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Originally Posted by pstyle
OK, so max-rate turn usually requires a constant speed and altitude as well, I cannot grantee that.
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Maybe for some form of calibration to put in a text book or manual --- but historically a constant speed/altitude turn in a 109 gave well below the practical max turn rate for a short engagement (though clearly giving optimal
sustained turn rate) and was regarded as a technique for mediocre pilots.
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Originally Posted by http://freespace.virgin.net/john.dell/spitcom.htm
There is more than one account by German wartime fighter pilots that suggest that many Luftwaffe novices did not use the turning performance of the 109 to the full. They seem to have regarded the point at which the automatic slots popped out as being a warning to ease back. Only more experienced pilots pushed the Bf109 to its limits. The way the slots operated could itself be a problem, causing the Bf109 to "buck" and throw off the aim of the Bf109 pilot, perhaps at the critical moment.
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From my understanding the historical way the 109 was flown by most of the experienced pilots was more the egg shaped turns described by Leykrauf. Deliberately pulling the slats out improves the instantaneous turn rate letting you crib lead for a snap shot or trade some excess speed for a few seconds at a better turn rate. However then you have to unload the wing again fairly smartly before too much E is lost and accelerate for a while before trying again.
I recall Molders may have had a different view on things but generally speaking flying the 109 in a nice neat circle was regarded as the best way possible to get shot down.
Max turn rate - like corner speed - is one of those armchair figures that its important not to get too fixated on.