I had taken the 6 gun option, and fuel state by the time I got to the fight was less than 50%. I was using WEP in the climbs, spiral climbing, level climbing, attempting wingovers with flaps, anything I did the brewster just had its nose glued to me and peppered me as I tried to get a gun lock on it.
With this loadout and weight, my performance was notably better than a D-40.
The wing loading on the FM2 is compared to the official F2A weights, not this super-lightened semi-frankenstein (?) we have in-game.
Krusty, a friend of mine (Erik Shilling) was an AVG pilot. At Chennault's request, he flew a mock engagement with an RAF B-339 at Rangoon in November of 1941. They took off together and climbed out side by side. Leveling off, the Brewster turned right and the Tomahawk turned left. After a few minutes, they reversed and merged directly over the runway. The instant their wingtips passed, the fight was on.
Shilling entered the merge at well over 400 mph, the B-339 considerably slower. Shilling pulled into a 3g, 45 degree chandelle, zooming up high and around on the Brewster. Typical of his experience flying Spitfires, the RAF pilot hauled the Brewster around in a punishing turn, nearly level. At that instant the fight was, in a realistic sense, over. Shilling was high above with lots of potential energy, while the Buffalo had scrubbed off much of its speed. The RAF pilot realized that he had been had as he saw the shark-mouth Tomahawk diving straight at him. He attempted to evade in every manner he could think of. This included cutting power and dropping flaps. Nothing worked, as Shilling would simply go vertical, roll and come right back in (textbook high yo-yo). He had the Brewster pinned down and there was nothing its pilot could do about it. Finally, Chennault called an end to duel and both landed.
My conversations with Erik revealed that he knew that the Brewster could out-turn his Tomahawk. He also knew that it climbed better. Shilling's big advantage was speed. His Curtiss was faster than the B-339. He also knew that the RAF blokes would rely on their training and concentrate on a turning fight (which cost them dearly against the Japanese). He exploited his advantage and dominated the more agile fighter.
One may ask, why was Shilling asked to fly the duel when there were pilots available who would become great aces? Chennault selected Shilling because "he was my best pilot. Shilling could out-fly anyone in the organization. That is why I picked him to build and pilot our photo ship (a modified Tomahawk). I knew Shilling could fly deep into Japanese air space, take the photos and get back."
The point Krusty, is that you have to avoid the strengths of the enemy and exploit the strengths of your aircraft. Your P-47N should have easily dominated the Brewster if you avoided trying to maneuver with it. Don't fight the way the other guy fights best. If you found yourself low and got bounced by the Brewster, there's little you can do except evade and build E. I've executed a perfect diving bounce on a 262 while flying an SBD in the DA. That doesn't mean the SBD is a "Frankenstein". It means that the 262 driver was not paying attention, and his decision to burn off his E was a bad one.
If you wish, we can go into the TA. I'll take a P-47N, you can fly the Brewster. We'll do a standard merge. I'll demonstrate my point.
The B-239 is not a super plane. It is highly maneuverable, with superior ailerons and light control forces. It's rate of climb is good for its genre, but inferior to almost all types encountered in the LWAs. Its great weakness is its lack of speed. Max speed at its best altitude is no more than 305 mph. Many of the late war fighters can do well over 400 mph at that height. Even the A-20G is faster on the deck; about 40 mph faster.
My regards,
Widewing
