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SUPERMARINE SPITFIRE: VOLUME 2 PDF, EPUB, EBOOK

Philippe Listemann | 96 pages | 30 Apr 2015 | HISTOIRE & COLLECTIONS | 9782352503668 | English | Paris, Spitfire Volume 2 - Philippe Listemann - Häftad () | Bokus

The device was commonly referred to as 'Miss Shilling's Orifice'. The full remedy was to use the Bendix-Stromberg pressure carburettor , which allowed more precise metering of the amount of fuel used by the engine and prevented . This new carburettor was used from the Merlin 66 series and on all Griffon engines. In these engines the carburettor injected fuel at 5 psi through a nozzle direct into the and the compressed air-fuel mixture was then directed to the cylinders. The final development was the SU injection carburettor, that injected fuel into the supercharger using a fuel pump driven as a function of crankshaft speed and engine pressures; although this was fitted to the series Merlins, which were not used in production Spitfires, it was used in the Griffon 60 and 80 series. The British measured boost pressure as lbs. Typically "absolute pressure" is indicated in inches of mercury because "absolute pressure" is dependent on multiple atmospheric influences and can be used to indicate and measure "vacuum", or pressure below atmospheric pressure, as well. Subjecting water to pressures above or below atmospheric pressure raise or lowers its triple points and causes it to boil at "standard" temperature if subjected to near one atmosphere of "vacuum" Such vacuum levels are common in spark-ignition internal-combustion engine intake manifolds at "idle" speeds and loads rendering water useless as a liquid-column manometer test medium. Even at lower vacuum levels it evaporates to readily and quickly to provide consistent vacuum readings. Since atmospheric pressure is a given and a "constant" a "boost gauge" or manometer calibrated to indicate 0 psi or in. Absolute pressure requires subtracting And "vacuum" is used to properly tune or systems and ignition timing as well as determine engine condition and diagnose engine malfunctions, mis- adjustments and failures. Such departures are generally far too small to make inflated "absolute" vacuum pressure use practical or even possible. Therefore, "gauge pressures" independent of atmospheric pressure-influenced "absolute" pressures are preferred for monitoring, tuning and diagnosing engine operation and performance when mechanical fuel systems and gauges are in use. Outside of MAP sensor data "gauge pressure" is typically used for engine system vacuum and pressure measurement. Which is why "boost gauges" almost universally indicate 0 psi at idle speed and load. In an attempt to boost the performance of the Spitfire Mk1 in May , RAe scientists including Hayne Constant developed a 'propulsive duct'. This was in essence a simple ram jet, fed by petrol, utilising the Meredith effect. Bench tests showed that the increase in speed was not significant and the device was not flight tested. In the idea was reconsidered as a counter to the threat of the V1. Aircraft such as the and were not widely available and the Spitfire would only be able to intercept in a diving attack. Baxter and C. Smith at Farnborough reviewed the work and concluded that it was practical but problems with and pressure loss were encountered and the V1 had been beaten before they were solved. Due to the many differences in production Spitfires, performance could vary widely, even between aircraft with the same Mark number. Factors such as weight, external fittings, and engine condition, among others, influenced how an aircraft performed. For example, even relatively minor damage on the wing leading edges could drastically reduce top speed. From Wikipedia, the free encyclopedia. Redirected from variants: specifications, performance and armament. Most L. Harvey-Bailey , p. This overboost condition was sustainable for five minutes and was in use from March Price , p. Air International Vol 15 No 4, October pp. Supermarine Spitfire. Supermarine R. Supermarine aircraft. Type Supermarine B. Mitchell Joe Smith. Rolls-Royce Limited aero engines. Larch Rolls-Royce RZ. Du kanske gillar. The Supermarine Spitfire Mk. By , the career of the Spitfire is well underway and the RAF has a powerful aircraft with the Mark V that exceeds all expectations. Yet the RAF is already preparing for its successor and new versions are being considered to keep the fighter a step ahead of the opponent. Manufactured until the end of the war and used on all fronts, this aircraft became the standard fighter of the RAF and was widely exported, particularly after the end of hostilities. IX equipped with an engine produced by Packard in the . Supermarine Spitfire V Vol. 2

Operation Firedog during the saw the Spitfire fly over 1, operational sorties against the Malayan Communists. To mark the special occasion, ground crewmen had painted 'The Last' on the aircraft's nose. This was also the last known flight of a piston-engined fighter in the RAF. At the time, British Commonwealth forces were involved in possible action against over Malaya and Nicholls decided to develop tactics to fight the Indonesian P Mustang, a fighter that had a similar performance to the PR Mk It had been maintained in running condition by ground crews at Binbrook, and after a short time was participating in the trials. It was concluded that the most effective and safest way for a modern jet-engined fighter to attack a piston-engined fighter was to engage full at an altitude lower than the Spitfire, and circle behind it to perform a hit-and-run attack, contrary to all established fighter-on-fighter doctrine at that time. Stuka . This aircraft was the th built and first flew in April It flew operationally with No. After repair, it was used for training until August , when it became one of several aircraft veterans that were allocated to the Air Historical Branch for future museum preservation. What may be the most originally restored Spitfire in the world is maintained at in Polk City, Florida. Owner insisted that the aircraft be restored as closely as possible to