Here are some facts about one of the world’s most famous planes.The company behind the Spitfire was Supermarine. For high speed testing, the flying tail was fitted to the fastest aircraft available, a Supermarine Spitfire.
By late 1944, Spitfire XIVs were fitted with an extra 33 gal in a rear fuselage fuel tank, extending the fighter's range to about 850 miles (1,370 km) on internal fuel and a 90 gal drop tank.The first test of the aircraft was in intercepting V1 flying bombs and the Mk XIV was the most successful of all Spitfire marks in this role. Wing Commander It was truly an impressive machine, being able to climb almost vertically – it gave many Luftwaffe pilots the shock of their lives when, having thought they had bounced you from a superior height, they were astonished to find the Mk XIV climbing up to tackle them head-on, throttle wide open!F Mk XIVs had a total of 109.5 gal of fuel consisting of 84 gal in two main tanks and a 12.5 imp gal fuel tank in each leading edge wing tank; other 30, 45, 50 or 90 gal drop tanks could be carried. Fast and maneuverable, the Mark V had a top speed of 369mph (almost 594 kph) and could climb 20,000 feet (6,096 meters) in seven-and-a-half minutes, with a flight ceiling of 36,500 feet (11,125 meters). Late production aircraft were built with the lighter, short-barrelled, electrically fired Mark V Hispano cannon. It was identical in most respects including engine (the Griffon 65) and cockpit enhancements, but it carried extra fuel and had a revised, stronger wing structure. He died of cancer in 1937 at the age of 42, with his seaplanes still his most famous creations.The first flight by a Spitfire took place on March 5, 1936. All had the larger "Although designed as a fighter-interceptor aircraft, the Spitfire proved its versatility in other roles. All this meant that the throttle needed to be handled judiciously on take-off but, once in the air, the aeroplane had a great feeling of power about it; it seemed to be the airborne equivalent of a very powerful sports car and was great fun to fly. They were quite unqualified to make such a judgement and later events would prove them totally wrong.After intensive test flying, the most serious problems were solved by changing the gearing to the trim tabs and other subtle control modifications, such that the Mk 21 was cleared for instrument flying and low level flight during trials in March 1945. When 150 octane fuel was introduced in mid-1944 the "boost" of the Griffon engine was able to be increased to +25 lbs (80.7"), allowing the top speed to be increased by about 30 mph (26 kn; 48 km/h) to 400 mph (350 kn; 640 km/h) at 2,000 ft (610 m).One problem which did arise in service was localised skin wrinkling on the wings and fuselage at load attachment points; although Supermarine advised that the Mk XIVs had not been seriously weakened, nor were they on the point of failure, the RAF issued instructions in early 1945 that all F and FR Mk XIVs were to be refitted with clipped wings.Late in 1944 a number of high-back full-span Mk XIVEs were converted by the Forward Repair Unit (FRU) to have a single camera fitted, facing to port or starboard; a conversion identical to that used on the FRU-converted FR Mk IXC. Mark XX was given to the original Mk IV Griffon engine prototype The Griffon engine drove an 11 ft (3.4 m)-diameter five-bladed propeller, some 7 in (18 cm) larger than that fitted to the Mk XIV.
As a fighter, the F Mk 24 armament consisted of 4 × short-barrelled Mk.5 20 mm Hispano cannon – operational experience had proved that the hitting power of these larger weapons was necessary to overcome the thicker armour encountered on enemy aircraft as the war progressed. An AFDU report on The Mk 22 was identical to the Mk 21 in all respects except for the cut-back rear fuselage, with the tear-drop canopy, and a more powerful 24 volt electrical system in place of the 12 volt system of all earlier Spitfires. Later models further improved upon this.The Spitfire also had an excellent range, improved by the use of disposable drop tanks to carry extra fuel. The first true Mk 21 prototype, ...it must be emphasised that although the Spitfire 21 is not a dangerous aircraft to fly, pilots must be warned ... in its present state it is not likely to prove a satisfactory fighter. It was built up until early 1946 but it was not until January 1947, that an RAF squadron, The first Mk XIXs entered service in May 1944, and by the end of the war the type had virtually replaced the earlier Mk XI. A third party opinion is necessary and the provider shouldn't be allowed anywhere near the process. The modified, hand-built wing was first fitted to a Mk VIII The final Spitfire variant, the Mk 24, was similar to the Mk 22 except that it had an increased fuel capacity over its predecessors, with two fuel tanks of 33 gal (150 l) each installed in the rear fuselage. I found that it had a spectacular performance doing 445 mph at 25,000 ft, with a sea-level rate of climb of over 5,000 ft per minute.... and this was transmitted to the rear propeller (which was rotating in the opposite direction) through the transitional bearing mechanism. Otherwise this version of the FR Mk XIVE was essentially the same as the standard aircraft. There were also zero-point fittings for rocket projectiles under the wings. The undercarriage legs also had a 7.75 in (19.7 cm) wider track to help improve ground handling. As the Spitfire gained more power and was able to fly at greater speeds the risk of The standard armament was now four 20mm Hispano IIs or the shorter, lighter Hispano V cannons, each with 150 rounds per gun. This was precisely the opposite result to that expected, or indeed intended.
The Spitfire was to be a sort of datum pacemaker – 'Mr Average Contemporary Fighter' – and its job would be to come in last, the real excitement of the proceedings being by how much it would be beaten by the Fw 190 and the Typhoon, and which of these two bright stars would beat the other and by how much.
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