shut whiner, didnt you know that 50 cals can enter the rear of a pIV and exit out the front.
Why wouldnt a 50 cal entering the tail travel through the plane, cockpit, eng and then through the radiator.
Hell hispanos could pass through 3 fw's the same way.
Also didnt you that since we fly more sorties that makes us better shots. We have Skillz that allow us d800 and beyond shots. We are just that good.
You lwhiners just keep whining. I have read a story of a p38 flying through the forest cutting acres of trees down and building a log cabin with custom furniture then flying 100 miles and killing 100 fws.
You just cant except the fact that you and your planes suck.
Everyone know spits could pass the speed of sound in a dive pull out at 6 gs and bleed no e. Forget all your charts that say other wise. The raf never runs at full power in those tests. They were afraid they may leak out to lw. Or that the powers that be will see how superior their aircraft were that they would stop development of newer versions.
Next you will complain that the 109e rolls to poorly or that the spit and hurri roll to well. Just lw biased. I bet you think you should have a great wep advantage. Well tough whiner.
Dont use data like this to help prove your points. It is nothing but a whine.....
SPITFIRE IX VERSUS FW 190A
TheFW190 was compared with a fully operational Spitfire IX for speed and manoeuvrability at heights up to 25,000 feet [7620 metres].
At most heights the Spitfire IX is slightly superior in speed to the FW190 -
the approximate differences in speed are as follows:
At 2,000 ft [610 m] the FW 190 is 7-8 mph [11-13 km/hr] faster than the Spitfire
At 5,000 ft [1524 m] the FW 190 and the Spitfire are approximately the same
At 8,000 ft [2440 m] the Spitfire IX is 8 mph [13 km/hr] faster than the FW 190
At 15,000 ft [4573 m] the Spitfire IX is 5 mph [8 km/hr] faster than the FW 190
At 18,000 ft [5488 m] the FW 190 is 3 mph [5 km/hr] faster than the Spitfire IX
At 21,000 ft [6400 m] the FW 190 and the Spitfire are approximately the same
At 25,000 ft [7622 m] the Spitfire IX is 5-7 mph [8-11 km/hr] faster than the FW 190
Climb:During comparative climbs at various heights up to 23,000 feet [7012 metres], with both aircraft flying under maximum continuous climbing conditions, little difference was found between the two aircraft although on the whole the Spitfire was slightly better.
Above 22,000 feet [6707 m] the climb of the FW 190 is falling off rapidly, whereas the climb of the Spitfire IX is increasing.
Dive: The FW 190 is faster than the Spitfire IX in a dive, particularly during the initial stage. This superiority is not as marked as with the Spitfire VB.
Manoeuvrability: The FW 190 is more manoeuvrable than the Spitfire IX except in turning circles.
The superior rate of roll of the FW 190 enabled it to avoid the Spitfire IX by turning over into a diving turn in the opposite direction.
The Spitfire IX's worst heights for fighting the FW 190 were between 18,000 and 22,000 feet [5486-6707m] and also below 3,000 feet [914m].
The initial acceleration of the FW 190 is better than that of the Spitfire IX under all conditions of flight, except in level flight at altitudes where the Spitfire has a speed advantage.
The general impression of the pilots involved in the trials is that the Spitfire Mark IX compares well with the FW 190. Providing the Spitfire IX has the initiative, it undoubtedly stands a good chance of shooting down the FW 190.
Inearly 1942 RAF fighters first encountered the Focke-Wulf 190 in numbers, and it became evident that the formidable German fighter was overwhelmingly superior in performance to the then current variant of Spitfire, the Mk VB. The Mark IX Spitfire was developed as an emergency response to this crisis.
SPITFIRE VB VERSUS FW 190A
Theaccount below is taken from the comparative trial of the Spitfire VB with the [captured] Focke-Wulf 190, flown by the Air Fighting Development Unit at Duxford in July 1942.
TheFW190 was compared with a Spitfire VB from an operational squadron, for speed and all-round manoeuvrability at heights up to 25,000 feet.
The FW 190 is superior in speed at all heights, and the approximate differences are as follows -
At 1,000 ft the FW 190 is 25-30 mph faster than the Spitfire VB
At 3,000 ft the FW 190 is 30-35 mph faster than the Spitfire VB
At 5,000 ft the FW 190 is 25 mph faster than the Spitfire VB
At 9,000 ft the FW 190 is 25-30 mph faster than the Spitfire VB
At 15,000 ft the FW 190 is 20 mph faster than the Spitfire VB
At 18,000 ft the FW 190 is 20 mph faster than the Spitfire VB
At 21,000 ft the FW 190 is 20-25 mph faster than the Spitfire VB
Climb:The climb of the FW 190 is superior to that of the Spitfire VB at all heights.
The best speeds for climbing are approximately the same, but the angle of the FW 190 is considerably steeper. Under maximum continuous climbing conditions the climb of the FW 190 is about 450 ft/min better up to 25,000'. With both aircraft flying at high cruising speed and then pulling up into a climb, the superior climb of the FW 190 is even more marked. When both aircraft are pulled up into a climb from a dive, the FW 190 draws away very rapidly and the pilot of the Spitfire has no hope of catching it.
Dive: Comparative dives between the two aircraft have shown that the FW 190 can leave the Spitfire with ease, particularly during the initial stages.
Manoeuvrability. The manoeuvrability of the FW 190 is better than that of the Spitfire VB except in turning circles, when the Spitfire can quite easily out-turn it. The FW 190 has better acceleration under all conditions
of flight and this must obviously be most useful during combat.
When the FW 190 was in a turn and was attacked by the Spitfire, the superior rate of roll enabled it to flick into a diving turn in the opposite direction. The pilot of the Spitfire found great difficulty in following this manoeuvre and even when prepared for it, was seldom able to allow the correct deflection. A dive from this manoeuvre enabled the FW 190 to draw away from the Spitfire which was then forced to break off the attack.
Several flights were carried out to ascertain the best evasive manoeuvres to adopt if 'bounced'. It was found that if the Spitfire was cruising at low speed and was 'bounced' by the FW 190, it was easily caught even if the FW 190 was sighted when well out of range, and the Spitfire was then forced to take avoiding action by using its superiority in turning circles. If on the other hand the Spitfire was flying at maximum continuous cruising and was 'bounced' under the same conditions, it had a reasonable chance of avoiding being caught by opening the throttle and going into a shallow dive, providing the FW 190 was seen in time. This forced the FW 190 into a stern chase, and although it eventually caught the Spitfire, it took some time and as a result was drawn a considerable distance away from its base. This is a particularly useful method of evasion for the Spitfire if it is 'bounced' when returning from a sweep. This manoeuvre has been carried out during recent operations and has been successful on several occasions.
Ifthe Spitfire VB is 'bounced' it is thought unwise to evade by diving steeply, as the FW 190 will have little difficulty in catching up owing to its superiority in the dive.
The above trials have shown that the Spitfire VB must cruise at high speed when in an area where enemy fighters can be expected. It will then, in addition to lessening the chances of being successfully 'bounced',
have a better chance of catching the FW 190, particularly if it has the advantage of surprise.
