I disagree with almost everything you've said here.
You use examples that have other explanations for the cause-effect relationship.
It was not gyroscopic twisting that makes turning a plane turn worse or better at different throttle speeds. You note the P-51 example dropped a whopping 20-degrees of flaps (almost half) and chopped throttle, and only after a prolonged turn fight gained advantage.
The simple explanation is he was turning slower, but tighter. The lesser skilled Me109 pilots (late 1944? Let's face it, few aces left by then) and probably the presence of gunpods or any number of other factors lead to the P51 shooting down the 109.
You make such a large and elaborate argument about this, as if it's a new and novel thing, but it's old-hat for most sims in gaming history. The reason you chop throttle isn't to turn better due to gyroscopic tendency, it's to get the better ANGLE, simple as that.
Ask the guys that fly P-47s in this game and rack up boucou kills. They drop the flaps and cut the throttle to the same end result: They use it to cut in behind somebody for a better angle.
(edit: typo fix)
-I was NOT talking about a GYROSCOPIC effect...
In a turn, the inside prop disc half move SLOWER forward (by an infinitesimal amount) than the outside disc half: To achieve that result means the ENTIRE thrust in the slower (inside-turn) disc half HAS to be overcome COMPLETELY: Partially overcoming the thrust would yield no forward speed difference between the inside-turn and oustside-turn disc half...
A rope with 200 lbs hanging from it, the 200 lbs weight being pushed up with a force of 100 lbs, will still have 100 lbs of tension in it... However infinitesimal the difference in velocity between the inside/outside-turn prop disc halves, you have to overcome ALL of the relevant disc thrust half to gain any difference in forward movement speed of the disc halves...
In effect, the center of the whole disc's thrust moves into the inside-turn disc half, gaining probably a small leverage against the nose being raised.
The trouble is, however small the leverage, the prop blade makes a right-angle stress-riser against the nose, enormously increasing the pressing down on the wing's center of lift, meaning you have to reduce power if you want to reduce your REAL-LIFE wingloading...
Jets have no 90° stress-risers, and thrust being at the rear, it is easier to raise a horizontal bottle by the rear end, or the middle, than by the neck...
Let's assume, for the sake of argument, that the elevator tail-depression force has equal leverage to the upper disc half not wanting to be pulled back: Same lenght roughly: longer tail than nose on a P-51, but then NO 90° stress-riser on the tail either, unlike the nose...
If the total disc thrust at WEP is say 4000 lbs: 1/2 of that is 2000 lbs. Equal leverage means the tail needs 2000 lbs of downward force just to defeat the upper disc half not wanting to be pulled back.
That is an EXTRA 2000 lbs of DOWNWARD force down on the wingloading: This would vary greatly if the prop aircraft nose is shorter compared to the wing's center of lift. Or if you unload the disc by downthrottling...
I don't see what gyroscopic effects have to do with any of this... The passive stability of an aircraft varies with power: It is greater the greater the prop disc load is: The prop disc load is at its greatest in the middle range of speeds, say 250-350 MPH for a P-51: these are the worst speeds for sustained turn rates on most but maybe not all WWII fighters...
Karhila preferred to downthrottle his Me-109G-6 down to 160 MPH: If he preferred this sustained turn rate for itself, or for the smaller sustained turn radius it offered, matters little: THAT is the speed he found most advantageous in the Me-109G-6 for prolonged turn-fighting... Similarly, the P-51D's best sustained turn rate was obviously very low with flaps down and prop on coarse: Around 190-200 MPH at most...
Nothing too difficult to get in what actual pilots have said...
Gaston
P.S. By the way, the P-47 is one of the few aircrafts that historically benefitted very little from downthrottling in sustained turns... Only for brief angle gains as far as I could see, and historically it also never used its flaps, at least its pilots NEVER mention using them in turns...
G.
