SAM Modellers Datafile 03 - The Supermarine Spitfire (Part 1) Merlin Powered

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Modellers Datafile • 3

The Supermarine Spitfire (Part 1: Merlin Powered)

© R.J. Caruana 2000

9 78095 3 3465 2 3

SAM Publications

Printed in UK

SAM Publications

ISBN 0-9533465-2-8

by Robert Humphreys

SAM Publications

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Robert Humphreys

SAM Publications

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Front cover: The cover artwork depicts a Spitfire Mk Vb and was created exclusively for this publication by Michelle Marsan. A special limited (numbered) print of this artwork is available from SAM Publications. Prices and postage are available on request. Contact +44 (0) 8707 333373

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Modellers Datafile No.3 The Supermarine Spitfire Part 1: Merlin Powered by Robert Humphreys First published in 2000 by SAM Publications 4 Princeton Court, Pilgrim Centre Brickhill Drive, Bedford MK41 7PZ, United Kingdom © 2000 SAM Publications © Robert Humphreys & Richard A. Franks, 2000 © Rudy Binneman (Chapter 7) © Michele Marsan- Interior Artwork and Sketches © Richard J. Caruana - Colour Artwork © Jacek Jackiewicz - Scale Plans & Mono Artwork (as indicated) Modellers Datafile © SAM Publications All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any other information storage and retrieval system, without permission in writing from the publishers. ISBN 0 9533465 2 8 Typesetting and repro by DMZee Marketing Limited, 4 Princeton Court, Brickhill Drive, Bedford, MK41 7PZ, United Kingdom Series Editor, Richard A. Franks Designed by Simon Sugarhood Printed and bound in the United Kingdom by The Polestar Group Limited

The Modellers Datafile Series • No.1 - De Havilland Mosquito • No.2 - Hawker Hurricane • No.3 - Supermarine Spitfire (Part 1: Merlin Powered) • No.4 - Avro Lancaster (Inc. Manchester & Lincoln) [Due Summer 2000] • No.5 - Supermarine Spitfire (Part 2: Griffon Powered) [Due Winter 2000] Acknowledgements A word of thanks must go to the following people and organisations, without whose help and encouragement this title would never have happened: The Department of Records & Information Services, Royal Air Force Museum, Hendon; The Aircraft & Exhibits Department, Royal Air Force Museum, Hendon; The Photographic Department, Royal Air Force Museum, Hendon; Rolls-Royce Heritage Trust, Derby; The Fighter Collection, Duxford Airfield, Cambridge; The Southampton Hall of Aviation; The Battle of Britain Memorial Flight, RAF Coningsby; Rudy Binneman; Bill Coffman; Dana Bell. Also a large vote of thanks to the following organisations and firms that readily supplied products for inclusion in this title: Aeroclub, 5, Silverwood Avenue, Ravenshead, Nottingham, NG15 9BJ • Tel: 44 (0)115 967 0044 • Fax: 44 (0)115 967 1633 AeroMaster Products, 2615 NW, 20th Avenue, Miami, Florida FL 33142, USA • Tel 305 635 3134 • Fax: 305 638 4197 Airfix, Humbrol Ltd, Marfleet, Hull, North Humberside, HU9 5NE • Tel: 44 (0)1482 701191 • Fax: 44 (0)1482 712908 (Airwaves) ED Models, 64 Startford Road, Shirley, Solihull,West Midlands, B90 3LP • Tel: 44 (0)121 744 7488 • Fax: 44 (0)121 733 2591 Hannants, Harbour Road, Oulton Broad, Lowestoft, Suffolk, NR32 3LZ • Tel: 44 (0)1502 517444 • Fax: 44 (0)1502 500521 (Hasegawa) Amerang Ltd, Commerce Way, Lancing,West Sussex, BN15 8TE • Tel: 44 (0)1903 765496 • Fax: 44 (0)1903 765178 Heller S.A., Z.I BP5, 61160 Trun, France • Tel: (33) 02 33 67 72 84 • Fax: (33) 02 33 36 57 07 (Italeri) Richard Kohnstam Ltd, 13-15a High Street, Hemel Hempstead, Herts, HP1 3AD • Tel: 44 (0)1442 261721 • Fax: 44 (0)1442 240647 Eduard M.A., 435 21 Obrnice 170, Czech Republic • Tel: 420 35 6118259 • Fax: 420 35 6118186 (Minicraft) Toyway, P.O. Box 55, Unit 20, Jubilee Trade Centre, Jubilee Road, Letchworth, Herts SG6 1SG • Tel: 44 (0)1462 672509 • Fax: 44 (0)1462 672132 Neil Burkill, Paragon Designs, 39, Cantley Lane, Norwich, Norfolk, NR4 6TA • Tel: 44 (0)1603 507152 • Fax: 44 (0)1603 506057 Revell® Binney & Smith (Europe) Ltd,Ampthill Road, Bedford,. MK42 9RS • Tel: 44 (0)1234 360201 • Fax: 44 (0)1234 342110 (SMER) Pocketbond Ltd, PO Box 80,Welwyn, Herts,AL 6 OND Tel 44 (0)1707 391509 • Fax: 44 (0)1707 327466 (Tamiya) Richard Kohnstam Ltd, 13-15a High Street, Hemel Hempstead, Herts, HP1 3AD • Tel: 44 (0)1442 261721 • Fax: 44 (0)1442 240647

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Contents Glossary 5 Preface 6 The Spitfire - A Concise History

1 2 3 4 5 6 7 8

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

The Beginning 7 The birth of the Hurricane design

K5054 10 The first flight and testing of the prototype

The Early Spitfires 13 The Spitfire Mk I arrives in RAF service

Photo-Reconnaissance Spitfires 17 The Spitfire proves ideal in the PR role

Mk II to VI 21 The development and evolution of the design from Mk II to Mk VI

Mk VII to XI & Mk XVI 27 The final stages in the development of the Merlin-powered Spitfire including the two-seat Mk IX

The Spitfire in Belgium 31 The use of the Mk IX and MK XVI by the Belgium Armed Forces & Advanced Flying School

Seafire 37 The development and service use of a carrier-borne Spitfire

Modelling the Spitfire Colour Side-views 49 Colour Interior Views 59

9 10

Chapter

Chapter

The Basics 41 The starting point for modelling the Spitfire in 1/144th, 1/72nd, 1/48th, 1/32nd & 1/24th scales

Understanding the Subject 65 A detailed analysis of all the different versions of the Spitfire, and how to model them

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Contents 11 12 13

Chapter

Chapter

Chapter

Appendix

Detailing 75 An extensive look in and around the Spitfire

Building the Spitfire 121 A look at a large number of Spitfire variants in 1/72nd scale

Colour and Markings 131 A modeller’s guide to the colour and markings applied to the Spitfire throughout its career

I Spitfire Kit Listing 143 A complete listing of all Spitfire construction kits

II Spitfire Accessories & Conversions 144

Appendix

A complete listing of accessories produced for the Spitfire & Seafire Appendix

III Spitfire Decals 148 A concise listing of all Spitfire & Seafire decal sheets

IV Spitfire Powerplants 152

Appendix

Technical specifications of all Rolls Royce Merlin engines used in the Spitfire & Seafire, including Packard-built versions

V Spitfire Variants 154

Appendix

A complete listing of the technical specifications of all the different Merlin powered Spitfire & Seafire variants

VI Spitfire Genealogy 159

Appendix

The genealogy of the (Merlin) Spitfire from prototype to Mk XVI (inc Seafires) Appendix

VII Spitfire Squadrons 160 A complete listing of Spitfire Squadrons

Appendix

VIII Spitfire Operators 167 A concise list of all foreign operators of the Merlin powered Spitfires & Seafires

Appendix

IX Spitfire Production 170 A complete listing of Spitfire & Seafire production

Appendix

X Spitfire Bibliography 172 A concise list of books, journals and periodicals

Index 174 Fold-out scale plans

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Preface

Spitfire Mk IIb R6923, QJ•S of No 92 Squadron in flight (via D. Bell)

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elcome to the third Modellers Datafile. This series of books has been conceived from the outset with the static scale model maker in mind, although it has also proved extremely popular with makers of radio controlled models, and aviation enthusiasts and historians. The Modellers Datafile series has been created to offer the modeller information which will be of use when building the subject. Usually we include a short historical text describing the service use of the type, but with the Spitfire its numerous and long service history is such that it is not feasible to include it within the pages of this volume.An exception to this is chapter 7, by Rudy Binneman, which covers Belgian use of the Spitfire in, we believe, unprecedented detail. For those wanting to know more about other service use of the type, I would direct you to any of the titles listed in the Bibliography at the back of this title. Richard A. Franks

W

elcome to the third volume in the Modeller’s Datafile series, which deals with the Merlin powered series of Spitfires. The second part, which will appear later on, will deal with those Spitfires powered by the Merlin’s successor, the Griffon. Space precludes the inclusion of a detailed history of the development of the Merlin powered Spitfires, but it is to be hoped that the salient features are covered, and that they will serve as a stimulus for further research should the reader so desire. As far as the building and/or conversion of the models go, what is included in this volume is one particular modeller’s attempt at arriving at a finished item. Many will arrive at the same results by using their own, different, techniques.Whatever methods are used, the important thing is that we all enjoy the processes involved in our hobby.After all, enjoyment is what it’s all about. Happy modelling… Robert Humphreys

Photographs A great number of the photographs used in this title have come from the Royal Air Force Museum’s (RAFM) extensive collection. Each picture can be obtained from the RAFM, using the ‘P’ prefixed number shown in brackets at the end of each caption. For more details and an up-to-date price list contact the Photographic Department of the RAFM on +44 (0) 181 205 2266.

Preface

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Glossary

Spitfire Mk Vb of No. 249 Sqn being serviced in Malta (© RAF Museum P013948)

6

Glossary

AA . . . . . . . . . .Anti-Aircraft A&AEE . . . . . .Aeroplane & Armament Experimental Establishment AACU . . . . . . .Anti-aircraft Co-operation Unit Air Cdre . . . . .Air Commodore (RAF) ACM . . . . . . . .Air-Chief Marshal (RAF) AFC . . . . . . . . .Air Force Cross (RAF) AFDU . . . . . . .Air Fighting Development Unit AI . . . . . . . . . . .Airborne Interception (radar) Air Mshl . . . . .Air Marshal (RAF) ASC . . . . . . . . .Air Support Control AVM . . . . . . . .Air Vice Marshal (RAF) BAFO . . . . . . . .British Air Forces of Occupation BEF . . . . . . . . .British Expeditionary Force BS . . . . . . . . . .British Standard BSDU . . . . . . . .Bomber Support Development Unit Capt . . . . . . . . .Captain CMF . . . . . . . . .Central Mediterranean Force CO . . . . . . . . . .Commanding Officer Do . . . . . . . . . .Dornier DFC . . . . . . . . .Distinguished Flying Cross DFM . . . . . . . .Distinguished Flying Medal DSO . . . . . . . . .Distinguished Service Order DTD . . . . . . . . .Directorate of Technical Development FAA . . . . . . . . .Fleet Air Arm FEAF . . . . . . . .Far East Air Force Fg Off . . . . . . .Flying Officer (RAF) Flt Sgt . . . . . . .Flight Sergeant Flt Lt . . . . . . . .Flight Lieutenant FRU . . . . . . . . .Fleet Requirements Unit FS . . . . . . . . . . .Federal Standard FTS . . . . . . . . .Flying Training School GLO . . . . . . . . .Ground Liaison Officer Gp Capt . . . . . .Group Captain (RAF) HAL . . . . . . . . .Hawker Aircraft Ltd. HF . . . . . . . . . .High-Altitiude Fighter HMS . . . . . . . .His/Her Majesty’s Ship HQ . . . . . . . . . .Headquarters IAF . . . . . . . . .Israeli Air Force IFF . . . . . . . . . .Identification Friend or Foe

kg . . . . . . . . . . .Kilogram KG . . . . . . . . . .Kampfgeschwader (Luftwaffe) VRV . . . . . . . . .Yugoslavian Air Force JG . . . . . . . . . . .Jädgschader lb . . . . . . . . . . .Pound LF . . . . . . . . . .Low-Altitude Fighter L.G. . . . . . . . . .Landing Ground lt . . . . . . . . . . . .Litre Lt Cdr . . . . . . .Lieutenant Commander (Royal Navy) Lt Col . . . . . . . .Lieutenant Colonel MAC . . . . . . . .Mediterranean Air Command Maj . . . . . . . . .Major MAP . . . . . . . .Ministry of Air Production Me. . . . . . . . . .Messerschmitt (also Bf) Mk . . . . . . . . . .Mark ML . . . . . . . . . .ML Aviation Ltd. MU . . . . . . . . .Maintenance Unit (RAF) NF . . . . . . . . . .Night Fighter No. . . . . . . . . . .Number NCO . . . . . . . . .Non-commissioned Officer NEAF . . . . . . . .Near East Air Force OTU . . . . . . . . .Operational Training Unit PFF . . . . . . . . .Pathfinder Force Plt Off . . . . . . .Pilot Officer (RAF) PR . . . . . . . . . .Photographic reconnaissance PRU . . . . . . . . .Photo-reconnaissance Unit RAAF . . . . . . .Royal Australian Air Force RAE . . . . . . . . .Royal Aircraft Establishment RAF . . . . . . . . .Royal Air Force RATO . . . . . . . .Rocket Assisted Take-Off RCAF . . . . . . . .Royal Canadian Air Force RNAS . . . . . . . .Royal Naval Air Station SAAF . . . . . . . .South African Air Force SEAC . . . . . . . .South East Asia Command Sgt . . . . . . . . .Sergeant Sqn . . . . . . . . .Squadron Sqn Ldr . . . . .Squadron Leader (RAF) T . . . . . . . . . . .Trainer TI . . . . . . . . . . .Target Indicator UK . . . . . . . . . .United Kingdom USAAC . . . . . .United States Army Air Corps USAAF . . . . . .United States Army Air Force USS . . . . . . . . .United States Ship VC . . . . . . . . . .Victoria Cross VE-Day . . . . . .Victory in Europe Day VJ-Day . . . . . .Victory in Japan Day Wg Cdr . . . . . .Wing Commander (RAF) W/O . . . . . . . . .Warrant Officer /G . . . . . . . . . . .Suffix letter added to aircraft serial number denoting that it carried special equipment and was to be guarded at all times

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The Beginning

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Chapter

Mitchell designed no less than 24 types of aircraft, of which the Spitfire was his penultimate design, and the one for which he will probably always be best remembered. However, the brilliant genius of the design of the Spitfire can be clearly traced back to the superb series of S.6 racing monoplane floatplanes which Mitchell designed and developed, and whose success in the Schneider Trophy speed competitions won the trophy outright for Britain in 1931. During the same year, an S.6B similar to the one that had secured the trophy raised the World Air Speed Record to 407 mph, which was a phenomenal speed at the time.

R.J. Mitchell

Reginald Joseph Mitchell R.J. Mitchell, the designer of the Spitfire, was born on May 20th, 1895 in the village of Talke near Stoke-on-Trent.Young Reginald was the eldest of five children of schoolmaster Herbert Mitchell. The young Mitchell did not follow his father's footsteps into the teaching profession, as his interests from an early age lay in the then innovative field of aviation. As a teenager he devoted his leisure time to flying model aircraft which he had designed and built himself. Leaving school at the age of 16, Mitchell took up an apprenticeship with the steam locomotive building engineering firm of Kerr Stuart and Co. in Stoke on Trent. Upon completion of his apprenticeship, he began working in the company's drawing office, but on August 4, 1914 the Great War erupted which cast shadows and left reverberations which remain with us to this day. As is always the case during times of war, great advancements were made in the fields of science and engineering. As might be expected, aviation was to be no exception. In 1916, Mitchell, now aged 21, left Kerr Stuart and Co. to take up employment with the small aircraft firm of Pemberton Billing Ltd, situated at Woolston, near Southampton. Despite being a small firm, mainly undertaking aircraft repair work on behalf of the Admiralty, it was here that Mitchell found his professional niche, with what became the company with which he will for ever be associated. Shortly before the guns fell silent in 1918 and the combatants took a short rest before embarking on the second round of the Twentieth Century's Global Conflicts, Pemberton Billing Ltd. was renamed Supermarine Aviation Works. The stage was set. In 1919 Mitchell was promoted to the post of Chief Designer. At the time, he was only 24 years old! In 1928,Vickers (Aviation) acquired a major shareholding in the company resulting in yet another change of name, this time to Vickers Supermarine. Whilst employed at Vickers Supermarine,

Mitchell's success with the Schneider Trophy competition, and the series of aircraft which he had designed and developed for the event, brought Supermarine, Mitchell, and the pilots to the attention of both the British public and Government, not to mention foreign governments and aircraft manufacturers. However, fame did not translate into work, and at the time the country was in the grip of the Great Depression. When the Air Ministry issued Specification F.7/30 in 1931 for a new fighter to replace the Bristol Bulldog, Vickers Supermarine was one of the many companies that put forward a tender in the form of the Type 224.

Supermarine F.7/30 K2890 (© RAF Museum P017798)

Supermarine F.7/30 K2890 (© RAF Museum P017800)

The Beginning

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Close up details of the Supermarine F.7/30 (© RAF Museum P017802)

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Type 224 The Type 224 first flew in February 1934, and was christened the ‘Spitfire’ some time before July 1935. An aircraft of all metal construction, the Type 224 was a cranked, low-winged monoplane, sporting a fixed undercarriage in spatted fairings. The engine chosen was the Rolls-Royce Goshawk, which was capable of producing 660 hp. Incorporated into the design was a newly developed evaporation coolant system, which did not turn out to be the success hoped, as the engine was always prone to overheating when in flight. Unfortunately for Vickers Supermarine, their tender for the specification was not chosen, the winners being Gloster with their biplane design, the SS.37, which entered service with the RAF as the Gladiator. Only one example of the Type 224 was built. Given the serial number K2890, it was finally put out to grass at the target range at Orfordness, where it was used as a ground firing target.

