the FM-2 turns, climbs and accelerates better than the F4F-4.
My regards,
Widewing
