Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
IF the 109E stalled in level flight, engine off, at 74mph, the Cl would be 2.32, which is ridiculously high. At 84mph for the 109K4 the CL would be 2.4, an even higher number! Sorry, but those numbers just don't fly. (pardon the pun)
I can 'prove' your CL figure for the 190 as being correct
I can 'prove' your CL figure for the 190 as being correct, but the same formula does not 'prove' the 1.36 for the Spitfire. Sorry, but that number is incorrect.
Even the clipped wing Spitfire IX/XVI had a CL of 1.5.
I've seen that 1.36 number on a gaming forum, tested the formula that was supposedly used to get it and it didn't work.
As for stall speed, it is arguably the most important factor in max turn rate, particularly in combat situations. We have to use it as a reference. It is also one of the numbers we must have to calculate CL, and one of the numbers we can calculate if we already have CL. Thus, knowing the CL of the 109 as being 1.7, we can calculate stall speeds that are in all cases higher than those you have indicated for 109s, in the case of the 3400 kg 109K4 the stall speed is 100 mph.
The first prototype, the Fw 190 V1 powered by a 1,550 hp BMW 139 two-row 14-cylinder radial engine, with civil registration D-OPZE, was flown on 1 June 1939 and soon showed exceptional qualities for such a comparatively small aircraft, with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)).[8] The roll rate was 162 degrees at 410 km/h (255 mph) but the aircraft had a high stall speed of 205 km/h (127 mph). According to the pilots who flew the first prototypes, its wide landing gear made takeoff and landing easier, resulting in a more versatile and safer aircraft on the ground than the Bf 109. The wings spanned 9.5 meters (31 ft 2 in) and had an area of 15 m² (161.46 ft²).
At first the V5 used the same wings as the first two prototypes although, to make room for the bigger undercarriage, the wheel arches were enlarged by moving forward part of the leading edge of the wing root (in this form this prototype was called the V5k for kleine fläche/small wing). The V5 first flew in the early spring of 1940.
However, the weight increase was substantial, 635 kg (1,400 pounds), leading to higher wing loading and a deterioration in handling. As a result, following a collision with a ground vehicle in August 1940 that sent the V5 back to the factory for major repairs, it was rebuilt with a new wing, with a larger area, 18.30 m² (197 ft²) and span of 10.506 m (34 ft 5in) and which was less tapered in plan than the original design (the aircraft was now called the V5g for grosse fläche/large wing). This new wing platform was to be used for all major production versions of the Fw 190.
The stalling speeds of the 109E are as stated 74 mph flaps and gear up, and 61 mph gear flaps down, and this is from the Dash 1 (POH).
The guys who flew these planes have been telling us this for nearly 70 years, but we're just too smart and arrogant to believe them.
The Tempest arose from Hawker's desire to apply a new, thin wing to the Typhoon in order to enhance performance. The Tempest V combined the new semi-elliptical wing with the Typhoon airframe and Sabre II engine. The new wing was five inches thinner at the root with the maximum depth of the new section occurring farther back, at 37.5% of the chord, while the thickness/chord ratio was reduced, 14.5% at the root tapering to 10% at the tip.