Type 300

Close up details of the Supermarine F.7/30 (© RAF Museum P017801)

Following their experience with the Type 224, Supermarine approached the Air Ministry with a new design, the Type 300, which was basically an improved and cleaned up development of the Type 224, but which retained the Goshawk engine. Despite offering an improvement in performance over that of the Type 224, the Air Ministry were not enthusiastic about pursuing development. Undaunted, Mitchell continued to work on refining his design. It was at this stage that the Board of Vickers played their hand. During their Board Meeting of November 6, 1934 the Chairman, Sir Robert McLean, instigated the decision to reengine the Type 300 with a new engine then being developed by Rolls-Royce, known as the PV 12, later to be named the Merlin. This time the Air Ministry were interested in Mitchell's work, and on December 1, 1934, contract AM 361140/32 was issued for the construction of a prototype fighter aircraft. The contract was formalised on January 3, 1935 and such was the Air Ministry's interest in the new aircraft design that Specification F.37/34 was written around it. Initially the aircraft was to be armed with four machine guns, but as time progressed Sqn Ldr Ralph Sorley made strong recommendations that a battery of eight machine guns be fitted to the new generation of monoplane fighter aircraft which were then being designed and developed for Fighter Command. Sqn Ldr Sorley fought long and hard for the RAF to take heed of, and adopt his recommendations, and finally succeeded.When the

Supermarine S.6, N248 (© RAF Museum P003821)

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Spitfire prototype K5054 (© RAF Museum P003822)

Hurricane and Spitfire entered service, they were both armed with eight Browning machine guns adapted to accept standard British Army 0.303in rifle calibre bullets. Work on the Type 300, or F.37/34 prototype as the aircraft was still known, was undertaken at the Woolston factory. Due to the then modern construction techniques demanded by the new fighter, it was very much a hand built affair, but gradually the sleek, elliptical winged fighter took shape. By February 1936, the new fighter was complete, and was transported to the airfield at Eastleigh in preparation for her maiden flight. Despite the fact that the new aircraft had been allocated the serial K5054, a name had yet to be decided upon. On March 5, 1936 Vickers Supermarine's Chief Test Pilot, Captain J.‘Mutt’ Summers lifted the sleek new fighter off for her maiden flight, and flew her on to become a legend, witnessed by the aircraft's Chief Designer, Reginald Joseph Mitchell. Shortly afterwards, the sleek K5054 was named ‘Spitfire’, and it has been suggested that Mitchell was not too taken by the name! Sadly, Mitchell's health was in decline. In August 1933 he had been diagnosed as suffering from cancer. Following surgery and remission, he returned to work despite the fact that he had been warned that there was always the threat of the cancer returning. Such was the genius of R. J. Mitchell that it was under these conditions that he worked to conceive the Spitfire, well knowing the threat posed by a rapidly rearming Germany. Mitchell was an extremely hard worker who devoted much attention to detail, whilst at the same time striving to simplify all concepts and techniques, and also to adopt a common sense approach to any task. In fact, he attached the greatest importance to common sense. An accomplished private pilot himself, holding licence number 7078, along with

his engineering background ensured that he knew what was expected of all those involved in each and every step of an airframe's production. He would often, and unexpectedly, ask those around him for their views regarding a particular problem, which meant that all those in his company soon learned to be constantly alert and vigilant. However, it was definitely not a case of all work and no play. Mitchell had a keen sense of humour and enjoyed sport in the

form of cricket, golf, rowing, shooting, snooker and tennis. He also bred dogs. A family man, Mitchell was married to Florence Dayton, and had one son, Gordon, who went on to become a doctor. Mitchell's remission from cancer did not last long, and in 1937 it was diagnosed as having returned. This time all attempts at treatment were unsuccessful and he died on June 11, 1937, aged 42. The role of leading the Spitfire's design team now passed on to Joseph Smith, who did full justice to the legacy which he had been bequeathed. At the time of his death, Mitchell was working on the design of a bomber whose performance has been calculated to have been such that it would have been superior to the Lancaster had it entered service. Unfortunately, this project was not developed as the fuselages which had been built were destroyed in a bombing raid in 1940, and the project was cancelled. It is to be hoped that Reginald Joseph Mitchell would have been knighted by a grateful nation had he lived, as was Sir Sydney Camm, the designer of the Hurricane.

Supermarine S.6 N248 being taken out to sea for air tests

S.6 N248 being moved whilst on its beaching trolley

The Beginning

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K5054

2

Chapter

Spitfire prototype K5054 (© Vickers)

H

istory records that the new fighter, K5054, a direct descendant of the Schneider racers, and soon to become the progenitor of over 22,000 offspring, took to the air on her first flight on 5th March 1936. At the controls was Captain J ‘Mutt’ Summers, Vickers' Chief Test Pilot. The maiden flight took about twenty minutes and Summers' comment upon landing that he didn't 'want anything touched' were subsequently misenterpretede and became part of the Spitfire's myth of superiority and technical perfection. At the time of her first flight, K5054 was fitted with a fine pitch two-bladed wooden propeller. Her metal exterior surfaces were left unpainted for this event while the fabric covered control surfaces were given a silver dope finish. Roundels were carried in the six standard positions while the serial appeared on the rear fuselage and rudder. A tailskid was fitted to K5054 at this time while her retractable undercarriage, still a novel feature at the time, was locked down in order to avoid any unnecessary embarassing incidents. It is satisfying to record that K5054's maiden flight, and indeed several others, was witnessed by her designer, R J Mitchell.

Subsequently, K5054 was test flown and put through her paces by other test pilots. As might be expected of a prototype aircraft, many subtle and other obvious changes were made to K5054 during her career. Her fine pitch propeller was replaced by a coarse pitch propeller which would increase the aircraft's maximum speed. An engine change was effected. The rudder horn balance was found to be too large and modified. Arguably

the most significant change to the prototype's appearance came in April when she was painted for the first time. The scheme chosen was an overall light blue-grey finish, whose exact shade continues to be the subject of debate to this day. The prototype, still officially unchristened, returned to the air proudly sporting her new finish on May 11, with Jeffrey Quill at the controls. It was on or about this time that a name was bestowed on the new fighter, Vickers suggesting naming the aircraft 'Spitfire', and the Air Ministry accepted the suggestion. This was not a novel suggestion, and it might be recalled that

10

Chapter 2

Spitfire Prototype K5054 in flight (© RAF Museum P003825)

Spitfire prototype K5054 (© RAF Museum P003824)

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Mitchell's previous, unsuccessful, design, the Type 224, had also been christened Spitfire. Whatever the intention or motive behind the bestowing of the name, whether real or perceived, Spitfire it was, and never was such an evocative name so apt for such a graceful airframe. Further modifications continued as a result of the test flying undertaken. At the time the Spitfire was at the cutting edge of technology - the prototype was hand built, - and it was a steep learning curve. On May 26 the prototype Spitfire was delivered to Martlesham Heath by Mutt Summers in order that Service trials could commence. The trials began immediately with the first flight being undertaken on the very same day as the Spitfire arrived. A mere eight days later, on June 3th 1936 the Air Ministry ordered 310 Spitfires. The new Spitfire was displayed to the Press at Eastleigh on June 16th, while the general public got their first glimpse of her at the Royal Air Force Pageant at Hendon on June 27th, followed by another demonstration, this time at the SBAC display at Hatfield on June 29. The public fell in love with the Spitfire at first sight. However, the work had to continue, and following her public debut, K5054 returned to Martlesham Heath to resume her service trials. During the following weeks, K5054 was fitted with guns, and tested both three- and four-blade propellers to see their effect, if any, on the aircraft's performance. The condition of the external paintwork also seems to have deteriorated and given cause for concern, - but the testing continued, using at times unconventional methods. Split peas were attached to the airframe to simulate dome-headed rivets in place of the expensive and difficult-to-fit flush riveting. The tests revealed that dome-headed rivets could be used on certain areas of the fuselage, and consequently simplified the construction process somewhat. Flush rivets were found to be preferable on the wing surfaces. These findings were adopted and used on production Spitfires. Shortly before Christmas 1936 a radio, mast and aerial were fitted to K5054. In the new year the tail skid was replaced by

various styles of tailwheels, the Dunlop single-wheel type later being adopted as standard. Mitchell was very much against fitting a tailwheel from the beginning, as it would add to the drag and reduce the aircraft's top speed. What he did not know was that the Air Ministy was planning to build concrete runways at the RAF's front line airfields where the new Spitfires would be based. Consequently, production Spitfires would have to be fitted with a tailwheel rather than a skid. Thanks to Sqn Ldr Sorley's hard work and initiative, the Spitfire was to be fitted with a bank of four 0.303 inch Browning machine guns in each wing, and the armament configuration had, of course, to be tested. It was discovered that the guns were affected by the low temperatures at altitude which impaired their performance. Until the problem of gun stoppages at altitude could be resolved, it was decided not to undertake any further air firing tests. A forced landing on March 22nd brought a temporary halt to flight trials. On this date Fg Off Sam McKenna succeeded in making a skilful forced landing with minor damage to the airframe following what turned out to be engine failure due to overheating as a result of oil failure. Repairs were soon effected and the opportunity was taken to fit a gun heating system so stoppages would not occur in flight. The prototype emerged

Spitfire prototype K5054

Spitfire prototype K5054

K5054

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Spitfire prototype K5054

from her repairs sporting silver undersurfaces with a disruptive camouflage scheme of dark green and dark earth on the uppersurfaces. Those roundels which appeared on camouflaged surfaces were given a prominent yellow outline. The serial was retained on the rear fuselage and rudder, but by now had lost its white outline. Tests involving night flying were also undertaken by K5054, the first service night flight being conducted on March 14th. Damage was sustained to the aircraft during these tests, the first occasion when the aircraft nosed over on landing, and subsequently when the port undercarriage leg collapsed on

Spitfire prototype K5054 (© RAF Museum P011313)

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landing. Despite the fact that the Spitfire was found to be unsuitable for operations at night, neither accident was caused by operating under nocturnal conditions. Returned to Eastleigh once again, the Spitfire prototype was still undergoing repairs when the first production Spitfire, K9787, flew on May 15th. The prototype was not ready to resume flying until July 19th, when Jeffrey Quill took her back into the air. Further testing and modifications continued with K5054 in an effort to resolve those problems which would otherwise afflict production aircraft. The most serious of these was heating the guns during flight, but by mid October, this hurdle had been cleared. With Spitfires coming off the production line, albeit slowly initially, K5054's part in development work had now come to an end. K5054’s useful days were far from over, and she now moved from Martlesham Heath to Farnborough where she would be employed as a high speed communications aircraft. Despite being in a state of semi-retirement K5054 was used as part of the programme undertaken for the attempt at the World Air

Speed Record, for which the Speed Spitfire, the 48th production Spitfire, K9834 was being prepared. Other work undertaken at this time centred around squeezing the best performance possible out of the Merlin engine. K5054’s career came to an abrupt end on Monday the 4th September 1939 when she overturned while landing. Her pilot on this occasion, Flt Lt G S White, was fatally injured. The damage to the aircraft was so severe that it was declared obsolete rather than attempt to effect repairs. The subsequent fate of the wrecked airframe is far from certain, but there is reason to believe that the remains were stored at Farnborough for some time during which trial installations of various camera configurations were undertaken. It is reputed that the lessons learned at this stage were put into effect in various photographic reconnaissance versions of the Spitfire which were to appear as time progressed. Whatever the ultimate fate of K5054, it is a great shame that circumstances never gave the ‘Powers That Be’ the opportunity to preserve such a historically significant airframe.

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The Early Spitfires

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Chapter

Spitfire Mk I close up of ground crew on tail during run up of the engine, Biggin Hill (© RAF Museum P002652)

T

he first production Spitfire to fly was K9787, which took off from Eastleigh on 14th May 1938. This aircraft was the first of 310 Spitfires, serial block K9787-L1096, which were built following the order placed on 3th June 1939 as part of Expansion Scheme F. Spitfire Mk I, K9787 underwent official handling trials at the A&AEE Martlesham Heath before joining No.19 Sqn on the 29th July, No.19 being the first RAF Squadron to receive the new type. The end of the year would see both Nos.19 and 66 Sqns having completed reequipping with the Spitfire. A mahogany two-blade fixed pitch propeller was fitted to the first seventy-seven Spitfires built. From the 78th aircraft onwards, a three-blade de Havilland propeller was fitted as standard. This unit was retro-fitted to the surviving Spitfires which still had a two-bladed propeller. From June 1940 the de Havilland unit was in turn replaced by a constant speed propeller unit. The most important result of all these upgrades was an increase in the Spitfire's performance and agility as a fighter. However, the new type's introduction was posing a few problems for some of Fighter Command's pilots, and some aircraft had already been damaged or written off. The main cause of accidents in the earliest of days after the Spitfire's introduction appears to have arisen from the fact that many pilots forgot to lower their undercarriage when landing. This is hardly surprising when one considers the fact that up to then fighter pilots had been accustomed to flying aircraft with a fixed undercarriage. Unfortunately for the pilots involved, their superior officers were not so benevolent following a wheels-up landing.Also bear in mind that there was no dual control Spitfire at this time to aid pilots’ conversion. Indeed, two seat Spitfires were still some years in the future. Only a handful were produced, and the RAF never found it necessary to operate such a version. Following several wheels-up landings, a warning horn

was fitted in the cockpit which was meant to sound off and warn the pilot if he reduced speed to a point as if he were making an approach for landing. However, the horn was not always reliable, or effective, and its sounding did not always result in reminding pilots to lower their wheels, with the inevitable consequences! On 31st October, 1938, No.19 Sqn, led by Sqn Ldr Henry Cozens, displayed its new Spitfire fighters to the Press. For the event, the aircraft had the Squadron numbers painted on their fins in their flight colours. Even though the early Spitfire were camouflaged, their drab upper surface colours were enlivened by prominent A1 roundels on the wings and fuselage, and make eye-catching subjects in model form. Even though the Squadron number was only applied for the photo shoot, it provided a further splash of colour. Following the Munich Crisis, the roundels were toned down to make the camouflage more effective as it was now obvious that another war with Germany was only a matter of time.Whether or not the Munich Agreement was worth the paper it was written on, it did buy time for the RAF to continue their Expansion Scheme, and produce more fighters. By the time war was declared on the 3rd

High Speed Spitfire N.17 on the ground with engine cowls removed (© RAF Museum P003826)

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Spitfire Mk I K9787, the first production Spitfire, which later went on to be the first PRU conversion before being lost on the 30th June 1941

September 1939, the RAF had nine squadrons fully equipped with the Spitfire, namely Nos.19, 66, 41, 74, 54, 65, 72, 602 and 611. To No.602 goes the distinction of being the first Auxiliary Air Force Squadron to receive the Spitfire, while No.609 Sqn had just begun to re-equip in September 1939. Shortly after war was declared, No.603 Sqn also began to receive its first Spitfires. The Spitfire's combat debut came on September 6th, 1939 in the incident which came to be known as the 'Battle of Barking Creek', and proved to be nothing short of a debacle. On that date radar plots were reported as moving up the Thames Estuary and fighter squadrons, including No.74 Sqn, were scrambled and given a course for interception. Shortly before No.74 Sqn intercepted the enemy force, an anti-aircraft battery at Clacton had engaged a formation of enemy twin-engined aircraft,

High Speed Spitfire N.17 on the ground prior to engine runs (© RAF Museum P003828)

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thought to be Ju 88s, and shot one down. No.74 Sqn then intercepted what were thought to be the enemy's fighter escort, and promptly shot two down. However, all was not what it had seemed. The radar plots had been wrongly interpreted due to a technical fault, while misidentification on the part of the AA gunners and the Spitfire pilots had led to the loss of a Blenheim of No.64 Sqn, and two Hurricanes of No.56 Sqn. Despite the tragedy, valuable lessons had been learned and soon put to good use, one of which was that the production and fitting of the IFF equipment (Identification Friend or Foe), also known as 'pip-squeak' was given priority for the RAF’s aircraft. Fortunately, in view of the struggle that lay ahead, Dowding had carefully husbanded his Spitfire force, and had retained the type on the British mainland when the Hurricanes were sent to France along with the British Expeditionary Force. The Spitfire met its German counterpart, the Messerschmitt Bf 109, over the Continent during the evacuations from Dunkirk. Unbeknown to most of the troops on the ground, the RAF’s fighters were breaking up Luftwaffe raids before they could reach the evacuation area en masse. This was the first time that the Spitfire Fighter had been used operationally over the Continent, and even now they were based on the south coast of England, which meant

that they were operating practically at the limit of their range, which in turn gave them very little time over their charges. Inevitably, losses were suffered, but in general it is true to say that the Spitfire and her pilots acquitted themselves well against the Luftwaffe's Bf 109 which had up until then simply swept aside every Continental opponent which had been pitted against them. Despite the losses sustained while covering the withdrawal from Dunkirk, the RAF’s Spitfire force had by now increased to nineteen squadrons, with Nos. 6, 64, 92, 152, 222, 234, 266 and 610 Sqns having re-equipped with Spitfires since war was declared. Much has been written about the Battle of Britain, along with the successes and merits of both the Spitfire and Hurricane when compared to each other. There is no denying the fact that history has placed the Spitfire very much on a pedestal, with the Hurricane being pushed somewhat into the limelight. Indeed, even during the Battle, it would seem that the Spitfire evoked more enthusiasm and patriotism among the British than the Hurricane did, as witnessed by the numerous 'Spitfire Funds' which sprang up all over the country, urging civilians to donate money or spare aluminium from pots and pans which could be used to build Spitfires. Modern analyses of the roles of the Spitfire and Hurricane during the Battle suggests that the kills achieved by both aircraft reflected the proportion of each type operational, while the chances of a Spitfire surviving an encounter with the enemy was assessed as being greater than that of the Hurricane’s. Of course, we can never be entirely clinical and precise, with many and varied factors often contributing to the outcome of individual combats. Even so, a point that is often ignored or overlooked is the fact that the Hurricane was more numerous than the Spitfire up to, and including, the Battle of Britain. Nevertheless, it is reputed that by the Battle of Britain the Luftwaffe was suffering from an ailment known as ‘Spitfire Snobbery’. This was a condition whereby some Luftwaffe aircrew insisted that they had been downed by a Spitfire even though there were no Spitfires in the vicinity of their downing at the time. The early Spitfires packed a tremendous punch in their day with a formidable battery of eight 0.303in machine guns. However, even before the outbreak of the Second World War, bombers had appeared carrying armour protection for the crew, and vital areas of the aircraft itself, such as the engines etc. Consequently, the previous fighter punch which would have destroyed a bomber could not always be relied upon to achieve a kill. Clearly, a heavier punch was needed. The RAF had anticipated the need to upgrade its fighters armament, and had decided upon the Hispano 20mm cannon as the weapon which could deliver the weight of fire necessary to bring down an enemy bomber.A French weapon, the Hispano was the best cannon then available to the RAF. Originally

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designed to be mounted on its fighter's engine and firing through the propeller hub, this option was not open to consideration in the case of the Spitfire, nor the Hurricane, of course. The Spitfire could be adapted to carry the Hispano, provided that the cannon be installed in the wing; one in each, outboard of the arc of the propeller. By June 1939, Spitfire Mk I, L1007 had become the prototype for the 20mm Hispano cannon armament configuration. However, the Spitfire's thin wing had not been designed with cannon in mind, and it was found necessary to mount the guns on their sides in order to fit into the slim wing. Even so, bulges appeared on the wings to cover ammunition magazines, and the cannon's barrels protruded from the wing's leading edge. Initially, the machine gun armament was not carried along with the cannon. Initial trials with the cannon were not encouraging, with frequent stoppages caused by the wing's flexing while manouvering during an attack.An asymmetrical stoppage would result in the aircraft being slewed from its course due to the recoil of the operating cannon and thus spoiling the pilot's aim. The first recorded operational sortie by a cannon-armed Spitfire took place on January 13th, 1940 when a Heinkel He 111 was attacked. Hits were observed before the cannon jammed, but they were not enough to destroy the Heinkel, which was then finished off by aircraft with standard armament.Although its combat debut had not been the outstanding success which the RAF would have liked, it was encouraging enough to prove that the Hispano configuration could be an effective form of armament provided that its associated problems could be overcome. The task of overcoming these problems, and of making the Spitfire and the Hispano compatible, was started upon immediately. When most of the problems associated with the Hispano had been overcome, modified Spitfires with two cannon and no machine guns, were issued to No.19 Sqn to operate alongside Spitfires armed with a full complement of machine guns. To differentiate between the two 'types' of Spitfire now being operated, it was approved on March 15th, 1940 that Spitfires armed with machine guns be designated Mk Ia, while those equipped with cannon be given the designation Mk Ib. No.19 Sqn's Mk Ibs participated in the Battle of Britain without distinguishing themselves. In fact the cannon-armed fighters appear to have been unpopular, prompting Sqn Ldr Pinkham to request that the cannon-armed Spitfires be issued to an OTU, and withdraw machine gun armed Spitfire from there for use by his Squadron, as they would be more effective against the enemy! His request was granted by none other than Air Chief Marshal Sir Hugh Dowding, Chief of Fighter Command. However, such was the potential of the cannon armament, that work continued in order to overcome its associated difficulties.

