That was an A-3 vs. Spit Vb @ 12lbs / Spit F.IX @ 15 lbs / Mustang 1a
Correct. Faber’s Tactical trials are a great example of "at least" performance. It is not top performance but we can say there were some things the FW-190 was capable of at least doing.
However Faber’s FW-190A3 was not developing full power due to the use of allied natural petroleum avgas. This is an issue for us in our rebuild as well. If you contact Motobende, they will tell you the same thing.
You cannot set up a German engine using printed specifications designed for coal-tar derivative synthetic fuels and expect it to perform to full boost on natural petroleum.
The RAE recognized this and immediately set forth trying to fix the knock limited power production. Unfortunately, while they did figure it out by changing plugs and settings, they did not flight-test the motor. This was the only BMW801 they got to run smoothly and the only fighter variant they ever flew. The FW-190F and G series have different motor set ups and different drag profiles.
1.35ata is well within specification for the FW-190. The Kommandogerät adjusted within tolerances (+/- .3ata and +/- 50U/min) based on real time conditions. The pilot does not select 1.32ata on the gauge; the Kommandogerät does IAW the engine control lever position. So it is not uncommon to see 1.45ata, 1.6ata, or "non-standard" manifold pressures. This is normal operation.
In reference to speed the Farber report shows no more the 8 mph speed advantage to the FW at one altitude band.
See above, if you use Rechlin or Focke Wulf data the difference is much greater. This is due to the greater power production of the motor.
In AH the A-5 can easily out roll the Spit F.IX.
What the AH FW-190 cannot do is flick out of the turn circle, dive, and zoom above the Merlin Spits. This was the traditional Focke Wulf engagement against the Spitifire.
In AH the Spitfire will catch you in the zoom everytime.said he 'greatly preferred the Spit IX over the 190'.
Right and that was his opinion. It has been adopted as "fact". I have point blank asked several FW190 pilots if they would have preferred the Spitfire or the performance of any allied plane to their FW190. They all said no.
One put it this way, as long as I wanted to fight, I could. That Spitfire was there until I decided to go home or I killed him.
That is not just the Spit IX vs. FW-190A3. Just like any fighter design, the Focke Wulf gained power and design improvements over it's lifecycle. So while the variants changed performance stays relative between the two.
HTC can claim placebo and no one is claiming conspiracy. However I noticed a glaring difference 2 patches ago in the maneuverability of the Focke Wulf in AH. When AH2 first appeared, I felt they were modeled very well and only needed minor tweaking due to the fact they are modeled on allied data from captured aircraft testing. That is not my imagination.
Some background on my "AH flying". I only fly the CT and I almost always fly the FW190. When AH2 came out, in the Finn-Russ for example, I had to work at it but could dogfight an La 5 or a Yak. Gentle control input, using roll rate to cut the angle, good throttle control, and keeping my speed up were the key. Now it has gone back to making clumsy passes and extending for half the map is the only way to survive. Tangling with a La5 or Yak at even E state is not a very smart thing for a 190 driver. I wonder if it is not tied to the trim? I seem to constantly be trimming lately.
Maybe there are corrupted server files or data has been altered in the transfer. I know many online games do suffer from this. HTC might not have gone in and changed the FM but something has changed for sure.
Oh here is an encounter Willi Reschke had in an FW-190A8 with late war P47's and P-51's in January 1945:
All the best,
Crumpp
