e-book Pilots notes for Spitfire F XII Griffon III or IV Engine

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It will be a beast. We need Mk XIV badly with that insane Griffon engine sound and without Gaijin turning it into slow brick with a roll rate of a pregnant whale. And here there are several accounts of XIVs using their high acceleration and maximum rate of climb to engage Mes and FWs, and to occasionally escape overly enthusiastic yet poorly educated American fighters. As the auxiliary slipper tanks had negligible effects on the Griffon Spitfires' performance, some of the FR XIVs which carried cannons, machine guns, and a camera had an additional recon camera mounted inside the slipper tank.

I too am eagerly awaiting the arrival of Griffon Spitfires in War Thunder. Just hope they accurately portray their historical counterparts. Stihaci letouny - Spitfire - s motorem Griffon. Supermarine Spitfire p. Griffon-Powered Spitfires. The Supermarine Spitfire: Griffon-Powered. A Comprehensive Guide for the Modeller Part 2 Griffon Spitfire Aces. XIV was the final nail in the coffin, it was high altitude fighter king. Where as the Griffin 65 had bhp on its own. Search In.

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Prev 1 2 Next Page 1 of 2. Report post. Posted February 12, edited. Why not in the game Griffon Engin Spitfires? Share this post Link to post Share on other sites. Posted February 12, These planes will be very interesting to play! This relase tree tooo old They will come when everything is ready.

Hopefully we'll get the version with the. The Mk XII would also be good as a tier 3. In their latest AMA they said the release tree is still valid and the next goal. The mk XVI is already in the game and it has. They will out turn any German plane with ease. That seems to show that the Tempest V in game is a bit slow. The Supermarine Spitfire entered service in WW2 and become one of the best known and iconic aircraft of the time.

In total there were 24 Marks of Spitfire produced, and many 'sub variants' within those versions. It was used by almost every Allied Air Force, and continued in service well after the war with countries such as Burma, Denmark, Egypt, and Israel. It also carried the 29 gallons of fuel in the rear fuselage. PR IE Only 1 example was built, and was used for low altitude recognisance duties. It carried 29 gallons of extra fuel in the rear fuselage. PR IF Also had 2 cameras fitted in the rear fuselage together with a 29 gallons fuel tank. An external fuel tank under each wing contained 30 gallons each.

PR IG Was also built for low altitude recognisance duties. I carried a camera, which could point either to the right or the left side. It also carried a 29 gallons fuel tank in the rear fuselage. The pilot could jettison a dinghy and supplies of water and food in order to help a pilot who ended up in the Channel. The Mk II was actually a Mk.

I fitted with a new Merlin XII engine, which was built to take a higher compressor boost at take-off and had a higher output at altitudes below 17, ft by using octane fuel instead of octane. Cartridge-starter: a push on the starter button fires a cartridge, which makes a wheel turn. At max. As something new the Mk II had an armour plate fitted behind the pilot. A Spitfire built there can be recognised by a more pointed spinner. Improving current Spitfire variants was very important; a change in production to new variants was demanding and caused halt in the production, whereas modifications and improvements could easily be implemented while production was running.

The Mk I had the problem that the elevators were too easy to operate causing that the pilot risked either a "red-out" or "black-out". In order to rectify this problem, a counter weight was added so that the pilot had to use more muscle power to operate the elevators. Mk IIA L. This was a Mk. IIA variant with extended fuel capacity, which gave it better endurance. One hundred of this variant were built. Although never built as a production variant this mark became one of the important ones.

The Mk. III was a prototype built on a strengthened Mk. Its wing tips had been removed in order to improve the roll-rate and flight at low level. Though the Mk III never went into mass production many of the improvements made to this variant were used on the later Mk. VC which again was the basis of the Mk. III had a retractable tailwheel, which was introduced on the Mk. In Mk. III, serial no. It was also fitted with a 4-blade Rotol propeller and served as a flying test bed. Late in N was worn out and started to fall apart; the airframe was not strong enough to handle all the tests and the Merlin 61 engine.

One single aircraft, which was built as a Mk. It was designated as the Mk. This prototype flew for the first time in An amusing story is connected to this model. A mentioned earlier Joe Smith at an early stage wanted to test the new Griffon engine in a Spitfire. It was at Supermarine's own risk when DP, which was the number of the first of the 2 Mk.

SPITFIRE FLYING, SELF-TAUGHT

IVs built, flew for the first time. At that time it had been established that the Spitfire Mk. V was no match to the Focke-Wulf or the BfF. Hawker had developed their new Typhoon, which was regarded as the fighter of tomorrow. An air-race between a captured FWA and a Typhoon was arranged. To participate as a reference aircraft - and expected looser - Supermarine was asked to provide a Spitfire. Test pilot Jeffrey Quill, who should fly the Spitfire at this race, got the idea that he could fly DP, because no one had told him in which Spitfire model he should race.