its original condition. Machine guns, , gun sight and original working radios are all installed. It is one of only four flying MK 1 Spitfires in the world. After hostilities ceased in Asia in , a number of Spitfire Mk. XIVs were reportedly buried, after being greased, tarred and prepared for long-term storage, in crates in Burma. Excavations carried out at Yangon International Airport formerly RAF Mingaladon in early failed to locate any of the rumoured aircraft, [] [] and the team reported that they found no evidence that Spitfires were shipped there in crates or buried. British company Historic Flying Limited has either restored or built from scratch a significant proportion of the Spitfires that are now airworthy. Several other manufacturers have produced replica Spitfires, either as complete aircraft or as kits for self-building. Their Supermarine Aircraft Spitfire is supplied in kit form and is the only all- aluminium reproduction Spitfire in production. Greenwood Military Aviation Museum is also home to a replica non-flying Spitfire. During and after the Battle of Britain, the Spitfire became a symbol of British resistance: for example, Lord Beaverbrook's "Spitfire Fund" of was one campaign which drew widespread public attention to the Spitfire. The Spitfire continues to be highly popular at airshows, on airfields and in museums worldwide, and holds an important place in the memories of many people, especially still living who flew the Spitfire in combat. Numerous films and documentaries featuring the Spitfire are still being produced, some of which are listed in this section. The Spitfire's performance improved greatly as WWII progressed, for more information see Supermarine Spitfire variants: specifications, performance and armament. From Wikipedia, the free encyclopedia. British single-seat WWII . For other uses, see Spitfire disambiguation. Supermarine Spiteful. Main article: Assembly. The was decided upon quite early on. Aerodynamically it was the best for our purpose because the induced drag caused in producing lift, was lowest when this shape was used: the ellipse was To reduce drag we wanted the lowest possible thickness-to-chord, consistent with the necessary strength. But near the root the wing had to be thick enough to accommodate the retracted undercarriages and the guns Mitchell was an intensely practical man The ellipse was simply the shape that allowed us the thinnest possible wing with room inside to carry the necessary structure and the things we wanted to cram in. And it looked nice. Main article: Supermarine Spitfire operational history. That any operational aircraft off the production line, sprouting from its and warts and all, could readily be controlled at this speed when the early such as Meteors , Vampires , Ps , etc, could not, was certainly extraordinary. Main articles: Supermarine Spitfire early Merlin powered variants ; Supermarine Spitfire late Merlin powered variants ; Supermarine Spitfire Griffon powered variants ; and Supermarine Spitfire variants: specifications, performance and armament. Main article: Supermarine Seafire. Main article: Supermarine Spitfire Griffon-powered variants. See also: List of Supermarine Spitfire operators. Main article: List of surviving Supermarine Spitfires. This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. April Learn how and when to remove this template message. Aviation portal. Many of Supermarine's records from this era were destroyed during a bombing raid in , and none of the surviving documents seemed to pin this down. This matter was almost conclusively answered in by aviation author Alfred Price, who received an account sheet with a handwritten note by Mitchell updating a line from "Not yet flown" to "Flew 5 Mar 36". What he meant was that he wanted nothing touched, especially the control settings, until he had consulted with Mitchell and the design team and suggested some improvements. One of these was the improbable Shrew. The name Spitfire was suggested by Sir Robert McLean , director of Vickers-Armstrongs at the time, who called his spirited elder daughter Annie Penrose "a little spitfire". Mitchell is reported to have said it was "just the sort of bloody silly name they would choose". Donald O. Finlay, the commanding officer of 41 Squadron from September to August , who adopted the aircraft as his personal mount. The same day P was delivered to the Squadron, 23 November , Finlay destroyed a Bf on his first operational sortie in the aircraft. The German government approved the deal, but only in return for a number of Rolls-Royce Kestrel engines. He also notes that Shenstone had worked with in Germany. Once the material was stretched and doped, it was weatherproof and aerodynamically smooth. Pilots who forgot to raise the flaps after landing often found themselves paying a fine. Test flying showed this aircraft also suffered engine cut-outs, due to the float-type carburettor of its Nakajima Sakae engine. The Americans devised tactics to counter the Zero in combat that took advantage of this and other results of testing the aircraft. The Spitfire, donated by the British government in , was the first example to come to the United States, and was used extensively as a propaganda tool, alongside the Stuka, recovered from the Middle East. Retrieved 27 September Retrieved 3 April Retrieved 7 November Pen and Sword. Archived from the original on 8 December Whirlwind: Westland's Enigmatic Fighter. Fonthill Media. Wiltshire Times. Retrieved 8 April Retrieved 9 September Retrieved 9 February Retrieved 26 June Retrieved 27 July Section 1, Fig. Retrieved 27 June I Hold My Aim. Allen and Unwin Limited. Lend-lease on airforce. Archived from the original on 5 July Retrieved 30 October In the skies of Russia, these fighters became participants in in the bloodiest battles over the Kuban. George — London: HMSO. Archived from the original on 5 December Retrieved 4 December In between 29 September and 2 November , the 4th — flying well over combat missions in Spitfires, Thunderbolts and Mustangs — compiled an impressive record of accomplishments and topped all 8th Air Force fighter groups