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[Note below very inferior FW-190A handling while being an "estimated 400 mph target", and pulling "streamers at the bottom of an elongated loop" after which the pilot behaves as if he is blacked out, despite the elongation of the loop: Again tail down high deceleration sinking...]
http://www.spitfireperformance.com/mustang/combat-reports/20-murrell-2dec44.jpg
"Dogfight at 500 ft."--"Then he stopped cutting me off as I cut throttle, dropped 20 degrees of flaps and increased prop pitch"--"Gradually I worked the Me-109G away from the field and commenced to turn inside of him as I reduced throttle settings."
"I learned to fly with the "Cannon-Mersu" (MT-461). I found that when fighter pilots got in a battle, they usually applied full power and then began to turn. In the same situation I used to decrease power, and with lower speed was able to turn equally well. I shot down at least one Mustang (on 4th July 1944) in turning fight. I was hanging behind one, but I could not get enough deflection. Then the pilot made an error: he pulled too much, and stalling, had to loosen his turn. That gave me the chance of getting deflection and shooting him down. It was not impossible to dogfight flying a three-cannon Messerschmitt."
" When the enemy decreased power, I used to throttle back even more. In a high speed the turning radius is wider, using less speed I was able to out-turn him having a shorter turning radius. Then you got the deflection, unless the adversary did not spot me in time and for example banked below me. 250kmh seemed to be the optimal speed. (160 mph)"
- Kyösti Karhila
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Gunther Rall: "They (Rechlin) told us this new FW-190A could out-turn our Me-109F (900 lbs lighter than G), HOWEVER, I could out-turn it"
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Rechlin assessment team report (1942):
"In terms of maneuverability, the FW-190 completely outclasses the Me-109. With light positive controls making it easier to handle, the FW could out-turn and out-roll the Messerschmitt at any speed.
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Werner Seitz: "I liked the FW-190 very much. It was a much better airplane than the 109. You could curve it, you could fly fast... You could do everything with that aircraft. It was wonderful."
https://youtu.be/R0YLLBvIBFk
FW-190 vs BF-109 Werner Seitz
youtu.be
An old LW pilot on those two birds. High quality! Must see for every LW fan. Horrido!
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P-47D vs Me-109G [probably gondola equipped]: "We got to the deck. After 3-4 climbing turns I managed to get in a position to fire a deflection shot... We continued in a climbing lufberry indicating 140 mph."
http://www.wwiiaircraftperformance.org/p-47/er/78-mcdermott-25may44.jpg -------------------------------
P-47D vs Me-109G [likely gondola equipped as well, given the turn-climbing]. "We had no difficulty turning or climbing with them."
http://www.wwiiaircraftperformance.org/p-47/er/78-luckey-19may44.jpg---------------------------------------------------
(P-47Ds) "We started turning with several 109s and were having no difficulty doing it at 23 500 ft., with full tanks" "The E/A (109s)started to turn [12 000 ft.], and we out-turned them immediately."
http://www.wwiiaircraftperformance.org/p-47/er/78-covelle-19may44.jpg
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P-47D vs FW-190A-8 (December 1944): "We fought a running and turning fight Eastward during which I was out-turned several times which necessitated climbing and allowing the E/A to run [Eastward]."
http://www.wwiiaircraftperformance.org/p-47/er/78-bonebrake-19dec44.jpg
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Stability and control committee, "S.C. 1718", 24 April 1944:
P-47D versus FW-190A at Low Altitudes:
Turning
above 250 mph:
"The P-47 easily out-turned the FW-190 at 10 000 ft., and had to throttle back to avoid overrunning the FW-190. The P-47's turning superiority increased with altitude. The FW-190 vibrated excessively (at higher power) and had a tendency to black out its pilot. [Again, pitch up tail-sinking deceleration]
Turning
below 250 mph:
"The turns were made so rapidly it was impossible for the airplanes to accelerate, and the ability of the FW-190 to hang in its propeller and turn inside the P-47 was very evident."
Eric Brown: "Duels in the Sky" P. 128:
"The critical point at which the change in trim occurred was around 220 mph, and it could easily be gauged while turning: At lower speeds the FW-190A had a tendency to tighten up the turn, but backwards pressure was necessary above 220 mph"
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Me-109G (possibly gondola equipped) vs P-47D at 140 mph on the deck:
William M McDermott, 26 May 1944: "I got to the deck in time to see white leader destroy a 109. As I banked away with my element to rejoin the formation I saw another 109 coming head on. The enemy aircraft and I both banked to the left at the same time. After 3 or 4 climbing turns I managed to get into a position to fire a deflection shot, using about two rings and observing no hits. We continued in a climbing Lufberry using full power and indicating 140 mph. I used two and half rings and observed a few hits on his tail surfaces. We continued circling for approximately another full turn when he suddenly snapped and spun in."
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P-51D vs 1945 late Me-109Gs or Ks:
Sq. Lt. Hearner (No 19 Sq) commenting 11 April 1945 battle over Lister airfield (P-51 Mk IV vs late Me-109Gs or Ks):
"The 109s we encountered were obviously an experienced bunch of boys. Their turning circle is decidedly better than ours at low speed. The lowering of 20 degrees of flaps may just enable us to hold them in the turn, although I feel they could outclimb us."
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Gunther Rall (274 kills) on the Me-109 and FW-190:
"They complemented one another. The 109 was like a rapier, the 190 was like a saber."
Rapier:

Saber:
Red Fleet, No. 37, November 4, 1943.:
"-They (FW-190s and Me-109s) interact in the following manner:
Me-109G will usually perform dive and climb attacks using superior airspeed after their dive.
FW-190 will commit to the fight even if our battle formation is not broken, preferring left turning fights."
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No math slaved and instrument deprived WWII test pilot was harmed during the making of this compilation.
Gaston