Following modifications, a batch of cannon-armed Spitfires was issued to No.92 Sqn in November 1940, and it now appeared that the problems which plagued the Hispanos had been overcome. However, these aircraft differed from their No.19 Sqn cousins and also carried four 0.303in Browning machine guns. This combination of armament was found to be so effective that it remained a feature for some considerable time to come. In the meantime, the designation Mk Ib was retained for No.92 Sqn's cannon and machine gun armed aircraft.

Spitfire Mk Ia SD•H of No. 72 Squadron in flight some time during 1939

The Speed Spitfire When the Spitfire prototype took to the air, she was hailed as one of the fastest fighter aircraft in the world, with a top speed way in excess of the aircraft which she was to replace. Such was the Spitfire's speed, that it was very close to the then Landplane Speed Record, which was held by the American millionaire, Howard Hughes, and stood at 352mph. National pride then came upon the scene, and it was decided to make a bid for the Record with a Spitfire, due to the aircraft's speed, along with the fact that she was directly descended from a line of racing aircraft which had won the Schneider Trophy outright for Britain a few short years previously. There's no doubt that the prestige that went with winning the World Landplane Speed Record was quite appealing, along with the possibiliy that its capture would generate overseas orders for the Spitfire. Consequently, the 48th production Spitfire, K9834, when construction had only just commenced, was selected as the airframe which would be modified in order to make a bid for the record. Despite its speed, the Spitfire fighter would require substantial modification before a bid could be made for the Record. Rolls Royce developed a special, or sprint, version of the Merlin II engine which meant that the aircraft's profile remained basically unalterated, apart from its spinner, which now capped a 10ft diameter coarse pitch, wooden four-blade propeller which was needed to absorb the special engine's power. Such an engine needed a larger radiator to cool it, when Spitfire Mk I K9822 on ground at Eastleigh in 1938

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Spitfire Mk I, UO•A of No. 266 Squadron (© RAF Museum P019187)

compared to the standard fighter. To effect this a deeper radiator was installed, enclosed by a deeper and lengthened housing, which extended as far back as the wing's trailing edge. To accommodate this feature, the starboard wing’s flap was reduced in length, with the section inboard of the radiator being removed.A larger oil cooler, similar in style to the later Mk V's, was fitted under the port wing. The aircraft's wing span was reduced to 33ft 8in and the tips rounded which gave the aircraft a distinctive feature when viewed in planform. All unnecessary operational equipment, such as armament, were removed, and the aircraft given a smooth external finish, which included flush riveting. The usual windscreen was replaced by a longer, more streamlined style, and the tailwheel replaced by a fixed streamlined skid It was finished in Supermarine's house colours of a highly polished royal blue with silver undersurfaces and a fuselage cheatline in the form of a lightning flash, with the Class B registration, N.17 also in silver

Spitfire Mk I WZ•S of No. 19 Squadron (© RAF Museum P000560)

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on the rear fuselage. The Speed Spitfire, as K9834 came to be known, looked every inch a winner. However, the Germans had not been allowing the grass to grow underneath their wheel chocks, while all this was going on. On 6th June 1938, the Germans raised the speed record to 394mph with a Heinkel He 100. The Speed Spitfire was yet to fly, but it was already realised that it might not be able to attain this speed, let alone surpass it. On 11 November 1938, the Speed Spitfire took off for her maiden flight with Mutt Summers at the controls. However, the ‘Powers That Be’ were now unsure as to whether or not to make a bid at the record, as a failed official bid at the title would only bring adverse publicity to the Spitfire. However, work continued on the Speed Spitfire, with various ideas being tested and researched in order to see what the aircraft's true potential was. Then on 30th March 1939, Germany again raised the record, this time to an incredible 463mph which secured for them both the landplane speed record and the world absolute speed record. In April, Germany raised the speed once again, to a phenomenal

469mph. Unfortunately, the Speed Spitfire was incapable of challenging the Germans' speed supremacy, and further work proceeded very slowly in view of the fact that no bid would now be made. In July the Speed Spitfire was exhibited at the International Aeronautical Salon in Brussels. Two months later Britain and Germany were at war. The priority now was to produce fighter aircraft rather than racing aircraft.

K9834 the Sequel When Germany secured the world landplane speed record on 26th April 1939, with a phenomenal 469mph, it was obvious that the Speed Spitfire could get nowhere close to such a speed, and any thoughts at an attempt at the record were quietly put to one side.At the outbreak of war in September 1939 a shortage of fighter aircraft prompted the decision to convert the Speed Spitfire back to fighter configuration, or as close to standard as was possible following the substantial modifications which the airframe had undergone. However, the improvement in the supply of fighter aircraft which meant that production was greater than the attrition rate, coupled with the fact that such extensive modification to K9834 made it uneconomical in man hours to re-convert her back to a fighter, resulted in her being modified to photo-reconnaisssance configuration in order to make use of her great speed. In November 1940, K9834 was delivered to the Photographic Reconnaissance Unit at Heston, where shortly after she was fitted with an oblique camera. Located in the fuselage behind the cockpit, the camera was intended to photograph targets from low altitude. The Speed Spitfire undertook one single operational sortie when an unsuccessful attempt was made to photograph a target in the Calais area. The operation was unsuccessful primarily due to the aircraft's reduced fuel load, which was, of course, the result of the initial modifications which had been undertaken on the airframe. It would appear that during its one and only operational sortie that K9834 retained her streamlined windscreen and racing colours, with the addition of Type A roundels on the wing undersurfaces and Type A1 roundels on her fuselage. An equal-width flash was carried on the fin approximately one third its height, and the serial was carried in the usual position in what appears from photos to be a colour which matches the fuselage flash in hue, in which case it would be silver. In addition to the RAF markings, the only other external differences which were apparent on the aircraft were a standard radiator, and a three -blade propeller for the replacement engine, which was now a Rolls Royce-Merlin XII. Due to her unsuitablity as a PR aircraft, K9834 was relegated to the role of a high speed communications hack for the remainder of the war, and survived until as late as June 1946, when she was scrapped.

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Photo-Reconnaissance Spitfires

Chapter

4

Spitfire PR Mk VII, X4786, May 1943

O

ne of the qualities deemed necessary for a successful photographic reconniassance aircraft is long range, to enable it to penetrate deep into enemy territory. It is somewhat surprising therefore, to discover that a short range interceptor fighter such as the Spitfire was successfully adapted for, and used in the PR role, and spawned a whole host of specialist variants. Initially PR sorties entailed the use of a hand-held camera operated by a crew member, with PR being viewed upon by the RAF as something of a secondary task. Long range operations were undertaken by the Blenheim bombers, while short range tactical PR was carried out by the Lysander equipped army cooperation squadrons. Neither the Blenheim bombers nor the Lysander could be considered as being suitable for the tasks which they were called upon to perform. Despite sterling work by figures like Frank Winterbotham and Sydney Cotton who were instrumental in developing the RAF's PR capabilities, it was not until August 1939 that Flying Officer Maurice Victor 'Shorty' Longbottom presented a memorandum to the Air Ministry where he suggested the use of an unarmed, single-seat, single-engined aircraft such as the Spitfire Mk I fitted with a Merlin II, in the PR role. The Air Ministry viewed the memorandum with interest, but within a month war with Germany had broken out and every Spitfire was worth its weight in gold for Fighter Command, and none could be spared for developing PR techniques. Following K5054's fatal crash on September 4th, 1939, there is some evidence to suggest that the remains were used to investigate possible camera installations. In the meantime, Sydney Cotton was promoting Longbottom's proposal, and his persistance was finally rewarded on October 16th, 1939 when he was allocated two Spitfire Mk Is, N3069 from No 6 MU and N3071 from No 27 MU. In order to placate the AOC Fighter Command, Air Chief Marshall Sir Hugh Dowding who was

against such an allocation, Cotton was to return both aircraft once he had finished with them. It would appear that Cotton never did return the Spitfires, and that no-one bothered to ask for them back. Cotton had both Spitfires stripped of all unnecessary equipment for their new role, and sealed the joints between various panels along with the machine gun ports and spent cartridge ejector chutes.A new sliding hood was fitted with a teardrop shaped blister on each side to improve the pilot's downward vision, and both were painted in a special colour scheme known as 'Camotint'. Both aircraft had a single vertical F.24 5in lens camera fitted in each wing in the position which the inner gun had previously occupied. The cameras were designed in order to provide stereoscopic cover by overlapping slightly. Despite retaining the fighter version's range the Spitfires' top speed was increased to 390 mph. In November 1939, N3071 was part of a detachment of PR aircraft sent to France and known as the Special Survey Flight. This aircraft was the first Spitfire to be operated outside the

Spitfire PR Mk IV BD888, May 1943

Photo-Reconnaissance Spitfires

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Spitfire PR Mk VII, X4786, May 1943

Spitfire PR Mk VII, X4786, May 1943

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British mainland and undertook her first operational mission on November 18, when Longbottom flew her to photograph Aachen and the vicinity. Navigation difficulties meant that the target could not be photographed, but the concept of using the Spitfire in the PR role in this and other missions undertaken, proved to be a success, but further underlined the aircraft's short range as a problem which would have to be addressed. Although the quality of the photographs obtained by N3071 had been of sufficient quality to be of great value, they were still small scale pictures and even following enlargement did not reveal everything that the eye in the sky was seeking. To remedy this Cotton proposed that F.24 cameras with 8in focal lengths be fitted, which improved on the detail given by the original cameras by one third. Cotton further proposed that an additional fuel tank of 29 gallons be fitted internally behind the pilot, which increased the aircraft's range to 325 miles. Externally, the new PR Spitfire was identical to her predecessor apart from the canopy windscreen. Gone was the fighter windscreen with bullet-proof glass, to be replaced by a curved, one-piece PR type. This second generation PR Spitfire variant undertook its first operational sortie on February 10th, 1940 when Longbottom photographed the naval installations at Wilhelmshaven and Emden. In order to differentiate between the new medium range PR Spitfire type and her immediate predecessor, the newer variant was given the designation PR Type B while both N3071 and N3069 would now be referred to as the PR Type A. With the standard fighter version of the Spitfire, the mark number was usually changed when the Merlin engine was upgraded e.g. the Mk I, became the Mk II, and later on was again upgraded to the Mk V. This was not the case with the PR

Spitfires to begin with, which used a series of letters, as newer versions became available. This system was used up until 1941 when the Air Ministry introduced a system of identifying the PR versions which was different to the system used for the fighters, and which would in theory avoid confusion between the two types. It was therefore decided to redesignate all PR Spitfires with a Roman numeral corresponding to the previous letter's position in the alphabet. This meant that the PR Type C, was now known as the PR Mk III. In reality this new system was not relevant as far as the PR Types A and B were concerned, as neither of these variants were still in service, but to avoid unnecessary confusion on our part, the later, official, system of designation will be used for the remainder of this discussion. The Spitfire had proved herself to be adept in the PR role, but was still found to be somewhat lacking as far as range was concerned.Work continued to try and remedy this, and the next step was to further increase the fuel load by fitting a rounded blister under the port wing, holding 30 gallons.A flattened blister was fitted under the starboard wing, in which two 8in focal length cameras were located. This version was designated the PR Mk III (PR Mk IC) and referred to as the ‘long range’ variant. New targets were now within the PR Mk III's longer range, and the port of Kiel was photographed on 7th April 1940. It was a PR Mk III which located the Scharnhorst and Gneisenau in Brest harbour on 28th March 1941 prior to the events which came to be known as the Channel Dash. Still the quest to increase the PR Spitfire's range continued. However, work proceeded rather slowly due to the priority given to producing cannon-armed wings for the fighter versions. Finally, the next PR offspring appeared, which carried two F.24 cameras with 8in or 20in focal length lenses, or two F.8 cameras with 20in lenses mounted vertically in the fuselage. This variant, the PR Mk IV (PR Mk ID) carried extra fuel in tanks located in the leading edge of the wings. Carrying a total capacity of 228 gallons of fuel, or two and a half times more than the standard Mk I & II fighter, the PR Mk IV was nicknamed 'The Bowser'. With a full load of fuel, the aircraft's centre of gravity was somewhat affected, which made her rather unstable and difficult to handle until the fuel in the rear tank had been used and the centre of gravity was restored to its more usual position. Such a fuel load meant that an additional oil tank of 14 gallons had now to be fitted in the port wing. This in turn meant that the PR Mk IV was fitted with the rounded style oil cooler intake which was a feature of the Mk V fighter variant.

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The PR Mk IV made her first appearance in October 1940. On the 29th of that month Fg Off S. Millen piloted a PR Mk IV to photograph Stettin in Poland, now known as Sczecin . Following a flight of 5 hours and 20 minutes duration Millen returned safely having proved that a short range interceptor fighter had successfully made the transition into a long legged aerial spy. The PR Mk IV was the longest ranging of all the PR spies which were based on the Mk I fuselage, and in fact entered service after the PR Mk V and PR Mk VI (PR Mk IE and PR Mk IF). Up to, and including the PR Mk III (PR Mk IC) only vertical photographs taken from medium to high altitudes had been brought back by the PR Spitfires. Following the evacuation from Dunkirk, and the threat of invasion, low altitude oblique closeup photographs were now required. In order to meet this need, further modifications were made to the Spitfire, which resulted in the PR Mk V (PR Mk IE) which carried a single F.24 camera in bulges under each wing. Targets could now be photographed at right angles to, and slightly downwards of, the line of flight. It is believed that only one PR Mk V was produced, but information on this particular Spitfire spy is rather elusive. The Spitfire PR Mk VI (PR Mk IF) made her debut in July 1940 (before the PR Mk IV,‘The Bowser') and was then referred to as the 'super long range' version of the PR Spitfire. From the very outset it was recognised that the PR Mk VI was an interim type pending the arrival of the PR Mk IV. The PR Mk VI shared some external features with the PR Mk III, and carried a blister tank under each wing with a capacity of 30 gallons apiece in addition, of course, to the 29 gallons located behind the pilot. The aircraft's chin i.e., the cowling underneath the nose, was enlarged and deepened to accommodate the larger oil tank which was needed for the longer flights.With an endurance of over four and a half hours, the PR Mk VI was now capable of visiting Berlin, with the first flight being undertaken on the 14th March 1941, when Sqn Ldr P.B.B. Ogilvie piloted X4712 to the ‘Big City’. Initially the PR Mk VI carried two F.24 camera behind the cockpit with 8in focal length lenses. Later these were replaced with F.8 cameras with 20in focal length lenses. Later still, some PR Mk VIs were fitted with a third camera, with a 14in focal length lens in an oblique mounting facing the port side. Chronologically, the PR Mk V was the next spy to be sent out to the cold. Experience gained with this variant showed the value of low level oblique photography, but also served to remind all those concerned that low level sorties increased the PR Spitfires' vulnerability to attack from enemy aircraft now

that they had sacrificed the relative safety of altitude in order to photograph their targets from lower down. The answer, quite simply, was to arm the spies, and designate them the PR Mk VII. Basically, the PR Mk VII retained the Mk Ia fighter's armament along with the fighter's laminated glass windscreen, but with the PR style sliding canopy. The 29 gallon fuel tank located behind the pilot was retained and an obliquely mounted F.24 camera with a 14in length focal lens could be fitted in the fuselage facing either to port or starboard.Additionally, two vertically mounted F.24 cameras were carried, one with a 5in lens and the other with a 14in lens. It was now considered that a combination of guns and cameras would give the PR Mk VII the flexibility it needed to operate just below the base of whatever cloud cover there might be.Again the PR Mk VIII sported the Mk V fighter style oil cooler intake. Among the photographs attributed to the PR Mk VII is one of the German cruiser Admiral Hipper, taken when she was laid up in dry dock in Brest in January 1941, as well as those of the battle cruisers Scharnhorst and Gneisenau also taken at Brest in March and April 1941 respectively.

Spitfire PR Mk IV BD888, May 1943

The ultimate PR Spitfires to be based on the Mk I/V fighter airframe were the PR Mk XIIIs that were produced, all as conversions from either Mk I, II and V fighter, or PR Mk VII airframes. The Mk XIII was again intended for low altitude work and carried two vertical and one obliquely mounted camera. Low altitude work increased the risk to both pilot and aircraft and to offset this, the PR Mk XIII retained four machine guns in Spitfire PR Mk X, SR396, May 1944

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Spitfire PR Mk XI PL775/A of No. 541 Squadron in flight

Spitfire PR Mk X, SR396, May 1944

order to mount some form of defence.A bullet proof windscreen was fitted, along with the PR style sliding canopy. The aircraft's fuel load was the same as the fighter version, which although limiting the variant's range did not preclude her from playing a vital role in photographing the Normandy beaches while the preparations for the invasion of Europe were being made. The installation of the Merlin 60 series engines resulted in the Spitfire having a longer nose and it was not long before long nosed spies appeared on the scene. The first of these appeared late in 1942, when fifteen Mk IX fighters had their guns removed, their chins deepened to accommodate the larger oil tank necessary and a PR style windscreen fitted. Two vertical cameras were carried in the rear fuselage, and an increase in range was achieved by using a slipper tank. Like all early Mk IXs

these conversions were fitted with the short style carburettor air intake. In this guise the variant was known as the Spitfire PR Mk IX, and was only intended as another short-term, stop-gap measure. Another camera-equipped version of the Mk IX was the FR Mk IX, which again was produced in small numbers and was used for low to medium altitude work. The FR Mk IX carried the fighter's standard armament and internal fuel load, but had a single oblique camera fitted in the fuselage facing to port. As far as numerical sequency goes, it is logical to assume that the PR Mk X would have entered service before the PR Mk XI.