with enemy aircraft destroyed. Archived 10 September at the Wayback Machine. Retrieved 14 July Retrieved 12 October Retrieved 30 August Retrieved 30 July Retrieved 23 February Royal Air Force Museum. Archived PDF from the original on 11 January Retrieved 19 June Retrieved 6 March Archived from the original on 25 August Retrieved 23 August BBC News , 16 February Retrieved 2 March His story came to a really depressing end" Archived 20 January at the Wayback Machine. Business Insider UK , 15 September Retrieved 1 May The Battle of Britain Memorial Trust. Archived from the original on 23 June Retrieved 16 January Birmingham Evening Mail. Archived from the original on 13 May Retrieved 25 January Archived from the original on 11 June Retrieved 11 December Aviation Museum Guide UK. Archived from the original on 5 November Retrieved 5 November Retrieved 8 December Retrieved 29 December Turner Classic Movies. Archived from the original on 6 June Retrieved 20 July The scenes set in the days leading up to the onset of the Second World War feature late model Mark XVI Spitfires with 'teardrop' canopies, four-bladed propellers and cannon in the wings. David Hanson. Archived from the original on 25 February Spitfires were gathered from all around the world to become a part of the temporary air force used to film the movie. The Washington Post. Archived from the original on 12 September Television. Archived from the original on 23 October Retrieved 23 October BBC World Service. Ackroyd, John. Journal of Aeronautical History 20 . London: Air Data Publications, Air Ministry. Merlin 61, 63, 66, 70 or Engine. Supermarine Aircraft since London: Putnam, Bader, Douglas. London: Cassell Military Books, Bodie, Warren M. Hayesville, North Carolina: Widewing Publications, , first edition Bowyer, Chaz. Supermarine Spitfire. London, Arms and Armour Press, Bowyer, Michael. Interceptor Fighters for the Royal Air Force — Wellingborough, UK: Patrick Stevens, Brown, Eric. Bungay, Stephen. London: Aurum, Buttler, Tony. British Secret Projects: Fighters and Bombers — Hersham, UK: Midland, Carpenter, Chris. Flightwise: Part 1, Principles of Aircraft Flight. Shrewsbury, UK: AirLife, Cross, Roy and Gerald Scarborough. Messerschmitt Bf , Versions B-E. London: Patrick Stevens, Cull, Brian with Fredrick Galea. London: Grub Street, Danel, Raymond and Jean Cuny. Deere, Brendon. Spitfire: Return to Flight. Deighton, Len. London: Grafton Delve, Ken. London: Greenhill books, Dibbs, John and Tony Holmes. Spitfire: Flying Legend. , UK: Osprey Publishing, Eforgan, Estel. : The Lost Actor. Ethell, Jeffrey L. World War II in the Air. Annapolis, Maryland: Naval Institute Press, Paul, Minnesota: Motorbooks International, Flack, Jeremy. London: Chancellor Press, Flintham, Victor. New York: Facts on File, Gilman J. KG London: Pan Books Ltd. Spitfire: The Illustrated Biography. London: Atlantic Books, Green, Peter. , No. Green, William. Famous Fighters of the Second World War, 3rd ed. New York: Doubleday, Green, William and Gordon Swanborough. The Great Book of Fighters. Gueli, Marco. Gunston, Bill et al. Henshaw, Alex. Sigh for a Merlin: Testing the Spitfire: 2nd Revised edition. London: Crecy Publishing, Holland, James. New York: Miramax Books, Holmes, Tony. Spitfire vs Bf Battle of Britain. London: Osprey Aerospace, Edison, New Jersey: Chartwell Books, Jane, Fred T. London: Studio, New York: Crescent Books, Keith, C. George, Allen and Unwin Ltd, London, Lednicer, David A. McKinstry, Leo. Spitfire: Portrait of a Legend. London: John Murray, Morgan, Eric B. Spitfire: The History 4th rev. London: Key Publishing, Spitfire: The History 5th rev. Morison, Samuel Eliot. Breaking the Bismarcks Barrier. Castle Books, Marlborough, Wiltshire, UK: Airlife, Price, Alfred. Late Marque Spitfire Aces — Oxford, UK: Osprey Publishing, Spitfire: A Documentary History. London: Macdonald and Jane's, Lots in here for the historian and the Spitfire fan, plus lots of inspiration for modellers looking for some interesting colour and marking schemes. Philippe Listemann is a well known expert on the history of the RAF. He is both author and publisher of many books in English in the series 'Allied Wings' and 'Famous Squadrons'. Du kanske gillar. The Supermarine Spitfire Mk. By , the career of the Spitfire is well underway and the RAF has a powerful aircraft with the Mark V that exceeds all expectations. Supermarine Spitfire - Wikipedia

With the two-stage, two-speed supercharger, two sets of power ratings can be quoted. As a result, the maximum power generated by the Merlin 61 in F. Spitfire variants. The original production variants of the Merlin used an SU manufactured carburettor in which the fuel flow was metered through a float. In most circumstances this proved to be sufficient but during the air battles over Dunkirk and during the Battle of Britain it was found that whenever the Merlin was subjected to negative "g" forces, such as a quick "bunt" into a dive, the engine would briefly lose power through petrol starvation. This was because the petrol in the float was being thrown away from the feed pipe to the supercharger. The fuel injected Daimler-Benz DB engine gave the Bf especially an advantage over the carburettor-equipped engine; no Spitfire could simply "bunt" and dive away from an opponent as the could. It partly cured the problem of fuel starvation in a dive. The device was commonly referred to as 'Miss Shilling's Orifice'. The full remedy was to use the Bendix-Stromberg pressure carburettor , which allowed more precise metering of the amount of fuel used by the engine and prevented fuel starvation. This new carburettor was used from the Merlin 66 series and on all Griffon engines. In these engines the carburettor injected fuel at 5 psi through a nozzle direct into the supercharger and the compressed air-fuel mixture was then directed to the cylinders. The final development was the SU injection carburettor, that injected fuel into the supercharger using a fuel pump driven as a function of crankshaft speed and engine pressures; although this was fitted to the series Merlins, which were not used in production Spitfires, it was