True for FW 190 and Me 109 pilots, but the few fighter Me 262s only got into the hands of very experienced pilots or even aces. That didn't help you though when a rednosed Mustang strafed you on the ground at the airfield or you lacked kerosene and ammo for longer engagements.
The P-38 did well in the Pacific, but Luftwaffe pilots were largely unimpressed. Of course it was at the time the only US fighter with the range and altitude capabilites to guard the B-17 and -24 fleets. The Luftwaffe pilots respected the Thunderbolt though it wasn't really what they regarded a proper fighter. The first US fighter that really impressed them was the P-51, I guess it met more with their concept of what a fighter should look and feel like when being flown.
The Luftwaffe never had a fighter with really good manoeuvrability. As such, the Me 262's bad turn radius was nothing new for them and did not warrant adjustment of tactics, they had all lived and breathed that you could almost always outdive Allied fighters, often outclimb them, but almost never outturn them. The Me 109, small as it was, could be outturned by nearly any Allied fighter, the late-war Gustav version was even more unmanoeuvrable. The Focke-Wulf 190 was more manoeuvrable than the Me 109 but still less manoeuvrable than almost all other Allied single engine opponents. Of course, the crux of the Focke Wulf 190 A (the air-cooled engine model, the D model with its liquid-cooled engine was excellent at high altitudes, but only came out in September 44 when quality had become largely irrelevant versus quantity) - was its rapidly deteriorating performance at 20,000 feet and above, but that was the altitude where most of the Western Front air battles from late 1943 onwards took place, which is why the Focke-Wulf did better in Russia where low altitude fighting was the norm. That said, Russian pilots deemed the Me 109 the more formidable opponent while Western Allied pilots flying captured Me 109s and FW 190ies preferred the latter for its more good-natured handling.