Joe Smith loved the idea. Then the 3 pilots arrived with their aircraft and it was decided that would fly in formation to a certain spot and turn back and race towards the finish line at Farnborough, where the VIPs expected to see the Typhoon beat the FW and the Spitfire as the hopeless number 3. When the race started the 3 aircraft raced at low altitude towards the finish and Quill unleashed all the power of DP and quickly put both the opponents behind him and won the race with a big margin.

This came as a total surprise for the furious VIPs, however, the result spoke for itself and an order for a of this variant designated as the Mk. Thus the future of the Spitfire was "saved", because the authorities believed that the Spitfire had been developed to its limits. PR ID. It was modified in a way so that it shared the same airframe as the Mk. It also had about gallons of increased fuel capacity. From to Mk. The first Mk. VA was still equipped with 8 0. The biggest change on the Mk. VA compared to the Mk. A modified supercharger increased the output to 1, hp, which improved the the performance of the Mk.

VB was also a descendant from the Mk. The engine was also a Merlin Except from the armament there were not many changes from VA to VB. VC was the ultimate Mk. It had taken around 90, man-hours to design the Mk. V, especially the C version. Thicker skin further strengthened the airframe. It was no longer enough to heat the weapons with warm air from the radiator. The system was changed so that additional warm air from the exhaust was led through the pipes down to the weapons. Another old problem was solved on Mk.

VC: the negative G-force cutting the engine. Every time a Spitfire chased an enemy aircraft, which went into a dive by pushing forward the stick, the Spitfire had problems with engine cutouts and consequent power and speed loss. So far the Spitfire pilots had to make a half roll before starting the dive. This slowed down the Spitfire during combat. Therefore a Bf could with relative ease dive away from a Spitfire, because the Daimler-Benz engine used in the Bf was fitted with fuel-injection. Many attempts were done to overcome this problem. It worked quite well, but the problem was not solved until a standard SU AVT40 float carburettor was modified by removing the floats and replacing them with a diaphragm unit.

This came as an unpleasant surprise for many German pilots when they discovered that their old manoeuvre did not work any more. The engines fitted with the the new type of carburettor was designated as the Merlin series. A Bendix Stromberg injector-carburettor was also tested, however, it increased the fuel consumption at high altitude without being better than the AVT Later Mk. Changes on small details on the Spit led to improved performance.

By moving the windscreen armour from the outside to inside of the cockpit another couple of mph were gained. Measuring the efficiency of the propeller led to modifications, which improved the propeller with approximately 3 percent thus adding 5 mph. All in all the top speed could be increased by 30 mph which were good if you were in a bad situation or trying to catch up with an enemy fighter. V had performed adequately to match the fighters, which the Luftwaffe had in service so far.

SPITFIRE FLYING, SELF-TAUGHT | Simanaitis Says

The Spitfire had no problems with the Bf, which was the most common Luftwaffe fighter, however, in late September things started to go wrong. This turned out to be the Focke-Wulf A, which became operational during the following winter. RAF soon discovered that this was a fighter which any aspect out-classed Fighter Commands best fighter, the Spitfire Mk.

It was tested compared with a Mk. VB from an operational squadron and the results were not encouraging for the Spitfire. At all altitudes from 0 to 25, feet, the FW was superior in speed - between 18 mph and 40 mph faster depending on the altitude. If you during flight at a high cruise speed started to climb, the difference between the 2 aircraft was even bigger. When it came to manoeuvrability the FW was also superior to the Mk. V except when flying in tight circles. The conclusion was that if a Spitfire pilot should survive flying over enemy territory, where FW could be expected or if the Spitfire-pilot spotted an attacking FW, he should firewall the throttle and go into a shallow dive.

That way he had the best chance of keeping the FW behind him until he got home or to a safer part of the sky. The Spitfire pilot should never attempt escaping by going into a steep dive; then he would be easy pray. To compensate for the Spitfires inability to match the FW, Supermarine cut of a couple of feet of both wing of a Mk. V by removing the wing tips. Supermarine hoped to make it roll, climb and fly faster. Short wooden wing tips replaced the normal tips.

This clip-tip Mk. It was also determined that the drag was higher during hard manoeuvring. This version was used for operation in medium altitudes and models with normal wings in high altitudes. As a vitamin supplement at high altitude operation the Merlin 46 engine was introduced. It gave the best performance at 14,ft 4. With a Merlin 46 fitted the top speed was increased by 6mph at 28,ft 9. As a result of this variants of a Mark were built: the LF low fighter , F fighter for medium altitudes and HF high fighter which was introduced with the Mk. These variants could have different wing tips and different engines.