used in the Griffon 60 and 80 series. The British measured boost pressure as lbs. Typically "absolute pressure" is indicated in inches of mercury because "absolute pressure" is dependent on multiple atmospheric influences and can be used to indicate and measure "vacuum", or pressure below atmospheric pressure, as well. Subjecting water to pressures above or below atmospheric pressure raise or lowers its triple points and causes it to boil at "standard" temperature if subjected to near one atmosphere of "vacuum" Such vacuum levels are common in spark-ignition internal-combustion engine intake manifolds at "idle" speeds and loads rendering water useless as a liquid-column manometer test medium. Even at lower vacuum levels it evaporates to readily and quickly to provide consistent vacuum readings. Since atmospheric pressure is a given and a "constant" a "boost gauge" or manometer calibrated to indicate 0 psi or in. Absolute pressure requires subtracting And "vacuum" is used to properly tune carburetors or fuel injection systems and ignition timing as well as determine engine condition and diagnose engine malfunctions, mis- adjustments and failures. Such departures are generally far too small to make inflated "absolute" vacuum pressure use practical or even possible. Therefore, "gauge pressures" independent of atmospheric pressure-influenced "absolute" pressures are preferred for monitoring, tuning and diagnosing engine operation and performance when mechanical fuel systems and gauges are in use. Outside of MAP sensor data "gauge pressure" is typically used for engine system vacuum and pressure measurement. Which is why "boost gauges" almost universally indicate 0 psi at idle speed and load. In an attempt to boost the performance of the Spitfire Mk1 in May , RAe scientists including Hayne Constant developed a 'propulsive duct'. This was in essence a simple ram jet, fed by petrol, utilising the Meredith effect. Bench tests showed that the increase in speed was not significant and the device was not flight tested. In the idea was reconsidered as a counter to the threat of the V1. Aircraft such as the Hawker Tempest and Gloster Meteor were not widely available and the Spitfire would only be able to intercept in a diving attack. Baxter and C. Smith at Farnborough reviewed the work and concluded that it was practical but problems with drag and pressure loss were encountered and the V1 had been beaten before they were solved. Due to the many differences in production Spitfires, performance could vary widely, even between aircraft with the same Mark number. Factors such as weight, external fittings, airframe and engine condition, among others, influenced how an aircraft performed. For example, even relatively minor damage on the wing leading edges could drastically reduce top speed. From Wikipedia, the free encyclopedia. Redirected from Supermarine Spitfire variants: specifications, performance and armament. Most L. Harvey-Bailey , p. This overboost condition was sustainable for five minutes and was in use from March Price , p. It had been envisaged that much larger cameras would be installed in the immediately behind the pilot but at the time RAF engineers believed this would upset the Spitfire's centre of gravity. Cotton was able to demonstrate that by removing lead weights, which had been installed in the extreme rear fuselage to balance the weight of the constant speed propeller units, it was possible to install cameras with longer focal-length lens in the fuselage. The Type B was the first to dispense with the heavy bullet resistant windscreen. The extra fuel was carried in the tank behind the pilot and in a 30 gal l blister tank under the port wing, which was counterbalanced by a camera installation in a fairing under the starboard wing. A larger oil tank was installed, necessitating the reshaping of the nose to the distinctive PR Spitfire "chin". The Type D carried so much fuel that it was nicknamed "the bowser ". The D shaped wing leading edges, ahead of the main , proved to be an ideal location for an integral tank. Accordingly, in early , work started on converting the leading edges, from rib four to rib 21, by sealing off the spar, outer ribs and all skin joins allowing 57 gal l of fuel to be carried in each wing. Because the work was of low priority and with the urgent need for fighters the first two, hand- built prototypes of the PR Type Ds were not available until October. These prototypes also had a 29 gal l tank in the rear fuselage. An additional 14 gal 63 l oil tank was fitted in the port wing. With the full fuel load the center of gravity was so far back the aircraft was difficult to fly until the rear fuselage tank had been emptied. Despite these difficulties the type quickly proved its worth, photographing such long distance targets as Stettin , Marseilles , Trondheim and Toulon. Once the first two Type Ds, P and P [59] had proven the concept the production aircraft, which were soon renamed PR Mk IV , were modified to increase the leading edge tank capacity to These aircraft were better balanced and had the more powerful Merlin 45 engine as used by the Mk V, along with heated cabins, which were a great comfort to pilots on such long flights. A total of Type Ds were built. This conversion carried an in a fairing under each wing. These faced forward, were splayed outwards slightly and aimed downwards at about 15 degrees below the horizontal. A 29 gal l fuel tank was fitted in the rear fuselage. N proved most useful as it was able to photograph targets under weather conditions that would make high altitude photography impossible and experience with this aircraft resulted in the development of the Type G. The Type F carried a 30 gal fuel tank under each wing, plus a 29 gal tank in the rear fuselage, as well as having an enlarged oil tank under the nose. It was a useful enough improvement that nearly all existing Type Bs and Type Cs were eventually converted to the Type F standard. Operating from East Anglia it was just able to reach, photograph and return from Berlin. Two vertical F24 cameras were also installed in the fuselage. The forward camera, installed