First thanks for the replies
My first observation was that the Spit test you used didn't include the extra power from the 100 octane fuel
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Originally Posted by Crumpp
It does not change the outcome or outlook. Despite the higher wingloading, the Bf-109 has more excess thrust because it is lighter.
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I say it does make a difference as the extra boost came with a significant increase in power which significantly improves the power weight ratio. Also lighter is a factor but a bigger one is drag which is where the 109 loses out.
Re your second reply
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Don't confuse high load factors found in instantaneous performance with low load factors achievable in sustained performance
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You have a point but nowhere have I seen anything that says that the 109 had a better sustained performance. Also what is sustained? Everyone seems to agree that the SPit turned tighter and faster so what is sustained. Are you trying to say that after X turns the 109 would start catching up because it has a better sustained performance?
My understanding is that a sustained turn rate is one that can be maintained for long periods of time without losing altitude, maximising the turn rate and radius of turn.
On both these counts the Spit will beat the Me109 as proven in the Rae tests which were sustained turns without losing height
Re the Graph,s I still don't understand what you are trying to prove. Lift limit is a new term to me but I assume it has something to do with the max lift the wing will generate given a certain angle of bank, but how load factor impacts this I don't have a clue, as the load doesn't impact lift. Load factor increases with bank which will increase the amount of lift required but lift available in the wing is a constant
Thrust Limit is also a new term to me I assume its a power to weight thing, but again don't understand how load would impact it as thrust is a given depending on height etc but not as far as I am aware load factor. The thrust required is increased as the bank increases but in a given aircraft it is a fixed amount.