The Germans used an other philosophy, however, they had 2 equally good aircraft, the BfF and FW The former took care of work at high altitude and the ladder at medium altitude.

Warthunder Mk XIV Spitfire "Griffon is Love, Griffon is Life"

Together with the LF Mk. The LF Mk. The "clapping" was pure irony: the LF V's were often old airframes with engines, which had done many hours of flight. The pilots, who flew this version, were not happy carrying out this sort of operation in such old aircraft. V had a 10mph higher top speed at altitudes below 4, to 5,ft 1.

Equipped with a lbs or lbs bombs the LF Mk. V was used as a fighter-bomber for low level attacks.


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V C was the first model to be equipped with a larger radiator and a better air filter, which enabled it to operate in a warm and dusty climate such as on Malta and North Africa. The air filter with which the Spits operating in North Africa was fitted, was manufactured by the company Vokes, and some modification to the air intake were required, because this filter was bigger than the standard one.

The Vokes filter thus created more drag. In North Africa Maintenance Unit at Aboukir changed the system and invented an air filter, which was much smaller and would fit into a slightly enlarged standard air filter housing. This homemade and unauthorised solution became the basis of air filters on later Spitfire versions.

The German high altitude recognisance aircraft, Junckers Ju 86, was equipped with a pressure cabin and was able to operate at altitudes, which no available Spitfire could reach. These Ju 86 aircraft could unapproached take pictures and carry out recces over and behind the British lines. The people at VC was stripped of all equipment except for 2 machine-guns. The compression ratio of its Merlin 46 engine was increased by hand, the Aboukir air filter housing was modified so that a larger oil tank could be fitted, home made extended wing tips were fitted and a 4-blade deHavilland propeller was fitted.

One day in this special Spitfire, in more than 50,ft On the back to the base he could enjoy the view - from Syria to Benghazi and from the Aegean Sea and down the Suez Canal. About this special Spitfire no technical data is available. V was a flying test bench where different types of external fuel tanks and jettisonable hoods were tested - things that were used on later variants.

From the Mk. V was withdrawn from front-line service in Europe, and later Marks took over its part, however, it remained in front-line service in Asia until the end of the war. VB as seaplane One Mk with floats was made for use in areas where there were no airfields. It was fitted with a Merlin 45 engine, a 4-blade Rotol propeller and an enlarged vertical stabiliser. An anti-spin parachute fitted at the rear of the fuselage could bring the aircraft out of an unpleasant situation. V was adopted by the Royal Navy and re-named "Seafire".

Please see below. All in all the Mk. V A, B and C was one of the 3 most important Marks of the Spitfire with a total of 6, aircraft built. It would take a pressure cabin to secure the pilot tolerable working conditions. The Spitfire was chosen because of the strength of its airframe. V was fitted with a Merlin 47 engine, a 4-blade propeller with a diameter of approx. In order to make the cockpit airtight the Mk. VI was fitted with a pressure bulkhead placed behind the pilots armour plate, rivet holes and joint were sealed with rubber material and an inflatable rubber seal was fitted around the hood.

Extended wingtips increased the lift and reduced vortex. The problem with the Mk. VI was that it did not have a sliding hood like all other models; it was bolted on to the aircraft when the pilot was strapped in prior to starting, however, the the pilot could jettison the hood in emergency. A sliding hood was tested on the Mk. VI; however, it was not introduced until the Mk. VII had its roots in the Mk. VI and was the first proper high-altitude interceptor.

This model flew for the first time in April and of them were built. It was equipped with the new 1,hp Merlin 61 engine with 2-stage compressor and a 4-blade propeller. The new Merlin series needed more cooling than the earlier single-stage Merlins. Therefore 2 symmetrical radiator housings were placed under the wings. Starboard housing contained a radiator element for the engine coolant and an element for the intercooler see the chapter "Engines". Port housing also contained a radiator element for engine coolant and an oil cooler. This together with the heavier engine increased the weight in front of the centre of gravity and in order to compensate for this the vertical stabiliser was made a bit longer and the rudder was larger.

The wing spar and the undercarriage were strengthened. Behind the outlet of the cabin blower the tubing parted in 2 so that one tube led to the cockpit and the other tube to a hose, which was connected to the inflatable rubber seal, which sealed and made the hood airtight. The windshield, the hood and the window behind the pilot were double glassed. There was air between the 2 layers of glass and in order to prevent mist, a small hose interconnected the 3 units.

A small container was filled with moisture absorbing crystals. These crystals were blue but when they had absorbed moisture they turned pink. After each flight the ground crew could check the crystals and replace them if needed. This model, which Jeffrey Quill thought was best Merlin-powered Spitfire, had incorporated all the modifications from the Mk. VII; however, it did not have a pressure cabin and was therefore used for operation at medium and low altitude.

