I see a lot of comments about burning off fuel in wing tanks first to improve roll rate. Typically, the aircraft being referred to are the C.205, Ki-61 and F4U-1A.
Personally, I find this to be an exercise that is generally meaningless. The increase in roll rate is negligible at best. Indeed, the gain is usually less than 5 degrees per second during the initial part of the roll, if that.
If 5 degrees per second is what you believe is all that separates you from damnation, then you must re-think the equation.
Weight of fuel, total fuel, is of greater consequence. Especially is a low-speed fight or one that breaks down to a low-speed fight. I'm much more concerned with minimizing my wing loading than sweating a few degrees of roll rate.
Managing your aircraft begins in the hanger. Think about how much ammunition you have when you return from a flight. If you consistently return with plenty of gas, but empty guns, you're loading an excessive amount of fuel.
You can gain improvement in both roll rate and wing loading by taking less internal fuel. Supplement your fuel with external, disposable fuel tanks. In most cases, when you decrease internal fuel, the wing tanks are those reduced or unfilled. Perhaps two drop tanks (as in the Ki-61) is more weight and drag than you what. Pitch off one of them. 50% fuel and a single drop tank is usually adequate.
When flying the F4U-1A you are faced with a compromise. By adding a drop tank you add the rack to carry it. The rack cannot be ejected. Thus, you lose about 6 to 8 mph of max speed capability. I'd trade the speed for the reduced wing loading. Like the Ki-61, 50% internal fuel and the belly tank is adequate.
As for the C.205, you don't have an external fuel option. So, you can burn off the wing tanks if you wish, but any rate roll increase you expect is largely in your mind. The weight of fuel in the wings is small and the actual, measured roll rate increase is insignificant.
Roll rate is only one aspect of overall aircraft performance, and far from the greatest aspect. The far more important factor is the person piloting the aircraft. ACM skill, aircraft handling skill and rock solid Situational Awareness are orders of magnitude more important than trying to optimize roll rate. If you encounter a significantly more skilled pilot than you, a tiny increase in roll rate will have zero impact upon the inevitable outcome.
My advice is simple. Stop trying to pick the fly turds out of the pepper and concentrate on the far more important factors that most impact your ability to be successful flying fighters.
My regards,
Widewing