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Unfortunately we can never take anything for granted with the Spitfire, as the PR Mk X appeared in the Spring of 1944, by which time the PR Mk XI was well established in squadron service. Only sixteen PR Mk Xs were built and the type was practically identical externally to the PR Mk XI, with the only apparent difference being an air intake on the starboard side of the engine cowling for the pressurised cockpit. It was not practical to keep a type of such limited numbers operational, and only two squadrons were equipped with the PR Mk X which was used in the high altitude role. The definitive PR version of the Merlin engined Spitfire must surely be the PR Mk XI which first appeared in the Summer of 1943. The aircraft's standard camera intallation was of two vertical fuselage mounted cameras, but it was not unusual for an oblique camera to be fitted. Some PR Mk XIs are recorded as having downward facing F.8 cameras with 5in focal length lenses fitted in small blister fairings outboard of the wheel wells. These cameras were ideal for tactical reconnaissance from low to medium altitudes. The PR Mk XI carried additional fuel in the wing leading edges and an external slipper tank could also be fitted. In fact, it is a PR Mk XI which holds the record for the longest flight achieved in a Spitfire. A total of nearly 500 PR Mk XIs was produced, and the type was supplied to several foreign air forces. Production came to an end late in 1944 when yet another PR Spitfire version appeared on the scene. This was the Griffon powered PR Mk XIX, but that, as they say, is another story.

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Spitfire Mk II to VI Chapter

5

Spitfire Mk IIa P7296 JZ•22 of No. 57 OTU in flight (© RAF Museum P005112)

Mk II Basically, the Mk II was a Mk I airframe with a more powerful Merlin engine, (the Merlin XII) - hence the need for a new designation in order to differentiate between both variants. Externally, both types were virtually identical with the Mk II incorporating all the modifications and developments which were built into the Mk I, apart from the teardrop shaped blister which the Mk II had on the starboard side of the nose immediately behind the spinner and which covered the Coffman starter. The Mk II could be fitted with either the de Havilland spinner with narrow Dural metal blades, as were the Mk Is, or with the blunt style Rotol spinner with broad, compressed wood, Jablo propeller blades. Despite early difficulties with production of the Mk II at the gigantic factory at Castle Bromwich, the new type was soon emerging from the complex in increasing numbers. The first squadron to receive the Mk II was No. 611 at Digby who received theirs in August 1940. Thereafter, deliveries were effected to Nos.19, 74 and 266 Sqns. Limited numbers of the Mk II saw combat in the latter stages of the Battle of Britain. The Mk II was in production for a relatively short time, but long enought for the plant to build over nine hundred examples. Most of these were Mk IIas, which meant that they were fitted with a battery of eight 0.303in machine guns.A small number were built as Mk IIbs with two cannon and four machine guns. The latter version has always proved to be a very elusive bird, with few photographs of the type ever appearing in print. One of the Spitfire's shortcomings from the very outset was its relatively short range due to the limited amount of fuel which

it could carry. Strenuous efforts were made throughout the aircraft's career to increase its range to the absolute maximum, and while some PR variants had a phenomenal range, it was not possible to increase the range of the fighter versions accordingly due to the constraints imposed by operational equipment. As early as K9791, the fifth production Spitfire, attempts had been made to increase the aircraft's range. This particular aircraft was retained by Supermarine for trials and fitted with a mock up installation of fixed underwing fuel tanks of approximately 30 gallons capacity each.Another Mk I, this time P9565 was tested with a single fixed external fuel tank under the port wing. The fixed external fuel tanks, whether in symmetrical

The Spitfire Mk III N3297, in its initial form with clipped wing, July 1940

Spitfire Mk II to VI

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Spitfire Mk Vb W33??, October 1941

Spitfire Mk Vb DL•K of No 91 Squadron (© RAF Museum P019197)

or asymmetrical form, were found to have a detrimental effect on the aircraft's performance. However, the quest continued, and a small number of Mk IIas were fitted with a fixed fuel tank of 30 gallons capacity under the port wing. These aircraft were designated Mk IIa LR, and issued to Nos. 66, 118 and 152 Squadrons. It appears that this variant of the Spitfire was not too popular with her pilots, as the tank affected the speed and handling. However, range was increased which meant that the Spitfire could now escort her bomber charges deeper into enemy-held territory than was previously possible. Long range Spitfires

escorted the bombers which attacked the German battle cruiser Gneisenau on the 24th July 1941 when she was docked at Brest harbour. The long range Spitfire Mk IIs remained in service until March 1942 when the surviving aircraft were withdrawn, and their wing tanks removed prior to being forwarded to the Central Gunnery School for use in the training role. A further variant of the Mk II was the IIc, and it is important to stress that, in this case, the suffix ‘C’ did not refer to the aircraft's armament. This variant came on the scene in 1943 after the Mk II had been replaced by the Mk V as far as front line duties were concerned. The Mk IIc was powered by the Merlin XX engine and undertook duties in the air-sea rescue role. Survival and rescue gear were carried internally behind the pilot's seat, and could be released through the flare chutes on the underside behind the cockpit. The installation of this extra equipment did not have an adverse effect on the Mk IIc’s performance, although the aircraft retained its usual armament. In March 1941, the Mk II began to be phased out of production, to be replaced by what was intended to be a stopgap version, but which became the second most numerous Spitfire type to be produced. exceeded only by the Mk IX. The Mk V was making her appearance .

Mk III (N3297) Only one true Spitfire Mk III was produced, namely N3297, the type eventually losing out to the Hurricane Mk II, and later the Spitfire Mk V. Whereas the Mk II was a re-engined Mk I, the Mk III was an attempt to improve the type's design, and consequently its performance. The re-design meant that the Mk III would differ in appearances in certain areas to her

Spitfire Mk Vb W33??, October 1941

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Spitfire HF Mk VI prototype X4942 in flight

predecessors, most notably in her wing span, which was clipped, and shortened to 30ft 6in. The undercarriage was re-designed in an attempt to improve the type's ground stability, the Spitfire's narrow track undercarriage having proved not so sturdy as that of the Hurricane's. When retracted, the undercarriage was to be completely covered by re-introducing the flaps as had been envisaged on the prototype, although the Mk III flaps were to be located in a different position to those of the prototype. The tailwheel was to be fully retractable and enclosed when in flight. The aircraft's armour was to be increased slightly over that of previous marks, and the bullet proof windscreen, or laminated glass panel, was to be installed inside the pilot's forward vision panel rather than on the outside as previously fitted. A Rolls Royce Merlin XX engine fitted with a two-stage supercharge would have powered the Mk III. This engine increased the Spitfire’s length to 30ft 4in and was intended to improve her performance at all altitudes. However, at the time, the Battle of Britain was at its height, and the limited supplies of the Merlin XX then available were earmarked for the Hurricane Mk II which had priority of the more powerful engine. Rolls Royce stepped up production of the Merlin XX, and late in 1940, an order was placed for a substantial quantity of Spitfire Mk III's. However, Rolls Royce had undertaken further development of the Merlin XX, and had also produced it without

the low-altitude blower. This newly developed engine, known as the Merlin 45, could be fitted in existing Mk I and Mk II airframes with the minimum amount of modifications and disruption to production lines and resulted in the Mk V series. It was realised that such a course of action could only be a short term, or stop-gap, measure pending the introduction of a variant following further development of the design, but as a result of the arrival of the Mk V the decision was made not to go ahead with series production of the Mk III.

Spitfire Mk Vb PJ•P of No. 130 Squadron (© RAF Museum P015724)

Mk V Series Developed from the Mk I, the Mk II was to have been superseded in turn by the Mk III, but, as related above, this variant never made it into production. However th new Spitfire Mk Vb PR•Z of No. 609 Sqn (© RAF Museum P008446)

Spitfire Mk II to VI

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Spitfire Mk Vb BL767 WN•Z ‘Anna’ of No. 527 Squadron (© RAF Museum P012542)

Spitfire Mk Vb PJ•C AD370 of No. 130 Sqn (© RAF Museum P015715)

Spitfire Mk VI, January 1941

Merlin 45, which was basically a Merlin XX without its low-altitude supercharger, was authorised for installation into the Mk I & II airframe in December 1940. Fortunately, the Spitfire Mk I and Mk IIs then in service could accommodate the new engine without the need for extensive modifications, and the new engine could also be fitted to airframes already on the assembly lines without affecting production. Thus was born the Mk V, which was initially looked upon as purely an interim version pending the arrival of the Mk III and Mk VI; the latter with its pressurised cockpit would be able to counter the looming threat from high altitude Luftwaffe aircraft then expected.When this threat did not materialise, the Mk V continued to be produced as the main production version. So successful was the type in fact, that it became the second most numerous variant to be produced, and was widely exported to foreign air forces both during and after the war. The first squadron to receive the Mk V was No. 92 which undertook delivery of their first aircraft in February 1941. Initially the Mk Vs were converted Mk I and Mk II airframes which had been strengthened to cope with the new Merlin 45 engine. These conversions were issued alongside production Mk Vs coming from the factories. The new Mk V aircraft, fitted with the initial armament of eight 0.303in machine guns, can be difficult to identify in photographs, but one distinguishing

feature was their larger diameter oil cooler which had a circular intake as opposed to the semi-circular, or D style, which was fitted to the Mk Is and Mk IIs. Not so apparent, perhaps, but a feature which first appeared on the Mk V, was the use of metal covered ailerons that further enhanced the Spitfire's flying characteristics. The first variant of the Mk V to be produced was the Mk Va which carried an armament of eight 0.303in machine guns. After ninety-four examples had been produced, production

24

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halted, as its armament was not of a heavy enough calibre to do the job required. Instead, production was switched to the Mk Vb, which carried an armament of two 20mm Hispano cannon and four Browning 0.303in machine guns. The difficulties initially encountered with the cannon armament had by now been resolved, but the wing could only accommodate sixty rounds per gun due to the drum feed units that were installed. In October 1941 the Mk Vc came along with what became known as the C, or ‘universal wing’. The internal structure of this wing differed somewhat to those fitted to previous variants, and incorporated several features which were to have been used in the Mk III. This stronger wing was capable of accommodating either eight 0.303in machine guns, four 20mm cannon, or a combination of two 20mm cannon and four 0.303in machine guns. By the time the Mk Vc appeared the cannon installation could accommodate

one hundered and twenty rounds per gun, a significant increase in firepower, following the introduction of a redesigned belt feed system.Although Spitfire Mk Vcs were fitted with four 20mm cannon, this armament seems to have been the exception rather than the rule, as the two extra cannon imposed a weight penalty which affected the aircraft's performance. The more usual combination appears to have been two 20mm cannon with four 0.303in machine guns. Often, but by no means always, a small stub fairing could be seen where the additional cannon could be fitted, outboard of the one carried. The universal wing was also capable of carrying two 250lb bombs mounted on wing shackles or a single 500lb bomb mounted on the aircraft's centre section, thus producing a fighter-bomber. The quest to increase the Spitfire's range continued, but now attention was focused on developing a jettisonable auxiliary fuel tank which could be fitted to the aircraft centreline. Initially these tanks had a capacity of 30 and 45 gallons, but a 90 gallon jettisonable tank had been developed by the end of 1941. Despite increasing the Spitfire's range significantly, these tanks continued to affect the aircraft's stability until they had been drained or jettisoned, but they were a great improvement over the previous design, and as such were judged a success. It was while the Spitfire Mk V was the jewel in Fighter

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Spitfire Mk Vs of No. 91 Sqn (© RAF Museum P016408)

Command's crown that the Focke Wulf Fw 190 was first encountered. This resulted in the balance of power, which had been restored by the introduction of the Mk V, shifting again in favour of the Luftwaffe. This added further stimulus to the pace of development, and in the short term saw several improvements and modifications being introduced on the Mk V production lines. These modifications included improving the aircraft's performance and rate of roll at low altitude, and the fitting of a negative-G carburettor. This latter item regulated the flow of fuel to the engine and prevented it from cutting out when the pilot applied negative G as happened, for example, when a sudden dive was initiated. The Mk V was a remarkably successful variant, especially when one considers that it was initially intended as a stop-gap measure until something better came along! So successful was the Mk V that by December 1941, most of Fighter Command's squadrons were equipped with the type. The Mk V was the first fighter version of the Spitfire to see operational use overseas, and was supplied to several foreign air forces. Indeed, the type saw service on every front on which the RAF and the Allies were engaged.A Mk V was fitted with floats and flown in that configuration. In fact serious consideration was at one time given to producing a floatplane Spitfire, but a change in the tide of war meant that such a requirement was no longer needed.

Continuing the naval theme, the Mk V spawned the Seafire line, which in turn led to a whole host of variants which were intended to operate from aircraft carriers - not a bad achievement for an aircraft designed originally as a land based, short range interceptor, despite her water-borne ancestry.

Mk VI Intended to combat the threat posed by high flying enemy

Spitfire Mk Vb AA855 XR•C of No. 71 Squadron after crash landing being examined by German troops (© RAF Museum P018063)

Spitfire Mk Vb of No. 303 Squadron, Northolt May 1942

Spitfire Mk II to VI

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Spitfire Mk Vb ?N821 SN•M of No. 243 Squadron in flight

Spitfire Mk VI, January 1941

Spitfire Mk Vb Trop CP829

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Chapter 5

aircraft, the Spitfire Mk VI was the first pressurised high flying variant of the fighter version to be produced. Basically a Mk V fuselage incorporating a Rolls Royce Merlin 47 engine which drove a four-blade propeller, the Mk VI also featured a pressurised cockpit for the pilot, and sported the distinctive extended wing tips. This feature extended the wing span from 36ft 10in to 40ft 2in, and was intended to give the aircraft additional lift when operating at higher altitude. In all, ninety-seven high-altitude Mk VIs were built, although some

sources quote the figure at one hundred. The first true production Mk VI, as opposed to conversions, was rolled out in December 1941, with production continuing until October 1942. In all, eight squadrons were equipped with the type, all based in the UK, apart from five aircraft which were sent to the Middle East to help counter the threat posed by high altitude enemy aircraft, particularly the Ju 86 reconnaissance aircraft which operated in that theatre. Sadly, the Mk VI cannot be looked upon as an unqualified success, and in fact it was outperformed in the Middle East by locally modified and lightened Mk Vs. In addition to this, its canopy, which was locked down on the pilot before he took off in order to effect pressurisation, was a feature which was disliked, despite the fact that it could be jettisoned in an emergency. Following their withdrawal from squadron service, the Mk VI was mainly employed in the training role with both armament and cockpit pressurisation removed.As their high altitude role was no longer needed, their pointed wing tips were also removed, and replaced with standard span tips.

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Mk VII to Mk IX & Mk XVI

Chapter

6

Spitfire Mk IXc, BS289, Hucknall 21/9/42

I

t would be logical to assume that the Mk VII followed the Mk VI into production. In fact, this was not so, with the Mk IX reaching the squadrons in advance of the Mk VII and Mk VIII. Initially, the Mk IX was intended as another stopgap measure with which Fighter Command would have to make do until pressurised Mk VII and unpressurised Mk VIII became available as part of the mainstream development of the type. The first Mk IX was a Mk Vc airframe fitted with a Merlin 61 engine, with the partnership proving to be so successfull that this adaptation, which was not to feature some of the designs intended for the Mk VII and Mk VII, was issued to the squadrons. This version soon proved its worth as a remarkably successful member of the Spitfire family, so much so in fact, that the Mk IX and basically identical Mk XVI, was built in greater numbers than any other variant of the Spitfire. However, for the sake of continuity, it is best to deal with the Mk VII and Mk VIII next rather than following the type's chronological entry into service. The Mk VII, Type No. 351, was designed as a high altitude fighter, and as such would feature the extended wing tips similar to those featured on the Mk VI, but with reduced span ailerons. The Mk VII’s airframe was strengthened considerably when compared to the Mk VI, and was fitted with the Merlin 61 and its derivatives, which had a two-stage supercharger, thus lengthening the nose. Radiators now appeared under both wings. The port wing’s radiator cowling housed the radiator for the engine's new intercooler as well as the oil cooler, which was originally housed in its own intake under the port wings.An intake for the pressurised cockpit was located beneath the exhaust fairings on the starboard side of the nose. The elevators' horn balances were extended, and while early Mk VIIIs had the hitherto standard rudder, later production aircraft rolled off the production lines with an extended-chord rudder fitted with a pointed tip. The previously fixed tailwheel was now fully retractable, the first time this feature appeared on an operational

version of the Spitfire. Internally, the fuel capacity was increased, while the 'C' wing armament was fitted as standard. The first production Mk VII rolled out in August 1942, with the type being kept in production until early in 1944 by which time a grand total of one hundred and forty aircraft had been built. Despite achieving some successes, the Mk VII’s performance was something of a disappointment on the whole, especially when lightened Mk IXs were proving equal to the task of performing high-altitude interceptions. It is interesting to note that some squadrons removed their aircraft's cannon in order to lighten them and consequently enhance their performance. The Mk VII was operated by Nos. 118, 124, 131, 154, 312, 313, 453, 602 and 616 Squadrons, with No.154 Sqn being the last to

The sole Spitfire T Mk 8 two-seater N32 in flight

Mk VII to Mk IX & Mk XVI

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Spitfire Mk IXc MK264 ZF•R of No. 308 Squadron, 1944 (© RAF Museum P013098)

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the role prefixes referred to the particular Merlin engine variant which was installed in an aircraft and its altitude rating, and not upon the type of wing tip fitted. It had been recognised from the very beginning that the Spitfir's rearward vision from the cockpit could be improved upon, thus the adoption of the bulged and blown sliding cockpit canopy was undertaken. In 1943 a Mk VIII, JF299 was used in an attempt to further enhance the pilot's rearward vision when the rear fuselage was cut down in height, and a tear-drop sliding canopy fitted. The experiment proved successful, and the feature was incorporated in late production Mk IXs, most Mk XVIs and all the Mk 20 series Spitfires and their naval counterparts. In addition to being a practical modification and development, the cutting down of the Spitfire's rear fuselage further added to its graceful lines. operate this particular Spitfire variant as the war came to an end. By the end of its operational life, the Mk VII had long forsaken its intended role as a high-altitude fighter, and was usually used in the same role as a standard Spitfire fighter.