below the oblique, could be fitted with a five-inch or an eight-inch lens while the rear camera could be fitted with an eight-inch or a inch lens. A feature of most PR Spitfires were the specially modified "Blown" canopies which incorporated large lateral teardrop shaped blisters, allowing the pilots a much clearer view to the rear and below, vital for sighting the cameras. On all unarmed PR conversions the gunsight was replaced by a small camera control box from which the pilot could turn the cameras on, control the time intervals between photos and set the number of exposures. In , a new system of mark numbers was introduced, independent of those used for the fighter versions. Also, several PR conversions were re-converted to later PR types. With the success of the trial it was decided to use this version of the Merlin in the Mk II which, it was decided, would be the first version to be produced exclusively by the huge new Lord Nuffield shadow at Castle Bromwich. This engine included a Coffman engine starter , instead of the electric system of earlier and some later versions of the Merlin, and it required a small "teardrop" blister on the forward starboard cowling. Deliveries were very rapid, and they quickly replaced all remaining Mk Is in service, which were then sent to Operational Training Units. The RAF had re-equipped with the new version by April These could be recognised by the fixed 40 gal l fuel tank which was fitted under the port wing. Several squadrons used this version to provide long-range bomber escort. R Mk II. The Merlin XII was replaced by the Mark XX, a "rescue pack" was fitted in the flare chute and smoke marker bombs were carried under the port wing. The Mk III was the first attempt to improve the basic Spitfire design and introduced several features which were used on later marks. The strengthened main undercarriage was raked forward two inches, increasing ground stability and had flaps to fully enclose the wheels when retracted. The tailwheel was also made fully retractable. The windscreen was redesigned, with a built-in, internal laminated glass, bulletproof panel and optically flat, laminated glass quarter panels. W replaced N when the latter was delivered to Rolls-Royce; W went on to become a test aircraft and was still being used in September Although the new Spitfire was developed to replace the earlier marks on the production lines, a decision to allocate the limited supplies of Merlin XX to the Hurricane II series meant that the Mark III lapsed. Priority then focused on the Mark V series. N became the power-plant development airframe, the wings were replaced with standard Type A and the aircraft was delivered to Rolls-Royce at Hucknall. A prototype Merlin 60 two-stage engine was subsequently installed, in effect making this aircraft renumbered the type the prototype Mk IX. Late in , the RAF predicted that the advent of the pressurised P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the , in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin the Mk VI. It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. The majority of the Mk Vs were built at Castle Bromwich. The VA continued to use the Type A wing with 8. A total of 94 were built. The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Starting in early the round section exhaust stacks were changed to a fishtail type, marginally increasing exhaust thrust. From mid alloy covered became a universal fitting. A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs — and all VCs — used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust. The VB series were the first Spitfires able to carry a range of specially designed slipper-type drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted just forward of the inboard flaps. When the tank was released, these hooks caught the trailing edge of the tank, swinging it clear of the fuselage. With the advent of the superb Focke-Wulf Fw in August the Spitfire was for the first time truly outclassed, [85] hastening the development of the "interim" Mk IX. The clipped wings increased the roll rate and airspeed at lower altitudes. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new desert scheme was applied. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings. As well as having most of the standard Mk V features this version had several important changes over the earlier Mk V, most of which were first tested on the Mk III. These included the re-stressed and strengthened fuselage structure and the new windscreen design, which was also used on some Vb Spitfires. The Vc also introduced the Type C or "Universal" wing along with the revised main undercarriage; the tops of these wings featured large, bulged fairings to provide clearance for the ammunition feed motors of two Hispano cannon. Because two cannon were seldom fitted, these fairings were later reduced in size to more streamlined shapes. In addition more armour plating was added, protecting the bottom of the pilot's seat and the wing ammunition boxes. In a note to the Air Ministry Air Vice Marshal wrote " [w]e designed the bomb gear so that there was no loss of performance when the bombs were dropped. Unlike the Hurricane bomb gear our Spitfire throws away all external fittings with the exception of a steel rib which protrudes less than one inch from the wing. This aircraft was stripped of all unnecessary weight, including all armour plating and the Hispano cannon, while the compression ratio of the Merlin 46 was increased by modifying the cylinder block. A four bladed propeller was fitted along with an Aboukir filter , a larger 9. The majority of these were used by Allied squadrons in the Mediterranean theatre including North Africa , Burma and in with No. The Vc initially suffered a high rate of mechanical failure in Australia, due to corrosion in engine cooling pipes that were unfilled and exposed to salt air, while being shipped from the UK. F Mk VBs arrived in The last of these Spitfires were taken out of service in In enough Spitfire VB trop s to equip one squadron were supplied to . Some were later fitted with the larger, pointed developed for later