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In regards to the controversy as to whether a P47d had a spiral climb which could defeat a German aircraft. Certainly the 109's had a better spiral climb. But as far as the 190 is concerned...
The following is an excerpt from a 1943 USAAF test comparison between a Fw190A5 (I believe it was an A5/U8 as the picture shows no outer wing Cannon or cowling Mg) and a P-47D-4. The A-5 had its two inner wing Cannon removed and equivalent weights substituted as well as weights to represent the outer wing cannon and the cowling machine guns. The FW190 was described: "...as in exceptionally good condition for a captured airplane, and developed 42 inches manifold pressure on takeoff." (equivalent to 1.45 atas) The P-47 was equipped with Water Injection but not with a paddle bladed propellor. It had the early 'toothpick' propellor.
The tests were done between S.L. and 15,000ft. The pilot of the P-47 had 200 hours in P-40's and 5 hours in the P-47. The Fw190 Pilot had 300 hours in twin engine, 500 hours in single engine and 5 hours in the Fw190. Four separate flights of one hour each were conducted. All speeds are in IAS.
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Recorded Results
1) Acceleration
(a) 210mph to 275mph at 2,000ft. The Fw190 accelerated faster than the P-47 and gained approx. 200yds during the acceleration.
(b) 210mph to 275mph at 5,000ft. Results: Same.
(c) 200mph to full power at 5,000ft. The Fw190 accelerated faster than the P-47 initially and gained about 200yds, but at a speed of 330mph the P-47 rapidly overtook the Fw190 and gained about 2,000yds very quickly and was still accelerating. Water injection was used by the P-47.
(d) 220mph to 300mph with full throttle at 15,000ft. Again the Fw190 initially gained about 200yds but the P-47 quickly overtook it. The FW high speed supercharger cut in automatically at this altitude, and this supercharger seemed to cut in at lower altitudes when a speed in excess of 340mph was attained by diving.
2) Climb
(a) 2,000ft to 7,000ft, starting at 250mph. Both airplanes were pulled up rapidly to the angle of maximum climb and held until altitude of 8,500 was reached. The Fw190 climbed faster than the P-47 through the first 1500 ft, but the P-47 quickly overtook it and steadily outclimbed it by 500 ft per minute. The P-47 used water injection and slightly overheated, while the FW190 did not overheat.
(b) 10,000ft to 15,000ft, starting at 250mph. Again the Fw190 initially outclimbed the P-47 through the first 1,000ft, however the P-47 rapidly overtook and reached 15,000ft while the Focke Wulf was at 14,500ft.
3) Diving
(a) 10,000-3,000ft, starting at 250mph diving at an angle of 65 degrees with constant throttle setting. The Fw190 pulled away rapidly at the beginning, but the P-47 passed it at 3,000ft with a much greater speed and had a decidedly better angle of pull out.
4) Turning
(a) Turning and handling in excess of 250mph. The two airplanes alternately turned on each other's tail, holding in the turns as tightly as possible and alternating the turns first left then right. The P-47 easily outturned the Fw190 at 10,000ft and had to throttle back in order to keep from overrunning the FW190. The superiority of the P-47 in turning increased with altitude. The FW190 was very heavy in fore and aft control, vibrated excessively and tended to blackout the pilot.
(b) Turning and handling below 250mph. Turns were made so rapidly that it was impossible for the aircraft to accelerate. In making the usual rather flat turns in a horizontal plane, the FW190 was able to hang onto its propellor and turn inside the P-47. The FW190 was also able to accelerate suddenly and change to a more favourable position during the turn. However it was found the P-47 could get on the tail of the Fw190 by making a figure 8 in a vertical plane. In this maneuver, the P-47 , which was being pursued by the Fw190 in level flight attempted to execute a series of climbs, slow turns, and dives which would end up with the positions reversed and the P-47 on the tail of the FW190. The maneuver started with a a steep climbing turn to near stalling point, followed by a falloff and fast dive which ended in a pullout and fast climbing sweep whch again carried the plane up to the stall and fall off point. The P-47 built up more speed in the dive than the FW190 with the result that the Thunderbolt also climbed faster than the FW190 and also higher. The P-47 pilot merely waited for the FW190 to reach its stalling point below him and turned very neatly on the tail of the falling away FW190. With its much greater diving acceleration, the P-47 soon caught the FW190 in the second dive of his maneuver.
Conclusions
The P-47 with its tremendous firepower is at least as good as the FW190 at low altitude. There should be no question about engaging the FW190 in dogfight at low altitude; but it should be remembered the FW190 is a good airplane and has advantages at slow speeds.
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You will notice the test describes a tactic which could be used to defeat the 190. This spiral climb technique mirrors almost EXACTLY the technique which Robert Johnson describes having used to defeat the 190's he encountered.
And of course, the test results would have been much more in the P-47's favour had the paddle blade propellor been used.