Mk VIII The Spitfire Mk VIII, Type No.359, was developed alongside the Mk VII, and can generally be considered as sharing the same features apart from being unpressurised. Early production Mk VIIIs appeared in November 1942 and were fitted with the standard (early) style rudder, but the majority were fitted with the later style broad-chord, or pointed-tip rudder. The universal, 'C', armament was fitted as standard, and despite the fact that early Mk VIIIs were produced with the pointed, or high-altitude wing, the majority were fitted with standard span wings.A feature first seen on the Mk VIII was the Vokes Aero-Vee tropical

Spitfire Mk IXc of No. 736 Squadron (© RAF Museum P019201)

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Chapter 6

filter, which was a very efficient and compact design that was superior to the tropical filters hitherto fitted to the Mk Vs operated in the Middle East. The new filter was such a success that it was fitted as standard to the Mk VIII, as well as all Mk IXs, apart from the very earliest built, or conversion airframes, and of course, their derivatives, the Mk XVIs. As a general rule of thumb, it is usually the case that Mk VIIs were issued to squadrons operating from the UK, while the Mk VIIIs were sent to the Middle and Far East. In all 1,658 Spitfire Mk VIIIs were produced, and were operated by thirty squadrons, the first being delivered towards the end of 1942. At the same time as the Mk VIII began reaching the squadrons, the RAF introduced role prefixes for the Spitfire eg. Spitfire F Mk VIII, LF Mk VIII and HF Mk VIII. These prefixes referred to the best altitude at which the aircraft could be operated in order to deliver its best performance, be it low, medium or at a higher altitude. However, it must be stressed that

Mk IX In September 1941, the Spitfires of RAF Fighter Command found themselves inferior to a hitherto unknown radial engined Luftwaffe fighter. Some reports suggested that this new fighter could have been French aircraft captured following the fall of France, and now put to use by the Luftwaffe, but on the whole it was believed to be on entirely new, and hitherto unknown, German design. It was soon discovered that the new adversary was the Focke Wulf Fw 190, and that it was capable of achieving superiority over the Spitfire Mk Vs unless something was done to redress the balance immediately. In fact, so deadly did the Fw 190 prove to be that a directive was issued by the Air Staff on 13th November 1941, which brought to a halt all but the most essential of RAF operations over Northen Europe. Thankfully, on the whole the Luftwaffe continued to be on the defensive against the RAF over the Channel Front due to commitments elsewhere.As a result of this, and several other contributory factors, the Luftwaffe was unable to exploit the Fw 190’s potential to the full. In the meantime, normal operations were resumed by the RAF in March 1942, only to be brought to a halt once again on 13 June, by which time losses had become unacceptable. The RAF was desperate to examine an Fw 190 for themselves, in order to develop new tactics against the threat it posed and to exploit any weaknesses which their new adversary might have. Such was the urgency to obtain an Fw 190, that a raid was actually planned which would result in an Fw 190 being literally stolen from a Luftwaffe base in France, and flown back to an RAF base in Southern England. The losses as a result of undertaking such a mission were considered acceptable under the circumstances. To the great relief, no doubt, of all those who were to take part in the theft, the operation was called off in June 1942 after a Luftwaffe pilot presented the RAF with the gift of a fully operational Fw 190 having landed in error at Pembrey in South Wales following an error in his navigation. Comparative trials between the Fw 190 and the Spitfire Mk V began almost immediately.While these trials illustrated in full the superiority which the former enjoyed over the latter, it also provided an insight into the methods which the Mk Vs could adopt in order to increase their chances of survival when they encountered the Fw 190.Amongst these methods were fitting a Merlin 50M engine with a negative-G carburettor and a supercharger impeller which enabled the aircraft to apply additional boost at a lower altitude than was previously possible, and 'clipping', or reducing the aircraft's wing span from 36ft 10in to 32ft 6in which improved the aircraft's rate of roll. The aircraft which could deal with the Fw 190 menace was the pressurised Mk VII and unpressurised Mk VIII, both powered by a Merlin 61 engine. However, these aircraft were, then, some time away from being ready for production as the

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work involved in strengthening the airframe for the new engine was not yet finished. Some time previously, exploratory tests had been undertaken which involved fitting a Merlin 60 engine, intended for a high altitude version of the Wellington bomber, in a basic Mk I fuselage. These tests had proved that such an installation was possible, and it was decided to attempt the union of a Merlin 61 engine with a basic, unstrengthened Mk V fuselage. Two Mk Vc airframes,AB196 and AB197, were selected and subsequently had their fuselage longerons strengthened to take the new longer, heavier and more powerful engine. The first aircraft,AB196, took to the air powered by its new engine on 26th February, 1942, followed by AB197 on the 27th March. Further trials and conversions followed, but the increase in the Spitfire's performance was such that it was decided to put the Merlin 61 engine and Mk V fuselage into production as an interim type, to be designated Spitfire F Mk IX, Type No.361. Initially, the Mk IXs were conversions of Mk V aircraft. Production of the Mk IX 'proper' did not begin until the aircraft in the BR and BS serial ranges were built. In the meantime, the interim type was to be built using Mk V fuselages from the production lines, or by converting operational aircraft from Mk V to Mk IX standard as and when the opportunity arose following repairs or major modifications, for example. Initially, the only Mk IX variant available was the one fitted with the Merlin 60 engine. Then in the spring of 1943 a Mk IX variant powered by a Merlin 66 engine made its appearance. This engine's superchargers were designed to engage at slightly lower altitudes, which meant that the Mk IX was now on a par with the Fw 190 at all altitudes. No official designation was given to the Merlin 66 powered Spitfires, and squadron personnel needed some way to identify them from the Merlin 61 powered Spitfires. Consequently an unofficial designation was applied to these two types of Mk IXs by the pilots and ground crews whereby the earliest Mk IXs powered by the Merlin 61 or 63 engine were known as the Mk IXa, and the Merlin 66 powered aircraft were referred to as Mk IXbs. Over the subsequent years, this unofficial designation has caused some confusion to Spitfire buffs, having led many to believe that they referred to the type of armament which was fitted to the wing. It would appear that the unofficial designation of Mk IXa and Mk IXb had given some concern to the Ministry of Aircraft Production, or possibly confused them too, as later on in 1943 they introduced a new official designation for the Mk IX subvariants. The unofficial Mk IXa, fitted with a Merlin 61 or 63

engine and with the type C wing armament, was now designated F Mk IXc. The Mk IXb, also fitted with the type C wing, but powered by a Merlin 66 engine was now designated LF Mk IXc, despite the fact that it was at its best at 22,000 feet, and not low down as its designation would lead one to believe. Bringing up the rear was the HF Mk IXc powered by a Merlin 70 engine, again with the type C wing. In this case, the prefix ‘HF’ did refer to the aircraft's intended role at high altitude. In the latter half of 1944 the type 'E' wing first made its appearance. Outwardly, the cannon and cannon stub had changed positions when compared to the Mk IXc, with the cannon now outboard of the stub. The stub itself contained the muzzle of the 0.5in machine gun, which now replaced the two lighter 0.303in Brownings which were previously fitted to the wing. The 0.5in Brownings were placed in the inner cannon's bay as there was more room here to accomodate the longer ammunition belts which the 0.5in guns had compared to the 0.303in guns. Consequently, the cannon was fitted in the outer bay.A study of photographs and comparison of the 'C' and 'E' wings gives the impression that the latter was fitted with a

Spitfire Mk IXc MH559 GO-C of No. 94 Sqn in flight. Note auxillary tank fitted on centreline (© RAF Museum P020401)

Spitfire LF Mk XVIes of No. 601 Squadron, with TB288, HT•H in the foreground (© RAF Museum P021202)

Spitfire LF Mk XVIe DN•H of No. 416 Squadron in flight. Note the auxillary fuel tank fitted

Mk VII to Mk IX & Mk XVI

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loss in itself was not enough, it also meant that the Luftwaffe could now examine the RAF's latest technology at leisure, and develop tactics and equipment with which to counter it. The seesaw technological war continued alongside the actual conflict. Over 7,000 Spitfire Mk IXs and Mk XVIs were produced, including conversions, which qualifies the type as the most numerous variant of the Spitfire, and like the Mk V, it was widely exported, with some countries continuing to use the Mk IX in a front line role until well into the 1950s.

Two-seat Spitfire Spitfire T Mk 8 prototype N32

different, shorter, cannon than the 'C' wing. In fact, both wing types were fitted with the same cannon, but with the 'E' wing's cannon being situated slightly further back than the ‘C' wing's cannon, making it appear shorter. The cannon bays were designed so that the cannons' breeches would be staggered, which in turn meant that the outer cannon would sit further back in the wing, and appear to be shorter than the cannon located in the inner bay. A whole plethora of modifications were made to the Mk IX series, both internally and externally. Despite the fact that some of these modifications and alterations changed the outward appearance of the Spitfire, it was not felt necessary to change the mark number. The only instance when this occured was in the case of the Mk XVI which was basically a late series Mk IX, but with an American built Packard-Merlin engine. Most of the Mk XVIs featured the cut-down rear fuselage with the all-round vision sliding hood, along with an enlarged chord, or pointed, rudder.All this helped contribute to the false impression that the

An interesting offshoot from the mainstream line of development of the Spitfire was the trainer version, which was based on the Mk IX airframe.A single Mk VIII MT818, later registered as G-AIDN, was converted in 1946 to two-seat configuration and test flown at Boscombe Down. Despite exhibiting similar flight characteristics to its fighter counterpart, the RAF did not express an interest in a trainer version of the Spitfire and no further Mk VIIIs were produced as trainers. Undaunted, Supermarine continued with the two-seat theme as a private venture with the Mk IX airframe.Again the RAF was uninterested, but enough foreign interest was generated that a total of twenty Mk IX trainers were produced for four foreign air forces. Considering the small numbers of Spitfire trainers produced when compared to the total number of Spitfires and Seafires built, a surprisingly large percentage has survived, including MT818. In addition to the official conversions produced, it is known that No.261 Sqn operated a Mk V ES127 while they were based in Sicily (See Colour Side-views), which had been unofficially modified to accommodate a second seat immediately forward of the pilot's cockpit. This aircraft was probably used as a hack rather than in the training role. The Soviet Air Force also modified some Spitfires to accommodate a second cockpit, with a more streamlined canopy than that found on the official Supermarine trainers, but to date it is not known for certain exactly how many were modified.

Spitfire on Floats

Spitfire Mk IXcs of No. 442 Squadron taking off with ?K464 •Y in the foreground (© RAF Museum P021632)

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Mk XVI was a different aircraft to the Mk IX, rather than a variation of a theme, as it were.Again, the change in mark numbers merely referred to the type of engine which powered the aircraft. The first Mk IXs, actually conversions of Mk V airframes, were issued to No.64 Sqn at Hornchurch in June 1942 followed by No.611 Sqn the following month, with other squadrons reequipped with the type in rapid successions. No.64 Sqn's first encounter with the Luftwaffe after re-equipping with the Mk IX came on July 30th when four Fw 190s were shot down during the course of the day. There is no doubt that the German pilots initially mistook the Mk IXs for the earlier Mk Vs, both aircraft being remarkably similar apart from the Mk IX’s slightly longer nose and symmetrical radiator layout, and as a result underestimated the performance of their opponents. However, the Mk IX’s potential superiority over the Luftwaffe's fighter force was seriously compromised on 26th September when No.133 (Eagle) Sqn lost no less than ten of their aircraft over France after they ran out of fuel while escorting B-17s.As if this

The Spitfire never really forgot her racing ancestry and its close ties to the water.Apart from the Seafire, the carrier or naval version of the Spitfire, it is recorded that floats were fitted to five airframes and that four were actually flown. The first float equipped Spitfire was Mk I, R6722, which was fitted with a pair of Blackburn Roc floats in 1940 in response to the German invasion of Norway.When British forces were evacuated from Norway, there was no pressing need for a Spitfire so modified, and the project was dropped. With the success of the German and Japanese forces in the Mediterranean and Pacific Theatres respectively, serious consideration was given once again, in 1942, to producing Spitfires with floats, but this time based on the Mk V airframe. In fact three aircraft were fitted with floats and flown, namely W3760, EP751 and EP754. On the whole the concept was a success, but the reduction in speed due to the drag caused by the floats was considered to be too great for the type to have any chances of survival when pitted against an enemy fighter. Finally, a single Mk IX MJ982 was fitted with floats and flown. Again the reduction in the top speed was significant, and following tests in 1944 the concept of a float equipped Spitfire was finally abandoned, and the aircraft returned to its standard configuration. Four of the five Spitfires fitted with floats had actually flown, and it is interesting to speculate where such a development would have led to had events not taken a different course.

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The Spitfire in Belgium by Rudy Binneman

Chapter

7

SM32, MH424 flown by the Station Commander, Brustem, 1953 (© R. Binneman)

J

ust after the end of WWII, Belgian Military Aviation (the Belgian Air Force didn't exist at this point) operated the Spitfire Mk XVI in its first two operational squadrons; Nos. 349 & 350. These aircraft had not been bought from the British government, but were on loan from the RAF. Later Spitfire Mk IXs were purchased for use as trainers in the Advanced Flying School at Brustem.

No. 349 Squadron, which was operating alongside them in No. 123 Wing. After the end of hostilities in Europe, it was time for the Belgian government to create a military air force, independent from the RAF. The desire to see aircraft in Belgian colours was great, but the reality was quite different. There were not enough airfields in Belgium to operate the aircraft, no operational structure, no logistic infrastructure and there was not even enough technical man-power. Fortunately the RAF allowed both Belgian squadrons to stay within their operational command and organisation until the end of 1946. This period gave the Belgian authorities the time needed to form the new military aviation infrastructure. For their first operational aircraft, the Belgian government

SM24, MK777 at Brustem (Belgium) in 1948 (© R. Binneman)

Overall silver GE•D, probably TD900 at Fassberg (Germany) in 1946 (© R. Binneman)

At the end of WWII, No.349 Sqn was equipped with Mk IX Spitfires and was in the process of converting to the new Mk XVI in the fighter-bomber role. At that time they were stationed at B.113 (Varrelbusch) as a unit of the No.135 (Polish) Wing, which consisted of Nos. 302, 308, 317, 322 & 349 Squadrons. In contrast, No. 350 Squadron was equipped with the Mk XIV, and was based at B.152 (Fassberg) as a unit in No. 127 Wing, which comprised Nos. 41, 130 & 350 Squadrons. Two weeks later No. 350 squadron was transferred to No.122 Wing, also at Fassberg, but their Mk XIV Spitfires were changed for the Mk XVI. The end of May 1945 saw No. 350 Squadron posted to B.116 (Wunstorff). Here they met up with

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TE444, GE•P of No. 349 Sqn crashed at Sylt (Germany) sometime during the 8th to 15th June 1946 period (© R. Binneman)

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wanted to buy new Spitfire Mk XVIs, but this was impossible as they were equipped with a Packard Merlin engine. In accordance with the lend-lease agreements between the British and the American governments, certain aircraft were not permitted to be sold to another customer, and these ‘American powered’ machines were a case in point. So the Belgian government bought surplus Spitfire Mk XIVs in Great Britain to equip the first operational squadrons.

SM13, PT643 at Brustem in 1948 (© R. Binneman)

SM15, MJ783 at Brustem in 1948 (© R. Binneman)

Fassberg in the Summer of 1946 with No. 350 Sqn machines MN•5 (TD281), MN•K (TB137) and MN•V in view (© R. Binneman)

now suffering an acute shortage of pilots; 30 pilots for the whole of ‘A’ Flight. On the 15th February 1946,‘A’ Flight returned to Belgium to give its personnel the chance to vote in the national elections. No. 350 Sqn also spent a week at the Armament Practise Camp at Sylt (Germany) for gunnery training during this period. On the 2nd May 1946,‘A’ Flight was at Brustem (Belgium) to take part, on the 5th May, in an air parade over Liege (Belgium). From the 8th to the 15th June 1946, No. 349 Squadron was at Sylt for gunnery practice. On the 19th August 1946, the Belgian Military Aviation became an autonomous part of the Belgian Armed Forces. On the 7th September 1946 both squadrons were at Gent

In the meantime the daily life of the two existing squadrons continued with training flights, air-to-air and airto-ground gunnery practice and a large number of victory parades! One such parade was on the 6th July 1945 over Brussels. On the 19th July 1945 both squadrons landed at Melsbroek/Brussels for a parade on the 21st to mark the occasion of National Independence Day. It was in this period that the RAF-applied colours disappeared from the aircraft to make way for the new Belgian ones. (Belgium) for the adoption by the city of Gent, of No. 349 Squadron. For this occasion Spitfire TE 191/GE•G was painted aluminium with ‘Stad Gent’ painted on the engine cowling. The transition from RAF control to Belgian went on gradually during the period from the 1st September to 15th October 1946. On the 24th October 1946 both squadrons left Fassberg to be stationed in Belgium at Beauvechain airfield, about 30 kilometres SW of Brussels. After a detour to Evere/Brussels for a welcoming ceremony, both squadrons flew on to Beauvechain. During their first few weeks at the base, neither squadron saw much activity. Flying did start again on the 24th November 1946, and at this point No. 349 Squadron had fourteen, and No. 350 squadron had ten Spitfire Mk XVIs. The usual operational strength of a squadron should have been

SM26, PV189, 1951/52 flown by the Station Commander. The aircraft had a light blue spinner with red bands (© R. Binneman)

SM26, PV189 flown by the Station Commander during 1951/52 (© R. Binneman)

32

Chapter 7

The last British pilot left the squadron on the 20th September 1945. In November there was another posting, this time from Wunstorff back to B.152 (Fassberg) to become part of No. 135 Wing, under the command of Group Captain J. E. Johnson. The Belgian contingent of the wing became ‘A’ Flight with Nos. 349 and 350 Squadrons. The 17th December 1945 saw the first fatal crash since the end of WWII when a Spitfire Mk XVI from No. 349 Sqn crashed just short of the runway during a night flight. The Winter of 1945/46 was very severe, so flying activities were very low for the two squadrons. The demobilisation of the armed forces after WWII also meant that the squadrons were

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sixteen machines. The fatal crash that occurred on the 16th January 1947 was the first in Belgium. It involved an aircraft of No. 349 Squadron, TB373/GE•N, which suffered engine problems on take-off. In March 1947 the first Spitfire Mk XIVs were delivered and the Mk XVIs started to be returned to the RAF. On the 1st April 1947,‘A’ Flight became No. 160 Wing with Nos 349 and 350 Squadron. During the festivities for Independence Day, which took place on the 21st July 1947, the air component of the parade was a mix of Spitfire Mk XIVs and Mk XVIs. By the end of the year, both squadrons each had four Spitfire Mk XVIs and seventeen Spitfire Mk XIVs. On the 6th January 1948, the last Spitfire Mk XVI left No. 350 Squadron. It was MN•D.