Merlin-powered Spitfires. This aircraft was repairable and started being test flown in German markings and colours at the Luftwaffe's central research facilities at Erprobungsstelle Rechlin. There it was proposed that the Spitfire's Merlin engine should be replaced by a Daimler-Benz DB A inverted Vee engine; the Spitfire was sent to Echterdingen , south of Stuttgart , where Daimler-Benz operated a flight testing division. When the Merlin engine was removed it was discovered that the fuselage cross section was virtually identical to that of the engine of a Messerschmitt Bf G. Consequently, a new engine support structure was built onto the Spitfire's fuselage and the DB engine and cowling panels added. A propeller unit and supercharger air intake from a Bf G completed the installation. Other changes made were to replace the Spitfire instruments with German types, and to change the volt electrical system to the German volt type. In this form the Daimler-Benz Spitfire started flying in early At the time that the Mk V was placed in production there were growing fears that the Luftwaffe were about to start mass-producing very high flying bombers such as the Junkers Ju 86 , which could fly above the reach of most fighters of the time. It was decided that a new Spitfire variant would be required with improved high altitude performance. The pressurised cabin was used to counter the physiological problems encountered by pilots at high altitudes. In addition, the side cockpit door was replaced with alloy skin and the canopy was no longer a sliding unit: externally there were no slide rails. Once the pilot was in, the canopy was locked in place with four toggles and sealed with an inflatable rubber tube. It could be jettisoned by the pilot in an emergency. Pressurisation was achieved by a Marshall-manufactured compressor located on the starboard side of the engine, fed by a long intake below the starboard exhaust stubs. Mk VIs were built with the Coffman cartridge starter, with a small teardrop fairing just ahead of the compressor intake. Otherwise the wings were Type B. The threat of a sustained high altitude campaign by the Luftwaffe did not materialise and only of the Mk VIs were built by Supermarine. At high altitudes it was discovered that modified Spitfire Vs could perform almost as well as the Mk VI. At low levels, especially, pilots were often forced to fly with the canopy removed because the cockpit would get uncomfortably hot and they were not confident it would be possible to jettison the canopy in case of an emergency. These aircraft had been "tropicalised" using the same bulky Vokes filter and other equipment used by Spitfire VB Trops, as well as being painted in a "desert" camouflage scheme. By the time these aircraft arrived they were no longer required to intercept high-flying Junkers Ju 86 P reconnaissance aircraft although there was a need for a pressurised RAF photo reconnaissance aircraft to carry out missions over Crete and the rest of . These Spitfires were used a few times in April and May but were withdrawn from service by August. They were the first pressurised PR Spitfires. They were used for low level reconnaissance in preparation for the Normandy landings. The breakdown of production figures is taken from "Spitfire: Simply Superb part three" , p. Information as to when the first production aircraft emerged is from the lists provided in Morgan and Shacklady The majority of the early P. R Spitfires were converted from existing and are not listed separately. From Wikipedia, the free encyclopedia. Redirected from Supermarine Spitfire early Merlin powered variants. Early variants of the Supermarine Spitfire. Main article: Supermarine Spitfire prototype K For the evolution of the Spitfire with the two-stage Merlin engine, see Supermarine Spitfire late Merlin powered variants. This often led to a condition known as "Spitfire knuckle" where pilots skinned their hand on the side of the cockpit while pumping. Early Spitfires were at a disadvantage against Bf s which, with their direct fuel injection , could push straight into a dive. Spitfire pilots would have to half roll into a dive, pulling the control column back to apply "positive G", then roll back out again, by which time the Bf was often long gone. Supermarine quickly produced a set of ailerons covered with light alloy and, in November , these were fitted to a trial Mk I. Pilots reported a considerable improvement in handling at high speeds. However, Spitfires were still being delivered with fabric covered ailerons in June Since his airfield was so close to the factory he arranged for the fighters to fly to the factory airfield and be refitted one at a time. A record needs to be set over a recognised course at a set altitude to be valid. It was the first in a new range of smooth, eggshell finish paints replacing the drag-inducing matt finishes in use up until Photo reconnaissance units were given a free hand by the RAF to use their own camouflage schemes and colours, hence many of the earlier PR Spitfires appeared in a variety of schemes, including an overall dark "Royal Blue" for many Mediterranean-based Spitfires. Eventually an overall "PRU Blue" became the standard scheme. London: Air Ministry, Retrieved 22 June Retrieved: 22 June Air Ministry. London: Air Data Publications, reprint. P E and A. III , 50 or 55 engine. Bader, Douglas. London: Cassell Military Books, Barbic, Vlasco. Deere, Brendon. Spitfire: Return to Flight. Dibbs, John and Tony Holmes. Spitfire: Flying Legend. Southampton, UK: Osprey Publishing, Harvey-Bailey, A. Jackson, Robert. London: Parragon Publishing, Jane, Fred T. London: Studio, Air Enthusiast Thirteen , Bromley, , UK. Matusiak, Wojtek. Supermarine Spitfire Mk V. Sandomierz, : Mushroom Model Publications, Wellington, : Ventura Publications, McKinstry, Leo. Spitfire — Portrait of a Legend. London: John Murray, Morgan, Eric B and Edward Shacklady. Spitfire: The History. Stamford: Key Books Ltd, Price, Alfred. London: Osprey Aerospace, Spitfire Mark V Aces — The Spitfire Story: New edited edition. London: Weidenfeld Military, The Spitfire Story: Revised second edition.

