BF 109G-6 vs Spitfire Mk IX
The Complex Gustav Series: In the Summer of 1942, the 109G-2 first appeared; the successor of the 109F. The goal of the 109G series, was to create a more durable, beefy, well armored buff killer. The 109G-2 had improved top speed, ceiling and climb rate, however maneuverability was diminished due to the added weight of the extra armor, heavier engine, and non-retractable tailwheel. "Nitrous oxide (GM 1) injection was generally considered less effective than additional supercharging, and the next G-series production model, the Bf 109G-5 (which, like all subsequent variants, standardized on the twin fuselage-mounted MG 131 machine guns), was delivered with both the DB 605A engine and GM 1, and with the DB 605AS engine which used the larger super-charger of the DB 603...
The Bf 109G-6, which reached the assembly lines in the late autumn of 1942, was the first "standard" model intended from the outset to accept various Rustsatze (Field Conversion Sets) to increase it's suitability for specific operational tasks as the tactical situation dictated. Furthermore, the Bf 109G-6 could accept several versions of the DB 605A engine (from the spring of 1944 the DB 605D was also installed as an Umrust-Motor, or "Conversion Engine"), and the insulated cylindrical 25 Imp. gal. tank behind the cockpit could be used for either GM 1 or methanol water (MW 50), the latter being injected into the supercharger below the rated altitude of the engine... MW 50 boosted take-off power from 1,475 to 1,800 h.p., and made 1,700 h.p. available at 4 100 m. Some Bf 109G-6s received the DB 605ASCM engine which switched from 87 octane B4 fuel to 96 octane C3, affording special emergency power of 2,000 h.p. at sea level and 2,030 h.p. at 500 m., with 1,800 h.p. available at 5 000 m."
From William Green's Warplanes of the Third Reich.
On To The Flying! In Comparison with the Spitfire IX the Gustav's strengths are superior speed below 7 600 m, smaller turn radius, faster diving and better armor protection. Both aircraft have nearly equal rates of climb, and the Spitfire IX is more maneuverable, zoom climbs better and has better firepower. In fact, the Spitfire IX is just an outstanding design. It was the first Spitfire to have an emphasis on speed rather than turning, which makes it quite deadly. It is an insanely easy plane to fly, thus many newbies prefer it over any other. For this reason Spitfires may be some of your easiest kill, however veteran Spit9 pilots must be treated with extreme caution.
Attacking from above is nearly essential to take on the Spifire9. Your nose mounted heavy machine guns and 20mm cannon have improved firepower over the "Franz" with which to kill, though you'll need to be more careful with how long you drag out an engagement with a competent enemy. When diving on a Spitfire9, attack from his high , 5, 6, or 7 o'clock position, and if he breaks too early and ruins your shot DON'T waste precious energy by trying to press a bad attack. Zoom climb up high and wait for the right time to attack. Try and sucker him into a "Rope A Dope."
Hammerheads: The 109G series is much more difficult to pull through a slow stalling loop than the earlier variants. It is good to learn to hammerhead well in order to "rope a dope", which the 109 does better than any other plane in Warbirds. When hammerheading to the right, leave the throttle at full power and use full rudder, apply a bit of back pressure on the stick, and a bit of right aileron. With practice you'll just swing over side ways. As your nose is passing the horizon, it's good to lessen your rudder input gently, and increase back pressure on the stick. With practice you'll be set up in the direction of the enemy from whom you just zoom climbed away. A hammerhead to the left is more difficult as your rudder direction and engine torque are in the same direction, and your plane will want to start into a "dirty roll." Compensate for this by cutting the throttle at the last second when you want to start the hammerhead. You will then need to throttle up at around the same speed as you release rudder. Be careful and practice this a lot, otherwise you'll just end up spinning and be a very inviting target to the enemy below.
Never, ever chase a Spitfire9 down low. If he split-s' zoom climb up and let him waste his altitude. Don't follow a Spitfire9 through any maneuver. Use slashing attacks and don't play his games.
Knowing when to run: In a co-altitude merge with a Spit9, you really need to be careful with the first crucial moments of the engagement. This situation is much like a co-altitude merge between a 109E and a Spit1, however you do have the ability to run away yet a quick snap shot from a Spit9 can ruin your day. Do not attempt to spiral climb away from a Spit9 with the 109G6, he will shoot you dead. After you merge, zoom climb up and away from the Spit9, look behind yourself and observe what he does. If he has made a hard flat turn then you have a good chance of winning the fight. If he has zoom climbed then you may be in for a tough fight. Your goal is to sucker him into loosing altitude. When you see the Spitfire9 zoom climb after the merge, perform an Immelman and attempt to pass below him in a head on pass. More often than you'd think, the Spit9 will split-s! Even the pilots who appear to know what they're doing on the first pass will blow all their altitude if you pass below them the second time. If he does this, zoom climb, go as high as you can and you may gain the advantage. If you aren't so lucky, run. Run away and don't stop running until he gives up the chase. A good way to lose a close pursuing Spit is some variation of an outside loop. Just push the stick forward as far as you can, and use some roll so that you don't exit the maneuver in the exact opposite direction from which you started. Especially effective is to perform the first half of an outside loop, roll wildly and exit in the direction of your escape.
Turning The Tables: If a Spitfire9 attacks from above, suckering him into an extended chase situation is a way to turn the tables. I recommend a hard Rolling Scissors with some side slips and fake turns mixed in, your turn radius is much smaller than a Spit9's and you can force a overshoot quite easily. The best way to do this, is to implement the diving part of the Rolling Scissors at the crucial moment of overshoot. Often they'll continue diving or even spilt-s. At this moment you must hit WEP and zoom climb up as high as you can. Only try this when you are alone, never attempt to force overshoots when there are other enemies around. Instead, just run away.
Gauging The Enemy's Skill: This ability is more important in the Gustav vs Spit9 engagement than in any other 109. Carefully watch the moves your adversary makes, and try to estimate whether or not he is better than you. The Gustav does have powerful acceleration, and a better top speed than the Spit9. Use this when things just don't look right. The difficulty diversity of engagements you can have with Spit9's flying the Gustav is impressive, so "skill gauging" is an important ability.
Multi vs Multi Engagements: This match up is quite even. The Spit9's turning advantage is nullified if all 109G's attack Spit's who are on the tails of other 109s. The 109G is faster, but the Spit9 has better snap shot ability. This is all assuming equal pilot skill and competence in the 109G and Spit9. Usually Spit9 pilots are more competent at flying their aircraft than their 109G counterparts. Most only fly the 109G in scenarios or for novelty reasons, while the Spit9 is flown by more than half of the Warbirds population, since it is the easiest plane with which to be successful in Warbirds.
General Statements On Flying The Gustav :
A convergence setting of 280 m is good, since all guns are in the nose.
Never let the enemy get above you.
Don't press attacks for more than 90 seconds. After that it is probably better to leave and look for better targets.
Don't fire until your target is less than 280 m away.
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