SM21, MK577 on the flight line at Brustem in circa 1950/51

The Spitfire Mk IX of the Advanced Flying School

(© R. Binneman)

The Belgian Government obtained surplus RAF aircraft for the new Military Aviation wing. The first order was, besides training and communication aircraft, for fifteen Spitfire Mk IXs. This order was placed on the 16th January 1947 and their delivery from RAF Maintenance Units was undertaken between August 1947 and February 1948. The next order was

SM14, MJ332 at Brustem in 1953 (© R. Binneman)

A typical training syllabus for a Belgian pilot to gain his wings was: •1. 65hrs in a Tiger Moth or Stampe SV4b in the Elementary Flying School. •2. 110hrs in a Harvard in the Advanced Flying School. •3. 25hrs in a Spitfire Mk IX, also in the Advanced Flying School •4. From the 1950s most students also did two to three hours in a Spitfire Mk XIV from the OTU at Koksijde. These machines were also based at the Advanced Flying School. for thirteen Mk IXs, and these were delivered between May and November 1948, bringing the total to twenty-eight Mk IXs. In 1952, the Belgian Air Force bought from the Royal Netherlands Air Force, fifteen surplus Mk IXs, and these came from the Dutch East Indies, being operated by No. 322 Squadron. With the independence of the Dutch East Indies these aircraft were brought back. In total twenty machines

The first promotion (class) after WWII was No. 107. These students did their EFT (Elementary Flying Training) in a Tiger Moth at Snailwell at the Belgian Training School attached to that base and their advanced training in Harvards under RAF tuition at Kirton-in-Lindsey. The numbering system for these ‘promotions’ originally started after WWI with Promotion 1 and stopped in 1965 with Promotion 145. Thereafter the numbering system changed to the year and a letter, e.g. 99A, 99B, 99C etc. The next promotion (No. 108) attended EFTS at SchaffenDiest (Belgium) from March 1946 onwards in Tiger Moths, and went back to the UK and RAF Kirton-on-Lindsey for their training in the Spitfire Mk IX before returning to Belgium to be based at Brustem. This return to Belgium took place during

SM18, ML423 on the flight line at Brustem in 1953-54 (© R. Binneman)

SM19, MJ482 at Brustem in 1951/52 (© R. Binneman)

SM32, MH424 flown by the Station Commander (© R. Binneman)

returned to Holland and were repaired and refurbished by Fokker. Later they were sold to Belgium to make good the attrition of Spitfires from the first batches. These machines received serial numbers from SM29 to SM43. As a special note: different historians mention the existence of additional Spitfire Mk IXs, serialed SM44 to 48. Some believe that these serials were given to Spitfires from the previous batch, which, after overhaul, received a new serial. This isn't true as Spitfires with these serials never flew in Belgium. It is most likely that Fokker had a total of twenty aircraft, but only made fifteen of them airworthy. As Belgium wanted to buy all of the original twenty aircraft they allocated them the serials in the SM29 to 48 range.

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TB991 of No. 349 ‘Liege’ Squadron in flight (© R. Binneman)

Nos. 349 & 350 (Belgian) Squadrons, RAF

Overall silver GE•D visiting Gent (Belgium), 07/09/46. This machine is probably TD900 (© R. Binneman)

SM24, MK777, at Brustem (Belgium) in 1948 (© R. Binneman)

34

Chapter 7

November 1947 to January 1948 and it was just prior to this period that a fatal accident occured when SM12 crashed near Brussels due to engine problems on the 2nd September 1947. The ferry pilot, who was from No. 349 Squadron at Beauvechain, was killed. The next promotion (Class No. 109) did all their training in Belgium and began the course in October 1947 flying the Spitfire Mk IX. Thankfully this class passed without any further fatal accidents, but on the 16th October 1948, SM8 crashed at Beyne-Heusey becoming Category 5. 1949 saw two courses flying the Spitfire Mk IX, Nos. 110 and 111. Once again there were no fatal accidents, but on the 24th March 1949 SM4 crashed at Brustemand, and on the 11th July

SERIAL RK891 RR243 RR250 SM181 SM186 SM482 TB137 TB252 TB355 TB356 TB480 TB492 TB515 TB580 TB581 TB590 TB613 TB635 TB735 TB755 TB900 TB906 TB910 TD116 TD121 TD124 TD142 TD232 TD288 TD322 TD339 TE191

CANOPY

NO. 349 SQN * * * *

NO. 350 SQN

* * Malcolm Malcolm Malcolm

MN•K MN•J GE•V(?) ‘Helen’ MV•Z

Malcolm

* * * * *

Bubble

Bubble

Malcolm

* / R.d V * * GE•E * GE•D GE•V * GE•G *

Malcolm

Bubble

MN•E * * * * * GE•G ‘Stad Gent’

Aircraft on Loan to Militaire Vliegwezen/Aviation Militaire pending arrival of Spitfire Mk XIV SERIAL RW344 SL596 TB348 TB373 TB386 TB622 TB709 TB748 TB866 TB867 TB868 TB892 TB991 TB140 TB184 TD188 TD231 TD237 TD253 TD281 TD325 TD348 TD372 TE119 TE274 TE284 TE444

CANOPY

NO. 349 SQN * *

Malcolm

NO. 350 SQN MN•A * * * MN•B

*

Malcolm

GE•Q *

Malcolm

GE•L ‘Liege’ GE•X GE•R

Malcolm

MN•D * MN•Q MN•G * *

* MN•J Bubble

GE•T

Malcolm Bubble Malcolm Malcolm Bubble Bubble

* GE•B ‘Molly’ GE•K * GE•P

* MN•S MN•M * (MN•Y) MN•H

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Cross Reference Index Belgian – Dutch – RAF Serials BELGIAN SM29 SM30 SM31 SM32 SM33 SM34 SM35 SM36 SM37 SM38 SM39 SM40 SM41 SM42 SM43

RAF MK912 MH485 MK205 MH424 MH439 NH309 MJ714 NH238 MK923 MH715 NH188 MH415 MH434 MJ893 MK297

DUTCH H119/H59 H102/H51 H101/H52 H106/H53 H120/H56 H113/H57 H117/H67 H103/H60 H104/H61 H112/H63 H109/H64 H108/H65 H105/H68 H110/H69 H116/H55

RAF MH415 MH424 MH434 MH439 MH485 MH725 MJ714 MJ893 MK205 MK297 MK912 MK923 NH188 NH238 NH309

BELGIAN SM40 SM32 SM41 SM33 SM30 SM38 SM35 SM42 SM31 SM43 SM29 SM37 SM39 SM36 SM34

Ex Belgian Spitfire Mk IXs Sold for Civil Use BELGIAN SERIAL SM36 SM37 SM39 SM40 SM41 SM43 SM29

CIVIL REGISTRATIONS OO-ARE/G-MKIX/N238V OO-ARF/N93081/N(X)521R OO-ARC/CF-NUS OO-ARD/G-AVDJ/N415MH OO-ARA/G-ASJV OO-ARB/G-ASSD/N/(X)9BL/N11RS G-BRRA

Cross Reference Index – Belgian Spitfire Mk IXs Belgian to RAF BELGIAN SM1 SM2 SM3 SM4 SM5 SM6 SM7 SM8 SM9 SM10 SM11 SM12 SM13 SM14 SM15 SM16 SM17 SM18 SM19 SM20 SM21 SM22 SM23 SM24 SM25 SM26 SM27 SM28

RAF to Belgian RAF PL349 MJ353 PT887 PL190 TE520 EN568 EN123 PL149 MJ421 TA855 MJ244 MH366 PT643 MJ332 MJ783 PT853 PT644 ML423 MJ482 PL224 MJ617 MJ559 MJ617 MK777 TA836 PV189 RK851 MK153

RAF EN123 EN568 MH366 MJ244 MJ332 MJ353 MJ421 MJ482 MJ559 MJ617 MJ783 MK153 MK577 MK777 ML423 PL149 PL190 PL224 PL349 PT643 PT644 PT853 PT887 PV189 RK851 TA836 TA855 TE520

BELGIAN SM7 SM6 SM12 SM11 SM14 SM2 SM9 SM19 SM22 SM23 SM15 SM28 SM21 SM24 SM18 SM8 SM4 SM20 SM1 SM13 SM17 SM16 SM3 SM26 SM27 SM25 SM10 SM5

1949 SM3 crashed at Brustem. In 1959, due to a great expansion of the Air Force, there were four courses which flew the Spitfire Mk IX. Class No. 112 passed without incident, but No. 113 was not so lucky. A student pilot was killed on 17 May 1950 when he crashed at Hoepertingen (Belgium) whilst flying SM2. Class No. 114 did not fair well either, with a fatal crash of a student pilot on the 4th August 1950 at Brustem in SM9. The last promotion of 1950 was No. 115 which passed-out in February 1951 without any fatal crashes. During the year, problems were experienced with the compressor on the Merlin engines installed in the Mk IXs, and as a result it was disconnected. This restricted the aircraft to a maximum altitude of 15,000ft thereafter. During 1951 there were two more courses, Nos. 116 and 117. On the 18th July 1951 there was a fatal crash of a student pilot from the No. 116 promotion at Brustem. This incident involved SM7 and the year also saw two futher airframe losses, fortunately without fatal injury; SM15 crashed at Brustem on 14th May 1951 and SM16 crashed at the same base on the 21st

July 1951. It is of interest to note that SM15’s days were far from numbered by this crash, as this airframe currently resides at the Brussels Air Museum. Promotion No. 117 was less fortunate, as it suffered two fatal crashes. The first was SM27 on the 22nd November 1951 at Quarreux St. Aumont, and the second was at Brustem on the 14th December 1951 involving SM10. Also, during the period between these two courses, there were two further airframe write-offs at Brustem. On the 7th March 1951 SM28 crashed, and this was followed on the 20th July 1951 by SM13. During 1952 there were five training courses on the Spitfire Mk IX (Nos. 118, 119, 120, 121 & 122). Course No. 118 suffered a fatal crash with SM19 near Louvain on the 14th January 1952, as well as a similar fatal loss of SM5 on the 14th February 1952 at Brustem. Course No 119 had no fatal crashes, although it did suffer its fair share of the usual ‘on the nose’ and ‘run out of runway’ incidents. Course No. 120 was not so lucky, as it suffered a mid-air collision during dog fighting between SM23 and SM26 and both student pilots were killed. Course No. 121 was also clear of fatal incidents, although SM22 was made Cat.5 in a crash on the 13th September 1952 and

SM20, PL224 at Brustem in 1948 (© R. Binneman)

Interesting view of an overall silver Spitfire Mk IX with Trainer Yellow bands on the wings. This aircraft was photograhed at Brustem (© R. Binneman)

SM7, EN123 at Brustem in 1947 (© R. Binneman)

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SM7, EN123 at Brustem in 1948/49 (© R. Binneman)

SM24, MK777 at Brustem circa 1952/53. Note the Trainer Yellow band on fuselage (© R. Binneman)

SM41, MH434 after tipping over on its nose during landing. Brustem 19/3/54 (© R. Binneman)

No. 350 Sqn MN•B, TB386 at Fassberg (Germany) in 1946 (© R. Binneman)

L•GE of No. 349 Squadron (© R. Binneman)

airfames were written off in accidents. The first was SM30, which was Cat.4 in a crash on the 29th April 1953, and although the airframe was repairable, no such work was ever undertaken. The other was SM29, which crashed on the 17th June 1953 at Brustem. This crash was also Cat.3, but once again the aircraft was never repaired. The fuselage and tail unit of SM29 were later used with the wings from SM15 to make up the gate guardian at Saffraanberg. Course No. 124 saw two crashes, but fortunately without any loss of life. SM24 crashed first on the 20th July 1953, and this was followed by SM17 on the 8th September. Both of these crashes were at Brustem. The last training course on the Spitfire Mk IX was No. 125 in 1954. Unfortunately this course suffered three crashes, one of which was fatal. This time it was not a student pilot however, but an instructor and it happened on the 13th January 1954 with SM33 at Riviere (Belgium). April 1954 saw two crashes, the first being SM32, which although not a total loss, was never repaired. The other was SM34, which crashed on the 8th April 1954. This aircraft was Cat.4, but was also never repaired. In

SM20 was also written-off in a crash at Saffraanberg on the 1st September. The wings of SM22 were later used to repair SM29 for instructional (static) use. This aircraft was for many years a gate guardian at the Technical School of the Belgian Air Force at Saffraanberg. Some years ago it returned to the UK to be made airworthy as G-BRRA, where it was repainted in its origninal colours from its service with No. 350 Squadron. The final course of 1952, No. 122, also passed without any crashes. For 1953 were there two courses on the Mk IX, Nos 123 & 124. Course No. 123 suffered no fatal incidents, but two the period between the No. 124 and 125 course there was also a crash with SM35 on the 19th March 1954. This was followed after the completion of course No. 125, with the crash of SM42, which was Cat.5. Course No. 125 was the last training course to fly the Spitfire Mk IX at the Advanced Flying School. Due to negative comments in the national newspapers, the Air Force Staff decided to retire all Spitfires from flying and they were all subsequently put up for sale. From the 17th May 1954 the following Spitfire Mk IXs were sold; SM36, SM37, SM39, SM40, SM41 and SM43. Most of these aircraft are still flying as warbirds today. From the remaining aircraft all the reusable equipment like radios, instruments and armament was removed, and the remaining airframes were sold for scrap. The aircraft meeting this fate were SM6, SM11, SM14, SM18, SM21, SM25, SM31 and SM38.

36

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Seafire Chapter

8

T

he idea of a ‘Sea Spitfire’ can be traced back to the early 1930s when the Sea Lords identified the need for a modern interceptor within the Fleet Air Arm (FAA), although at that time, in keeping with the philosophy of the FAA, the requirement called for a two-seat fighter. This requirement, which was drafted in mid-1934, called for the type to not only be a fighter, but to have a bomb load of 500lb and also be capable of dive bombing.When the Air Ministry was asked for their comments about the specification, they simply pointed out that it was an ‘unwise’ requirement and that the performance listed could not be achieved for at least four years. By 1935 further discussions had revised the original specification to an offensive fighter and dive bomber and this resulted in the Blackburn Roc (Spec. 030/35) and Skua (Spec. 027/34). It was soon realised that the Roc would be obsolete by the end of 1939, so something had to be done about obtaining a new folding-wing fighter. Initially three options were available; i/ convert an existing RAF fighter, ii/ design a new one, or iii/ continue with existing types. Option one was the preferred route and the Hurricane was the type discussed because of the type’s wide (and therefore stable) undercarriage. By 1938 little had changed, and the FAA was still after its fighter. By this time the Spitfire was very much in the public eye, and the FAA and Admiralty both started to consider the use of the type for carrier operations. The Admiralty even approached Fairey Aviation, with a request to build the type for them under license, but that manufacturer’s contracts for types like the Fulmar, meant that they were not very happy about taking on the production of another manufacturer’s products and nothing came of the idea. The situation worsened for the FAA in late 1938, when the Air Ministry cancelled all development work on the Roc, as the builder of the type (Boulton Paul) was needed to meet Air Ministry requirements for the new Defiant fighter. This left the FAA without any monoplane fighter, and if the Skua failed as well, nothing at all! In response the Admiralty asked the Air Ministry for more Sea Gladiators. Ninety were initially requested, but on hearing that the Skua was aerodynamically unstable, they asked for an additional 100.With the RAF’s refusal to meet these requests, the Admiralty once

again turned its attention to the idea of a ‘Sea Spitfire’.After a test flight in a Spitfire by an Admiralty test pilot, and the actual fitment of an A-frame arrestor hook into a Spitfire by Supermarine, the next question was one of wing fold. Joseph Smith at Supermarine produced a drawing showing how the wings could be folded. This type (No. 338) was fitted with a Griffon engine, and reduced the 37ft span to just 18ft in the folded position. The type could be produced in prototype form within thirteen months, albeit without the wing fold, or a conversion of the existing Spitfire wing to fold could be achieved in just five. Development work on an existing wing was instigated by the DTD in February 1940 and Supermarine stated that 50 folding-wing Spitfires could be produced in sixteen months from

Seafire LF Mk III NF545, March 1944

Seafire Mk III LR765, May 1943

Seafire

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Seafire Mk IIc preparing for its acceptance flight, Worthy Down May 1943

receipt of the instruction to proceed. Even though all the signs were good, it came to naught as Winston Churchill did not wish to see the Spitfire on carriers, and instructed that Fulmar production continue and the contract for the 50 folding-wing Spitfires was officially cancelled on the 16th March 1940. By May 1940 the Fulmar was already six months behind schedule and the Sea Lords asked once again for Spitfires.At this time the war was not going well for Britain and releasing stocks of Spitfires to the Navy was unthinkable.A list of suitable RAF types for Navy use was drawn up and an order for 181 Grumman F4Fs was placed in the meantime as a stop gap measure. By October 1940 the idea of using the Hawker Typhoon was being considered, as well as placing an order for the new Blackburn Firebrand, but the supply of Napier Sabre engines was so limited

Spitfire Mk Vc of No. 249 Sqn on HMS Eagle, May 1942 (© RAF Museum P013951)

38

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as to preclude this.Admiralty attempts to gain the much needed fighters from America also fell on deaf ears, as the war situation was worsening and the USA saw a real threat of war in the Pacific, so was unwilling to undertake the production of aircraft for the UK. By the end of 1940 the Admiralty had gained a few Hurricanes, but with the arrival of the Mk V series Spitfire in 1941, they once again made approaches to the Air Ministry to have this type for carrier operations. The Air Ministry did not want to give away these new machines, but considering the time that had already passed, knew there was a need for the FAA to have a modern eight-gun monoplane and therefore agreed to release a number of old Mk Is, along with 48 Mk Vbs and 200 Mk Vcs at a later date. The fitment of an arrestor hook to a Spitfire posed no real problems, as it had already been done to a Mk I as recounted earlier, but the use of a catapult for assisted take-off, was one which concerned the Admiralty and RAE. Two Mk Vbs,AD371 and AB986, were allocated to Worthy Down with the view to their

being used to familiarize naval pilots.AB986 was replaced by AB205 due to damage to the former during its delivery flight, and these delays meant that the type’s fitment with arrestor hook and catapult spools was not completed until the end of 1941. By the 25th February 1942 AB205 was at Farnborough undergoing catapult trials as the prototype of the Seafire Mk IIc. Because of the protracted development of a full carrier-based version of the Spitfire, another Mk Vb BL676 was fitted with an A-frame arrestor hook and issued to the Service Trials Unit at RNAS Abroath for deck trials. This machine was later joined at Abroath by AD371 from RAE Farnborough in February 1942, when this machine joined No. 778 Squadron. In a complete turn around from his previous comments, Churchill now instructed the Air Ministry to release 400 Spitfires to the FAA. BL676 was now to undergo full transformation, and emerged from the Air Service Training Unit (ASTU) on the 23rd March 1942 as a Seafire Mk Ib. By now this type was fitted with catapult spools, arrestor hook, slinging points, fuselage strengthening, a tropical filter, 30 gallon auxiliary fuel tank and was re-serialled as MB328, and the ‘Sea Spitfire’ name had given way to Seafire, after a suggestion by the wife of one of the development team. The first Seafire Mk Ib reached service in June 1942, and the ASTU received an order for the conversion of forty-eight Mk Vbs to Seafire Mk Ib configuration. Cunliffe-Owen in Southampton were also contracted to make 118 Seafire Mk Ibs and the first forty-eight machines from the ASTU were not fitted with catapult spools. To speed up pilot conversion a further fifty-four standard Mk Vbs were transferred to the Navy and although the first Mk Ib did not get into service until June 1942, No 801 Squadron managed to become fully equipped with the type before it embarked on HMS Furious in October of that year. No. 842 Squadron followed when it partially equipped with the type for operations on HMS Furious in the Summer of 1943.A small number of machines also saw service with No 1 Naval Fighter School at Henstridge, No 2 Naval Fighter School at Yeovilton, School of Naval Warfare, St Merryn, RNAS Lee-on-Solent and RNAS Stretton, as well as No. 760 (Reserve) Squadron at Yeovilton.