Supermarine Spitfire (early Merlin-powered variants) - Wikipedia

F Mark indicated whether the engines fitted were suited for low, medium or high altitude. The original Merlin and Griffon engine designs used single-stage . For engines equipped with a single-stage supercharger the air being forced through the supercharger air intake was compressed by the supercharger's impeller. A supercharger can be thought of either as artificially increasing the density of the air by compressing it — or as forcing more air than normal into the cylinder every time the piston moves down. The most fundamental change made to the later Merlin 60, 70, 80 and series and Griffon engines 60 and 80 series was the incorporation of a two-stage, two-speed supercharger, which provided a considerable increase in power, especially at higher altitudes. Two-stage refers to the use of two impellers on a common driveshaft, constituting two superchargers in series. The impellers were driven by a hydraulically operated two-speed gearbox. An intercooler was required to stop the compressed mixture from becoming too hot and either igniting before reaching the cylinders pre-ignition knocking or creating a condition known as knocking or detonation. The intercooler, which was separate from the engine cooling system, with its own supply of glycol and water coolant, was mounted in the induction system, between the outlet of the second-stage supercharger and behind the cylinder blocks. The hot air-fuel mixture from the supercharger was circulated though and around the coolant tubes and was then passed on to the main induction manifold, through which it was fed into the cylinders. The intercooler also circulated coolant through passages in the supercharger casing and between the impellers. With the two-stage, two-speed supercharger, two sets of power ratings can be quoted. As a result, the maximum power generated by the Merlin 61 in F. Spitfire variants. The original production variants of the Merlin used an SU manufactured carburettor in which the fuel flow was metered through a float. In most circumstances this proved to be sufficient but during the air battles over Dunkirk and during the Battle of Britain it was found that whenever the Merlin was subjected to negative "g" forces, such as a quick "bunt" into a dive, the engine would briefly lose power through petrol starvation. This was because the petrol in the float was being thrown away from the feed pipe to the supercharger. The fuel injected Daimler-Benz DB engine gave the Bf especially an advantage over the carburettor-equipped engine; no Spitfire could simply "bunt" and dive away from an opponent as the could. It partly cured the problem of fuel starvation in a dive. The device was commonly referred to as 'Miss Shilling's Orifice'. The full remedy was to use the Bendix-Stromberg pressure carburettor , which allowed more precise metering of the amount of fuel used by the engine and prevented fuel starvation. This new carburettor was used from the Merlin 66 series and on all Griffon engines. In these engines the carburettor injected fuel at 5 psi through a nozzle direct into the supercharger and the compressed air-fuel mixture was then directed to the cylinders. The final development was the SU injection carburettor, that injected fuel into the supercharger using a fuel pump driven as a function of crankshaft speed and engine pressures; although this was fitted to the series Merlins, which were not used in production Spitfires, it was used in the Griffon 60 and 80 series. The British measured boost pressure as lbs. Typically "absolute pressure" is indicated in inches of mercury because "absolute pressure" is dependent on multiple atmospheric influences and can be used to indicate and measure "vacuum", or pressure below atmospheric pressure, as well. Subjecting water to pressures above or below atmospheric pressure raise or lowers its triple points and causes it to boil at "standard" temperature if subjected to near one atmosphere of "vacuum" Such vacuum levels are common in spark-ignition internal-combustion engine intake manifolds at "idle" speeds and loads rendering water useless as a liquid-column manometer test medium. The Supermarine Spitfire Mk. By , the career of the Spitfire is well underway and the RAF has a powerful aircraft with the Mark V that exceeds all expectations. Yet the RAF is already preparing for its successor and new versions are being considered to keep the fighter a step ahead of the opponent. Manufactured until the end of the war and used on all fronts, this aircraft became the standard fighter of the RAF and was widely exported, particularly after the end of hostilities. The majority of the Mk Vs were built at Castle Bromwich. The VA continued to use the Type A wing with 8. A total of 94 were built. The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Starting in early the round section exhaust stacks were changed to a fishtail type, marginally increasing exhaust thrust. From mid alloy covered ailerons became a universal fitting. A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs — and all VCs — used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust. The VB series were the first Spitfires able to carry a range of specially designed slipper-type drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted just forward of the inboard flaps. When the tank was released, these hooks caught the trailing edge of the tank, swinging it clear of the fuselage. With the advent of the superb Focke-Wulf Fw in August the Spitfire was for the first time truly outclassed, [85] hastening the development of the "interim" Mk IX. The clipped wings increased the roll rate and airspeed at lower altitudes. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new desert camouflage scheme was applied. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings. As well as having most of the standard Mk V features this version had several important changes over the earlier Mk V, most of which were first tested on the Mk III. These included the re-stressed and strengthened fuselage structure and the new windscreen design, which was also used on some Vb Spitfires. The Vc also introduced the Type C or "Universal" wing along with the revised main undercarriage; the tops of these wings featured large, bulged fairings to provide clearance for the ammunition feed motors of two Hispano cannon. Because two cannon were seldom fitted, these fairings were later reduced in size to more streamlined shapes. In addition more armour plating was added, protecting the bottom of the pilot's seat and the wing ammunition boxes. In a note to the Air Ministry Air Vice Marshal Keith Park wrote "[w]e designed the bomb gear so that there was no loss of performance when the bombs were dropped. Unlike the Hurricane bomb gear our Spitfire throws away all external fittings with the exception of a steel rib which protrudes less than one