VIII, which was introduced at a later stage then the Mk. IX, was operational in August VIII had also internal extra fuel tanks in the roots of the wing. This gave it a longer range. VIIIs only served with squadrons that were stationed outside England. As earlier mentioned when the Germans introduced the FW in the Mk. V was not doing well and Supermarine was planning to develop a radically changed version of the Spitfire.

Since both Mk. The airframe was a Mk. VC, which was adapted to a Merlin 60 engine, which had been developed for a bomber aircraft, the Vickers Wellington VI. The Merlin 61, which the engine was called after the necessary modifications had been carried out, had the new 2-stage compressor, which boosted the max. The Merlin 61 had an output of 1,hp at 30,ft where the Merlin 46 only was capable of hp, which is almost a 42 pct. When 19,ft was reached, the compressor was automatically switched to High Blow and that gave a considerable kick in the back.

LF Mk. This turned the Mk. IX into a much different aircraft than the Mk. However, due to the new 2-stage compressor the Merlin 61 was somewhat thirsty, which reduced the aircrafts range. Therefore it was necessary to increase the fuel capacity; on late Mk. IX's an extra fuel tank was fitted behind the pilot.

However, this caused the centre of gravity to move and gave the Spitfire longitudinal instability. After some time when the new rear tank was half empty, the Spitfire started to behave normally again. Therefore a Spitfire could not engage in combat before that; it was recommended that this fuel tank should be completely empty before any combat.

IX was built in 4 variants. Variant Mk. IXC, which was the original Mk. IX with Merlin 61 or 63 engine. IXC and was fitted with a Merlin Later the HF Mk. IXC, which was fitted with a Merlin 70, came about. This engine was tuned for high altitude operation. In a small number of Mk. IX were modified to the variant FR IX, which was fitted with a camera - a few of these were stripped of weapons and armour.

In the fall of the Spitfire was modified with the new "E"-wing. The model was also equipped with the new Mk. II gyro gun sight, which made deflection shooting much more efficient. RK and on furthermore got the pointed rudder, which the Mk. VIII got later. The low back was introduced in February As mentioned the "C" wing was later replaced by "E" wing on which the 2 0. The earlier mentioned improvement in performance closed the gap between the Spitfire and FW However, the initial tests of the Mk IX had proved that the Mk.

Then the 2 fighters had almost identical performance. At level flight the 2 fighters depending of the altitude changed to be mph quicker that the other. Generally the Spitfire was quicker but only marginally. During climb up to 22,ft the Mk. IX was a little faster, , above 22,ft the Mk. IX climbed away from the FW The FW could still dive away from the Mk. IX but not as easy compared to Mk. The FW had better manoeuvrability than the Mk.

IX, but flying in curves the Mk. IX could still turn sharper. An FW could get away from an attack from a Spitfire by turning, then rolling to the opposite and dive away in a turn to the opposite direction. The FW still accelerated better than the Mk. In real life it was the best pilot who came out on top. The first Mk IXs became operational at 64 squadron in July In the beginning many German pilots mistook the Mk. IX for a Mk. V because they looked much alike, except for the slightly longer nose, because the Merlin 60s were longer then the 40s. Many people say that the first Mk.

IXs with the round tail are the most beautiful of the Spitfires. The British fighter-ace, Johnnie Johnson, who flew the Mk. IX in combat thought that the Mk. IX was the best and most harmonic of the Spitfire-models, which he flew. He had 38 kills in Spitfires - many of them in Mk. Even though Mk. IX was meant as a temporary solution to an acute problem 5, of them were built. IXE in service in the years One of these, owned by Toejhusmuseet, is at display at Dansk Veteranflysamling at Stauning airport. See "". IX A number of 2-seat trainers were built after the war, in which the green pilots could learn how to handle a powerful fighter like the Spitfire.

Many pilots, who learned the trade during the Battle of Britain, got 10 minutes briefing and a few hours in a single seat Spitfire after 50 hours of training in a Tiger Moth before they were sent into combat. This version was developed from the Mk. VII and therefore had a pressure cabin, retractable tail wheel and pointed vertical stabiliser and rudder. The wings were from Mk.

VC and they had integral leading edge fuel tanks. PR X was unarmed, but carried cameras pointing to the side or down. The engines were Merlin 64 or The enlarged oil tank, which was fitted under the engine, gave the Mk. X a characteristic "chin". For some reason the model was not used much and was removed from service quite early. PR XI. When the Focke-Wulf turned up, it was necessary to replace the trusty PR.

IVs, because they had the same performance problems as the Mk. Supermarine quickly moved this work to a factory at the outskirts of the air base at Aldermaston not far from Reading.