Mk II The Mk Ib described above was only seen as an interim measure before a serious carrier-borne Seafire could be produced, and this was to be the Mk IIc. By July 1942 the slow delivery of the Mk Ib coupled with the non-arrival of the Firefly and Firebrand designs led the Admiralty to request 500 Spitfires from the Air Ministry. Demands made on the Air Ministry from other sources (namely Russia etc) meant that they could not entertain this and so the request was reduced to 267, with an absolute minimum requirement of 234. The Air Ministry offered to supply fifty Mk I

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& IIs and 114 Mk Vbs, all without hooks.After much adverse comment between all the governing bodies and the Admiralty, the Air Ministry undertook to deliver ten aircraft per month from February 1943, along with 200 Spitfire Mk Vbs modified to FAA requirements within the next six months.With the changing demands of the war, a review of the FAA’s aircraft requirements was undertaken, and this highlighted that the two new designs (Firefly and Firebrand) were unsuitable for the task. The upshot of this was that the Admiralty decided that large orders should be placed for the Seafire, a folded-wing version should be designed and manufactured, a Seafire based on the Spitfire Mk VIII should also be designed and a Griffon-powered Seafire based on the Spitfire Mk IX should also be considered.Westland Aircraft was identified as the ideal choice for these contracts, and along with Cunliffe-Owen, they received the first orders for 213 Mk IIcs in March 1942. Supermarine also received an order for 202 Mk IIcs at the same time, and they were faster to produce these due to the fact that they did not have to fully tool up for the task. The Mk IIc design was different from the Mk Ib in many ways, and was based on the Mk Vc airframe. The fuselage was strengthened at the catapult spools, and there was also additional strengthening added inside the radio compartment. This raised the all up weight (auw) considerably in relation to the Mk Ib, and as a result the undercarriage of the Mk IIc had to be strengthened accordingly, as well as raked forward two inches more. The first prototype,AD371, was converted from a Mk Vc by Supermarine and was given the type number 357. This machine was delivered to RAE Farnborough on the 25th February 1942 for trials, and later went aboard HMS Illustrious for deck landing and handling trials. These started on the 5th March, but on the first catapult launch the aircraft slew on take-off, damaged a wheel, and on landing crashed. The resulting damage meant the aircraft had to go back to Worthy Down for repair and during examination it was found that fuselage, near the rear spools, was buckled, as was the fuselage by the tail. The tailplane spar was also twisted, so all of these areas had to be reinforced by at least 50%. The first production machine, MA970 which was built by Supermarine, flew on the 28th May 1942 and although the Admiralty wanted the C wing to have all four Hispano cannon fitted, the weight penalty was too great and in the end two cannon and four machines guns were settled upon. The first Westland produced machine, LR631, came off the assembly line in December 1942. The Merlin 45 engines in these machines proved to be less effective at the level the FAA operated, and the Merlin 32 seemed to offer a better solution. The Admiralty therefore asked for this engine to be incorporated into the Mk IIc, and after tests of it in a Spitfire Mk I, the type was

installed in a number of Mk IIc airframes in conjunction with a four-blade propeller. This type was redesignated L Mk IIc and the engine also used a Coffman starter which negated the use of a trolley accumulator for start up.A clipped-wing Seafire Mk IIc also existed, although this type had a limited ceiling and was very difficult to handle, especially on landing. The first unit to equip with the L Mk IIc was No. 807 Squadron, but they did not achieve full squadron strength until May 1943, due to a shortage of Merlin 32 engines. Because of problems associated with the catapult spigot’s suitability with some carriers’ catapult units, not all carriers could launch the type in this manner. Rocket-assisted take-off (RATO) was the answer and MB141 and MB307 were used for various trials relating to the use of cordite rocket packs for this task. Trials were undertaken initially at Farnborough, but then moved to HMS Chaser. MB141 was lost, along with its pilot, during a crash landing on Chaser’s deck on the first test flight, so MB307 was readied to continue the work. This concluded after a number of mishaps, including setting fire to the runway and tail during the Farnborough stages, and great care had to be taken to ensure the rockets were never ignited directly over the hanger deck of a carrier in fear of the whole thing igniting. The last Mk IIc version was the LR Mk IIc, which was a low-level photo-reconnaissance aircraft fitted with one F.24 (20in focal length) camera in a vertical position and one F.24 (14in focal length) camera in an oblique position. The first conversion of such an airframe, MB194, was undertaken by Heston Aircraft,

Seafire Mk Ib ‘Manelang’ (© RAF Museum P009127)

Seafire Mk Ibs in flight, December 1943 (© RAF Museum P009566)

Seafire

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Seafire LF Mk III NF545, March 1944

and they were also responsible for all the remaining conversions of this type. The final Mk IIc produced was LR764, which rolled off the assembly line in October 1943 and although it was not to see service, it was used for a variety of trials including those on the tail unit of the next Seafire variant, the Mk III.

Mk III The Mk III was to be the first Seafire with a wing fold.Although a folding wing for the Spitfire had been designed by Joseph Smith way back in late 1939, the lack of available Spitfire airframes at that time, and Churchill’s insistance that the type not be used on carriers resulted in some four years passing before a Seafire with wing-fold capacity saw service on a Navy carrier. MA970, the first production Mk IIc, was flown to Worthy Down on the 2nd October 1942 and used to undertake

Spitfire Mk Vb of No.768 Squadron on HMS Argus, August 1943 (© RAF Museum P013436)

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conversion to a folding wing. This wing fold consisted of a break outboard of the undercarriage bays and another at the point where the tips were added. The former hinged inward, while the latter went outward, and folding took five men forty-five seconds to achieve. Powered wing folding was considered, but the weight penalty was too great and was therefore abandoned. Initially the Admiralty had wanted the four-cannon wing on this machine, but their weight coupled with the new folding wings made this impractical, so the outer cannon were deleted and Martin-Baker feed mechanism installed to remove the need for the large blisters on the upper wing surfaces that was required in the old drum feed system. Power came from the Merlin 55 engine and the Mk III was allocated Supermarine Type No. 358. Production was once again undertaken by Westland, with assistance from Cunliffe-Owen, but delays in getting the wing jigs resulted in the first thirty-two airframes being delivered without folding wings (these were later redesignated as Mk IIcs). Both the first (LR765) and second (LR766) production machines were found to be unstable, so after some research it was found that three ballast weights added at the front of the aircraft moved the CoG to 8.1in

of the datum (9in was the limit). Both MA970 (the converted MK IIc) and LR766 underwent trials with the CoG at the maximum limit of 9in aft of the datum, and although MA970 preformed well, LR766 was still unstable. The cause of this was thought to be the tail unit, and indeed a Cunliffe-Owen built Mk III was also found to be unstable in the same manner. In the end the fault was found to lie with airflow over the wing-fold joints and modifications were instigated to overcome the problem. Other problems experienced included over-heating of the guns, and although a number of modifications were undertaken the problem was never fully resolved. Production Mk IIIs were soon being fitted with the new lighter Hispano Mk V cannon, which resulted in a shorter barrel, and the wing was also adapted to accept four 25lb or 60lb 3in rockets or two 250lb (113kg) General Purpose (GP) bombs, as well as a 500lb (227kg) bomb on the centreline. By the 90th production machine the large tropical filter was dropped and the streamline Aero-Vee unit was installed, resulting in a longer carburettor intake, and by the 130th machine overload fuel tank capability under the wings was included as standard. Trouble was still being experienced with the type’s undercarriage, as well as damage inflicted on the tail of the aircraft if the arrestor hooked bounced off the deck during landing. The fomer was overcome by the use of link-style units coupled with the adoption of a modification which reduced the likelihood of the unit collapsing due to large side loads being applied to it, as in a landing with a large amount of yaw, or when the ship rolled during touch-down. The latter was solved by the installation of a damper to prevent the hook bouncing. A photo-reconnaissance version of the Mk III airframe was also produced, as was the case with the Mk IIc. The prototype of this version (FR or PR Mk III) was MB194, which had one vertical and one oblique F.24 camera installed as per the Mk IIc version and the final 129 Mk III airframes produced by Cunliffe-Owen were also completed in this manner.A low-altitude Mk III was also produced (L Mk IIIc or LF Mk IIIc) and the type was fitted with the Merlin 55M engine for all production versions. The first unit to receive a Mk III was No 894 Squadron and this was followed by deliveries to Nos 801, 887, 889 & 890 Squadrons. The type continued in service until March 1946, when Nos 887 and 894 Squadrons were the last two to operate the type prior to their disbandment. One of the final chapters in the Merlin-powered Seafire’s history was the placing of an order for twelve Seafire Mk IIIs by the Irish Air Corps in August 1946. These machines were stripped of all their naval equipment, although they retained their four-blade propellers, and essentially reverted to Mk Vc standards. Deliveries were made between January and September 1947 and the type was used until 1955.

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The Basics

Modelling the Spitfire

Chapter

A

s you would expect with such a famous type, there has been a large number of kits produced of the Spitfire. Most of these were in 1/72nd scale, but there were also a few in 1/48th, 1/144th (and smaller), 1/32nd and even 1/24th. In the past few years these have been supplemented by a growing number of new toolings released in both 1/72nd and 1/48th scales.

The Spitfire in 1/144th Scale

Revell: Mk I This kit was originally issued in 1973 and is not currently available. Unfortunately we did not have an example of this kit to check, so we cannot offer any further comments about contents and accuracy.

Crown: Mk V This kit was originally released in the mid 1970s and has since been reissued by AHM,Academy and Revell.At the time of writing (2000), this kit is available in the Minicraft range. The decal options in the (Minicraft) example we had were: • 1 Mk Vb,W3902,WX•T of No.302 Squadron. Verdict

This is a very simple kit. The panel lines are all raised and it features no cockpit detail of any kind. Surprisingly the cockpit canopy is not solid, and it depicts the external bullet-proof glass windscreen. The span and fuselage length are about 2mm short. The ailerons are much too deep and the tailwheel leg is a mis-shapen blob. The undercarriage can be posed up or down, although there is no hub detail and the oleos are moulded to the undercarriage doors. The vertical fin and rudder are much too curved, but the propeller is the correct diameter and style. There is a distinct lack of any panel lines on the wings for the armament, and the bulges for cannon are much too small. Also, if you follow the instructions, it would have you fit the radiator under the nose and the carburettor intake under the wing! Unfortunately in the example we had, there were a number of mis-formed parts. The tailplanes were one such area, and the wings another. This kit has seen a lot of action over the years and its use is beginning to show. The current version is certainly not that good, so maybe people wanting to use this kit would be better to look for it under the original Crown label. In this scale, it is the only kit of the Mk V there is, so you have little choice, but a lot of work will be needed to make this one passable.

9

The Spitfire in 1/72nd Scale

Airfix: Mk Ia This kit was originally issued in 1978. It was a new tool produced at the time to replace the antiquated Mk I which had been around since 1953, before being modified into a Mk IX. This kit is currently readily available. The current version (#01071) offers the following colour option: •1 N3277,AZ•H of No. 234 Squadron, RAF Middle Wallop, August 1940. Verdict

This is a lovely little Mk Ia kit, and still the best on offer. The kit features raised panel lines and the cockpit consists of just a pilot figure, seat and floor with no instrument panel, although there is a gunsight included. It scales out perfectly in span and length and the tailplanes are also accurate. The raised panel lines correctly depict the eight-gun wing armament. The propeller depicts the de Havilland unit and the undercarriage has the four-spoke style of hub fitted. The only area of concern is the radiator, which although correct in length, is too flat and ‘square’ in overall shape. The canopy is a single-piece and depicts the external bullet-proof style windscreen with the flat-sided sliding canopy. This is still the best Mk I out there, and current Heller boxings of a Mk Ia will also prove to be this kit. The Hasegawa kit is a good source of bits like the Watts prop and earlier style of canopy, but to be truthful you can obtain these from Aeroclub for about the same price as accessories anyway.A lovely kit and the basis of many a conversion!

Airfix: Mk Vb This kit was released in 1975 and is currently readily available. The current version (#02046) offers the following colour options: •1 BM144, RF•D of No. 303 (Polish) Squadron, RAF. •2 EN851 MX•D of the 31st Fighter Group, USAAF. Verdict

This kit is very similar in many ways to the Mk Ia kit. It features raised panel lines and a limited cockpit interior of just pilot, seat/bulkhead and floor. Once again a gunsight is also included.A three-blade Rotol propeller is included but the kit does not feature any option parts like propellers, filter, wing tips etc. The single-piece canopy features the external style of bullet-proof glass, but is quite thick. The wings feature most of the correct panel lines for the B wing, but the cannon barrels are too long, and the bulges over the wheel wells are too big. There are no vents under the wings towards the tips either. The upper wing panels also have a pronounced ‘kink’ towards the wing root fillet that should not be there. No fabric effect has been added to the control surfaces (which will suit

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some) and the rudder trim tab is devoid of any actuator. The ailerons are also devoid of any rib lines. The aileron hinge line on the wing upper surface is wrongly positioned which means it has to be filled in and re-scribed. The wheels feature four-spoke hubs and the radiator unit, although correct in overall size, is still a bit too ‘square’. This was the best available until recently, and although still worth considering, it is currently more expensive than the new Italeri kit, which is better. One for the collectors now I fear.

Airfix: Mk IX This kit started out life as a Mk I in 1953 and in 1960 it was converted into this version. The kit is currently still available and was recently reissued in a ‘Dogfight Double’ set along with the equally antiquated Bf 110D. Both versions of this kit offer the same decal option. •1 Mk Vb EN398, JE•J, flown by Wing Commander J.E. ‘Johnny’ Johnson, Canadian Wing, RAF Kenley, 1943. Verdict

What can you say really! This is a 47 year old kit, and it shows. The solid wings are the least of your worries. The fuselage is 2mm too long and the nose cowling is not deep enough. The rear fuselage and rudder are also incorrect in cross-section, although that is a small problem. The six-stub exhaust stacks are moulded into each fuselage half and are not only very crude, but too big. The wings are correct in span, but are slightly too narrow all the way along their length. The propeller is supposed to depict a Rotol unit, but the blades are much too thin. Surprisingly the tailplanes are accurate and even include trim tabs and actuators, and the radiators, although a little underscale, are quite good in profile. Surface detail is a mass of raised lines and over-done rivets. The cannon bulges on the upper wings are OK, but the associated access panel is way too big and under wing panel lines etc don’t match published plans. The cockpit interior is crude, with just a pilot and seat, and the undercarriage legs suffer from the same crude finish, as they are just tubes moulded to the undercarriage doors. The wing being solid does mean the wheel wells are ‘boxed in’, but they are much too shallow, and the main wheels feature no hub detail at all, being just rings that are secured to the oleo legs/doors with flat discs. Final point is that the panel lines on the starboard fuselage half are mirror images of those on the port. This seems fine until you realise that the radio access hatch is only on the port side. Not on this kit though! This kit has certainly seen better days and there are newer and far better versions now available in this scale. This is certainly one for the keen collector, or one for your grandchildren to throw about.As far as Airfix goes, please lay this mould to rest, it deserves it after 47 years!

•1 EP120,AE•A of No. 402 Squadron. •2 BL924,AZ•G of No. 234 Squadron. Verdict

This kit is really very nice in most respects, but, with a kit so new you would have hoped for the problems to be limited to a few areas, none of which should be major. Unfortunately this is not the case. The kit does not include any gull wing, and the radiator unit is incorrect for a Mk Vb, being more suitable for a Mk I or Mk II. The kit also (amazingly) did not include the panel lines for the pilot’s access door, although we note that current versions in the UK seem to have this detail included. The horizontal stabilisers have access panels on both sides, but those on top should be filled, and there are no trim tab actuators. The canopy is a single piece, which is a shame, but both standard and clipped wing tips are included. The exhaust stacks are well moulded but suffer from deep sink marks on one side, and ejector tower marks on the other. These are therefore best replaced with Aeroclub metal versions. Note also that the squadron codes and fuselage band in this kit are the wrong colour, they are supposed to be Sky, but are far too green to be acceptable

FROG: Mk Ia/IIa/Va This kit was first released in 1959 and it remained under the FROG label until 1977. The kit was also issued by Bienengraber, DFI, Tri-ang, Hema, Humbrol, Minicraft, Minix and Novo. It is currently available only through secondhand dealers. Unfortunately we could not track down an example for this book, so cannot make any comments with regard to its contents or accuracy

FROG: Mk VIII/IX This kit was released in 1974 and remained in the range until 1976. The kit was also issued by MIR, Remus, Korpak and was planed for release by Novo, although this never happened. It was also offered as a premium by Mars Confectionery and Quakers Oats. In its original form it is only available through secondhand dealers, although the Korpak version is currently readily available. We were unable to obtain an original Frog kit for this book, but we did have an example currently being produced under the Korpak label. This kit is the Frog tooling and offers the following colour options; •1 Mk IX, EH312, ZX•5, No. 145 Squadron. •2 Mk IX, P7666, EB•Z, No. 41 Squadron. Verdict

Revell: Mk I This kit was first issued by Revell in 1963. It has been reissued many times since and is currently available. It has also been issued by Lodela (Revell/Mexico), Lincoln Industries (Revell/New Zealand) and Storia. Unfortunately at the time of writing we did not have an example of this kit, so cannot make any comments in regard to its contents or accuracy.

Revell: Mk Vb This kit was released in late 1996, and is a totally new tooling produced in Poland. The kit is currently still readily available. The colour options in the example we had were;

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Surprisingly you would expect this kit to be inaccurate, considering its age etc, but to Frog’s credit, the kit scales our perfectly in length, span and detail to published plans. The kit includes no real cockpit interior, just the usual (for that era) ‘pilot on a seat’. Separate standard and pointed styles of rudder are included, along with a 30 gal slipper tank. Some confusion exists with the Korpak kit instructions as they are direct copies from the old Frog kit, which was for the Mk VIII and Mk IX. Therefore they show the fitment of either the fixed or retractable tailwheel, the former is of

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course applicable to the two colour options offered in this kit though.All panel lines are raised and all detail is fairly poor. Flash and shrinkage are all visible in the example we had, and to be truthful this kit is only now suitable for the collector (in its original form) or as a low-cost alternative to the Hasegawa kits.

narrow style of cannon bulges on the upper wing. Both retractable (correct) and non-retractable (incorrect) styles of tailwheel are included in this kit and it also features the ‘pointed’ style of rudder as a separate component. Panel lines are all recessed although the canopy is only offered as a single (closed) component. As far as the accuracy of the kit goes, it is correct in both span and length and includes all the characteristic elements of a Mk VIII, including that all-important gull wing effect.