inch from the wing. This aircraft was stripped of all unnecessary weight, including all armour plating and the Hispano cannon, while the compression ratio of the Merlin 46 was increased by modifying the cylinder block. A four bladed de Havilland propeller was fitted along with an Aboukir filter , a larger 9. The majority of these were used by Allied squadrons in the Mediterranean theatre including North Africa , Burma and in Australia with No. The Vc initially suffered a high rate of mechanical failure in Australia, due to corrosion in engine cooling pipes that were unfilled and exposed to salt air, while being shipped from the UK. F Mk VBs arrived in The last of these Spitfires were taken out of service in In enough Spitfire VB trop s to equip one squadron were supplied to Turkey. Some were later fitted with the larger, pointed rudder developed for later Merlin-powered Spitfires. This aircraft was repairable and started being test flown in German markings and colours at the Luftwaffe's central research facilities at Erprobungsstelle Rechlin. There it was proposed that the Spitfire's Merlin engine should be replaced by a Daimler-Benz DB A inverted Vee engine; the Spitfire was sent to Echterdingen , south of Stuttgart , where Daimler-Benz operated a flight testing division. When the Merlin engine was removed it was discovered that the fuselage cross section was virtually identical to that of the engine nacelle of a Messerschmitt Bf G. Consequently, a new engine support structure was built onto the Spitfire's fuselage and the DB engine and cowling panels added. A propeller unit and supercharger air intake from a Bf G completed the installation. Other changes made were to replace the Spitfire instruments with German types, and to change the volt electrical system to the German volt type. In this form the Daimler-Benz Spitfire started flying in early At the time that the Mk V was placed in production there were growing fears that the Luftwaffe were about to start mass-producing very high flying bombers such as the Junkers Ju 86 , which could fly above the reach of most fighters of the time. It was decided that a new Spitfire variant would be required with improved high altitude performance. The pressurised cabin was used to counter the physiological problems encountered by pilots at high altitudes. In addition, the side cockpit door was replaced with alloy skin and the canopy was no longer a sliding unit: externally there were no slide rails. Once the pilot was in, the canopy was locked in place with four toggles and sealed with an inflatable rubber tube. It could be jettisoned by the pilot in an emergency. Pressurisation was achieved by a Marshall-manufactured compressor located on the starboard side of the engine, fed by a long intake below the starboard exhaust stubs. Mk VIs were built with the Coffman cartridge starter, with a small teardrop fairing just ahead of the compressor intake. Otherwise the wings were Type B. The threat of a sustained high altitude campaign by the Luftwaffe did not materialise and only of the Mk VIs were built by Supermarine. At high altitudes it was discovered that modified Spitfire Vs could perform almost as well as the Mk VI. At low levels, especially, pilots were often forced to fly with the canopy removed because the cockpit would get uncomfortably hot and they were not confident it would be possible to jettison the canopy in case of an emergency. These aircraft had been "tropicalised" using the same bulky Vokes filter and other equipment used by Spitfire VB Trops, as well as being painted in a "desert" camouflage scheme. By the time these aircraft arrived they were no longer required to intercept high-flying Junkers Ju 86 P reconnaissance aircraft although there was a need for a pressurised RAF photo reconnaissance aircraft to carry out missions over Crete and the rest of Greece. These Spitfires were used a few times in April and May but were withdrawn from service by August. They were the first pressurised PR Spitfires. They were used for low level reconnaissance in preparation for the Normandy landings. The breakdown of production figures is taken from "Spitfire: Simply Superb part three" , p. Information as to when the first production aircraft emerged is from the serial number lists provided in Morgan and Shacklady The majority of the early P. R Spitfires were converted from existing airframes and are not listed separately. From Wikipedia, the free encyclopedia. Redirected from Supermarine Spitfire early Merlin powered variants. Early variants of the Supermarine Spitfire. Main article: Supermarine Spitfire prototype K For the evolution of the Spitfire with the two-stage Merlin engine, see Supermarine Spitfire late Merlin powered variants. This often led to a condition known as "Spitfire knuckle" where pilots skinned their hand on the side of the cockpit while pumping. Early Spitfires were at a disadvantage against Bf s which, with their direct fuel injection , could push straight into a dive. Spitfire pilots would have to half roll into a dive, pulling the control column back to apply "positive G", then roll back out again, by which time the Bf was often long gone. Supermarine quickly produced a set of ailerons covered with light alloy and, in November , these were fitted to a trial Mk I. Pilots reported a considerable improvement in handling at high speeds. However, Spitfires were still being delivered with fabric covered ailerons in June Since his airfield was so close to the factory he arranged for the fighters to fly to the factory airfield and be refitted one at a time. A record needs to be set over a recognised course at a set altitude to be valid. It was the first in a new range of smooth, eggshell finish paints replacing the drag-inducing matt finishes in use up until Photo reconnaissance units were given a free hand by the RAF to use their own camouflage schemes and colours, hence many of the earlier PR Spitfires appeared in a variety of schemes, including an overall dark "Royal Blue" for many Mediterranean-based Spitfires. Eventually an overall "PRU Blue" became the standard scheme. London: Air Ministry, Retrieved 22 June Retrieved: 22 June Air Ministry. London: Air Data Publications, reprint. P E and A. III , 50 or 55 engine. Bader, Douglas. London: Cassell Military Books, Barbic, Vlasco. Deere, Brendon. Spitfire: Return to Flight. Dibbs, John and Tony Holmes. Spitfire: Flying Legend. Southampton, UK: Osprey Publishing, Harvey-Bailey, A. Jackson, Robert. London: Parragon Publishing, Jane, Fred T. London: Studio, Air Enthusiast Thirteen , Bromley, Kent, UK. Matusiak, Wojtek. Supermarine Spitfire Mk V. Sandomierz, Poland: Mushroom Model Publications, Wellington, New Zealand: Ventura Publications, McKinstry, Leo. Spitfire — Portrait of a Legend. London: John Murray, Morgan, Eric B and Edward Shacklady. Spitfire: The History.

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