Hasegawa: Mk Ia

Hasegawa: Mk IXc

This kit was released in 1970 and is currently still available. The kit was also available under the Minicraft label whilst that manufacturer acted as importer into the USA for the Hasegawa range from 1970. The kit is currently available. The current version (#00008) offers the following colour options: •1 WZ•T, No. 19 Squadron, Duxford, 1939. •2 KL•B, No 54 Squadron, flown by Flt Lt Deere, RAF Hornchurch, 1940.

This kit followed on from the MK VIII and surprisingly at the time of writing, it is not currently available. The colour options in the most recent example were; •1 Mk IXc, EN398, JE•J flown by Wng Cmdr J.E. Johnson •2 Mk IX,AU•Y, No. 421 Squadron

Verdict

This is quite an old kit now, and it features raised panel lines and only limited detail. The cockpit interior consists of a floor, seat/bulkhead, control column, instrument panel (with decal) and pilot figure. Both styles of canopy are included, with or without exterior bullet-proof glass. Two styles of propeller are also included; Watts two-blade or de Havilland three-blade. The wheel wells are open, so will need to be ‘boxed in’, and the upper surfaces include the two reinforcing ribs. The main wheels are nicely detailed with four-spoke hubs (no ‘flat’ hub option is included for the earlier machine). Both the oil cooler and radiator are also devoid of any interior detail, so will have to be ‘boxed in’ to stop you being able to see right through them. Dimensionally the kit is correct in span and around 1mm short in length. The tailplanes and fuselage cross-section are also correct and the only areas of concern are the radiator and oil cooler. The former looks too square for the Mk I version, while the latter is just a tube when viewed directly from above, while it should expand, then contract along its length.

Hasegawa: Mk VIII This kit was released in 1997 and is currently still available, although stocks in the UK are often limited. The kit has also been produced in a number of special colour schemes, and is currently available in RAAF markings and in SEAC markings with a pre-painted canopy (#SS17). We had an example of the kit in its latter form, and the decal option offered is: •1 Mk VIII, MD280, DG•R of No. 183 Squadron, RAF, 1945. Note: Previous examples of the ‘standard’ kit also included MT648, QJ•Q of No. 92 Squadron, RAF as the second colour option. Verdict

This kit later went on to become a Mk IX as well (see below), but in its initial form it offered the Mk VIII with the ‘C’ wing and the

Verdict

This kit is based on the earlier Mk VIII kit produced by Hasegawa, and it shares many common parts as a result. The clipped wings of the type are provided as separate parts, as is the standard and broad-(pointed) chord rudder. The kit also has the lower chin as a two-part component, and this includes the short-style carburettor air intake.An early Mk IX can’t be built from this kit though, as that version had the broad-style cannon blisters on the upper wings, and this kit has the later (narrower) type. Main wheels have the four-spoke hubs fitted, but J.E. Johnson’s machine should have covers fitted to these, so the modeller will have to add these themselves. Accuracy wise, this kit is perfect in span and length and apart from the few points listed above is a perfect Mk IX in this scale.

Matchbox: Mk IX/XVI Originally the Mk IX version (PK2) was available from 1973, however in the 1989 catalogue this kit was announced as a Mk IX/XVI and was renumbered PK50. The Mk IX kit was included in the ‘Classic WWI Fighters’ box set in 1986 and was released in the USA by AMT in 1979. The Mk XI/XVI version is currently available in the Matchbox range, although this is now owned by Revell. Note that all licence production of Matchbox kits by Revell will cease in 2000. The colour options listed on the instructions of PK50 were; •1 LF Mk XVI, TB900, GE•E, No. 349 (Belgian) Squadron, Fassburg, Germany, 1945. •2 Mk IX, BS188, US•K, No. 306 ‘Torun’ (Polish) Squadron, RAF Northolt, 1942. Unfortunately we were unable to obtain one of these kits, so we cannot make any further comments about the kit’s contents or accuracy.

Heller: Mk I This kit was originally issued by Heller in 1972 but is not currently available. Unfortunately we were unable to obtain one of these kits, so we cannot make any further comments about the kit’s contents or accuracy.

Heller: Mk Vb This kit was first released in the early 1970s, but is not currently available. The kit has also been released under the Testors label in the USA and by SMER in Europe and is currently available in the SMER range.

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The colour option in the original Heller version (#281) was: •1 MK Vb, BL479, SZ•X of No. 316 (Polish) Squadron. Note: This is the same option offered in the current SMER edition. Verdict

Smer: Mk V

This kit depicts a Mk Vb with the external bullet-proof glass and the older (flat side) sliding canopy section. Both standard or clipped wings are possible, and the kit also includes a Vokes tropical filter. Both Rotol and de Havilland spinners are included, but unfortunately the former does not have the correct broad propeller included in the kit to go with it. The panel lines are all raised, and these don’t seem to correspond to published drawings of the Mk Vb. The cockpit interior, although well detailed, is also incorrect for this mark, so will have to be altered. Other errors include the wing dihedral, which is incorrect, the oil cooler, which is more akin to a Mk I or Mk II version, the incorrect shape of the cannon ammo box fairings on the upper wings, the fin, which is too flat, the rudder, which is incorrect in profile and the entire undercarriage including the doors, wheels, and wheel wells, all of which are the wrong shape. That said, with work the model can be built up into an acceptable Mk V, although I suspect most people will work with the new Revell example, or opt for the Italeri kit.

This kit has been reboxed and issued by SMER on a number of occasions over the years. The kit has been issued with new decals and, more recently with etched brass detail parts.A resin conversion was also added to this kit to allow the HF Mk VI to be built, although this is now out of production. The colour options in the example we had were: •1 LF Mk V, EP644, RY•S, No. 313 (Polish) Squadron, flown by Sqn Ldr Václav Bergman, 1943. • Mk Vc Trop, ER120,VF•D, 5th Fighter Squadron, 52th Fighter Group, USAAF, Tunisia, 1942 •3 Mk Vb,W3249, DU•K, No. 312 Squadron, 1942.

Heller: Mk XVIe This kit was first produced in 1979 and is currently still available. The example we had offers the following colour options: •1 LF Mk XVIe, GE•D, No. 349 Squadron Verdict

The current version of this kit is moulded in black plastic! All panel lines are raised and the kit features the radiators moulded integrally with the wings. The wheel wells are boxed in, although in this scale that does make them very shallow. Overall fuselage shape and length is good, although with the broad-chord rudder I think it is still a couple of millimeters too long. The upper cowling does not include the distinctive bulge associated with the type’s Packard 226 engine, although in this scale it can be easily added with Milliput. Span is about 1mm too short and the wing chord is much too narrow. Panel lines for the ‘E’ wing are generally OK, but if you rescribe the kit, double check with reference sources for the correct location of each. The tailplanes are the correct size, but the leading edge profile looks strange, which may stem from the fact that the edge and elevator don’t line up by the time they meet (a bit of a ‘step’?). The radiator units are incorrect, being simple oblongs, when they should be more curved at the sides when seen in plan view. The four-blade propeller is the correct diameter, but the tips are the wrong profile. They come to a ‘blunt’ point, when the upper edge should project forward and the trailing edge join it, resulting in a real ‘knife’ profile at this point. The canopy is nice and clear, and comes in two parts. The windscreen framing is incorrect at the top edge though (above the armoured glass) as the kit depicts this as an extension of the armoured glass frames, when they should radiate out from that point to the rear framing. Two styles of six-stack exhaust units are included, along with the roll-over frame inside the cockpit canopy. Although the box art includes it, the kit does not have the rear view mirror for the canopy. The overall quality of the mouldings is still good, but the raised panel lines and limited cockpit interior make this one that will need a little extra work carried out on it to make an acceptable model by today’s standards. The Matchbox kit is not much better though, so the choice is yours!

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Verdict

This kit is just the Heller example in a new box with new decals and some etched detail parts. The etched fret in the example we had consists of radiator matrix, rear view mirror and instrument panel with acetate backing film.All the comments regarding accuracy etc relating to the Heller kit elsewhere also apply to this example.

KP (Kovozávody Prostejov): LF Mk IXe This kit was released in 1985 and has been available ever since. Currently the kit is available in the UK in a MasterCraft-labeled box. The colour options in the MasterCraft example we had were: •1 LF Mk IXe, TD128, JH•M, No 317 (Polish) Squadron. Verdict

This kit has been around a while now, and is a little dated by its limited detail and raised panel lines. The kit features a good cockpit interior with seat, floor, control column and instrument panel, and the fuselage cockpit sidewalls also include raised details, albeit not very representative of the type. The cockpit canopy is a single-piece item with the internal bullet-proof glass. Optional parts include the 30 gal slipper tank, extended wing tips for an HF version and 250lb bombs and wing racks. The pointed-style rudder and the large upper wing cannon bulges are all separate items, and although not used, the kit also features narrow-style cannon bulges and a retractable tailwheel. As far as accuracy goes the fuselage is 2mm too short, the tailplanes are correct in plan but do not feature any trim tabs or their associated actuators. The fuselage also features the bump on the upper cowling associated with late-built (Packard powered) Mk IXs. The bulge in the kit parts however is over accentuated. The wing span is over by about 1.5mm and the wheel wells are a curious elliptical shape. The radiator units are completely wrong, being basic oblongs with slab sides and not reflecting the complex shape of the real machines at all. The main wheels feature four-spoke hubs, but these are crude and of little likeness to the real examples. The Rotol four-blade propeller is accurate, but the spinner is too pointed and skinny. Certainly this kit is inexpensive, but with the Hasegawa example out there, this one is now consigned to the ‘collectors only’ category in its original form.

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PM Model: Mk Vb Floatplane This kit was released in the 1990s and is currently still available. The colour options in the example we had were: •1 Mk Vb,W3780 Verdict

There is not a lot you can say about this kit really. It is a product of the 1990s, but looks like it came out of the 1950s. The mouldings are very basic, with raised panel lines and little interior detail. This version is based on the previous Mk Vc Trop kit by PM, and you have to cut and modify the rudder to add the ventral strake of this type as a result. The floats are OK in length, but the support is 5mm too far back and the planing surface is 3mm too long aft of the chin ‘step’. The kit depicts the first Mk V converted to this configuration, and as such has a tropical Vokes filter. The overall shape of the fuselage is alright, but the lower fuselage below the tail is too shallow. The rudder correctly depicts the ventral strake added, while retaining a standard vertical fin and rudder unit; it was only the second two conversions that had the enlarged vertical fin. The real problem is, that although the whole fuselage follows the correct profile, it is no less than 4mm too short and all of this discrepancy occurs aft of the panel line forward of the tailplanes! The wings are solid, and the panel lines do not accurately reflect those of a Mk Vb. The cannon bulges are also too large, and too far forward on the wing. The ventral oil cooler is a horrible solid ‘blob’ with massive sink marks in each side, while the radiator unit on the other side is a simple box devoid of any detail or panel lines. The three-blade Mk Vb propeller is replaced with a four-blade unit, and although this is the correct diameter, the profile of each blade is incorrect, as it simply curves uniformly to the tips (which are almost points). The tailplanes are the wrong shape and too narrow and the exhaust stacks are very poor attempts at representing the ‘fish-tail’ units fitted to this machine. Finally, there is no cockpit interior at all, which is just as well as the single-piece canopy is about two scale feet thick and completely the wrong shape. Well, what can you say! One for the kids I am afraid, as this one is just too basic and inaccurate to even start to work with.

and the pilot’s access door is a separate piece. The cockpit interior is nicely detailed, although it could do with additional work considering the open access door and canopy options. Both internal and external bullet-proof glass options are included in the three-peice canopy. The kit also includes de Havilland and Rotol propellers, as well as Aboukir and Vokes filters and standard or clipped wings. Dimensionally the kit is bang on in span and length. The rudder and entire nose is separate, which hinted at the Mk IX version’s arrival before it was ever announced by Italeri. Only points of note are the de Havilland propeller blades, which have ridges on them and need to be sanded before use and the fabric patches over the wing machine guns which are depicted as raised detail on the kit and are therefore too pronounced and need to be sanded flat. Currently the best Mk V in this scale you can buy.

Italeri: Mk IX This kit was released in 1999 and is currently still available. The colour options in the example we had were: •1 Mk IX, MH526, LD•D of No. 602 (City of Glasgow) Squadron, 1944. •2 Mk IX, MK959, 5A•K of No. 329 (Cicognes) Squadron, Free French Air Force, 1944. •3 Mk IX, MK126, 5J•G of No. 126 Squadron, Harrowbeer, 1944. The kit is based on the Mk V listed above, but as a result of this, there are some major inacuracies. The first things to look at are the wings. These are much too narrow in chord, and the cannon bulges are incorrect for a Mk IXe. The bulges are long and narrow, and the second cannon ‘stub’ on the leading edge is too long. The radiator units are moulded to the lower wing, and are the wrong shape.Viewed in plan the sides splay out towards the rear, when they should curve back in towards the trailing edge. The bulge over the wheel well on the upper wing panels is represented as an engraved outline? The nose is offered as a separate assembly, and I am afraid it is 2mm too short. The broad chord ‘pointed’ rudder is all wrong. The whole unit is 2mm too short at the base, and the hinge line is incorrect, sending the entire unit out of alignment. The propeller blades are also separate, but although they are nearly the correct length, the overall profile (especially the tips) is incorrect. What a shame.We had all hoped for great things from Italeri with this kit.At a couple of pounds in the UK, it was a far cheaper alternative than the Hasegawa kit, but unfortunately if you want an accurate Mk IX, you had better opt for the latter.

The Spitfire in 1/48th Scale Italeri: Mk Vb This kit was released in 1998 and is currently still available. The current version (#001) offers the following colour options: •1 EP706, T•L, No. 249 Squadron, Takali (Malta), 1942. •2 AB502, IR•G, flown by Wg Cmdr Ian R. Gleed, No. 244 Wing, Goubrine (North Africa), 1943. •3 LN853,AV•D, 355th Fighter Squadron, 4th Fighter Group, Debden, 1942. Verdict

This is a lovely little kit, and in many ways it is the best Mk V there is in 1/72nd scale. It beats the Revell example because it does include the gull wing,

Monogram: Mk IIa This kit was originally released by Revell in 1979 and is currently available under the Monogram label. This is not a kit that we currently have to hand, but from memory it was not all that bad, considering its age. The span was too short and the kit did not include any gull wing though. Couple to this the fact that the level of detail was very low, and it makes this a kit probably only for the collector.

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This kit was originally released by Tamiya in 1994 and is currently available. The current version (#61033) offers the following colour options: •1 EN821, SN•M, No 243 Squadron, RAF. •2 BL479, SZ•X, No. 316 Squadron, RAF. •3 AGM flown by Wg Cmdr A.G.‘Sailor’ Malan.

but has been eclipsed by the Hasegawa and Tamiya examples now. The kit offers only the cowling panels, cockpit access door, ailerons, rudder, elevator and flaps as recessed lines, all other panel lines being raised. The kit does include two types of canopy windscreen (internal or external bulletproof glass) and sliding element (with or without side bulges). Both the standard and Vokes type carburettor air intake are also given.Accuracy wise the kit is OK in span, but the entire fuselage is 1mm too wide. The two different styles of canopy offered also means that Airfix has compromised by only offering one type of canopy opening to accommodate them, something that just does not work. This is still a good kit and one that can form the basis of an accurate model. The price is not that much less than a new Hasegawa or Tamiya example, so for most I suspect that these latter options will be the preferred route to a good 1/48th scale Mk Vb. Note that this kit is currently (2000) being issued under the Heller label as well.

Tamiya: Mk Vb Trop

Airfix: Mk VIIIc

This kit was originally released by Tamiya in 1994 and is currently available. The current version (#61035) offers the following colour options: •1 BR487,AN•V, No. 417 Squadron, RAF. •2 EP689, UF•X, No. 601 Squadron, RAF. •3 UF•F, No. 601 Squadron, RAF.

This kit is in fact the old Arii/Otaki version, and is planned for release by Airfix in June 2000.At the time of going to press there were no details available in regard to the colour options that would be included in this kit. Because this is the old Arii/Otaki kit you have to deal with the lack of gull wing in the centre section. This can be overcome by adding the rear gull wing section from the spare wings in the Airfix Seafire kit, or by using the new correction set from Aeroclub.

Tamiya: Mk I This kit was originally released by Tamiya in 1994 and is currently available. The current version (#61032) offers the following colour options: •1 L1043, DW•O, No. 610 Squadron, RAF. •2 X4561, QJ•B, No. 92 Squadron, RAF.

Tamiya: Mk Vb

Verdict

All three of these kits can be judged as one, as they all have a common lineage. The Mk I set new standards in engineering and ease of assembly when first released, and it still holds this honour. The inclusion of webs within the nose and tabs under the wing fillet joints made these inherently weak joins a real joy. The level of detail in the interior is excellent, and the surface detail and accuracy is spot on, all bar the trailing edge of the wing, which should be a smooth curve from tip to tip, and not ‘nip’ in at the wing fillets as depicted in these kits. Some sources state that the upper profile of the nose, in-line with the engine bearers, is out by 1mm, although this sort of ‘deviation’ is difficult to substantiate. The tropical version of the Mk Vb includes a separate sprue with the large filter, a 30 gal slipper tank and even the pilot figure in KD and shorts! Tamiya or Hasegawa, make your choice, but either way an excellent 1/48th scale Spitfire will be the result.

Airfix: Mk Vb This kit was issued in late 1977 and is currently still available. It was also released in the ‘High-Tech’ series with white metal and etched brass detail parts. The current version (#04100) offers the following colour options: •1 ER220, QJ•R, No. 92 (East India) Squadron, flown by Sqn Ldr Neville Duke,Western Desert, North Africa, November 1943February 1944. •2 BL351, BP•H, No. 457 Squadron, flown by Sqn Ldr Johnny Gibson, RAF Jurby, December 1941 March 1942. Verdict

This kit held the honour for best 1/48th scale kit for many years,

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Hasegawa: Mk Vb This kit was issued in 1997 and has been available in a number of boxes since that time. The kit is currently available as a Vb (#JT004),Vb Trop (#JT005) and as the machine flown by I.R. Gleed (#JT006), as well as in special markings for a Russian A.F example (‘Red Star’ #09308) and a night fighter (#09315). The kit was also produced recently in No. 401 Squadron markings (#JT127) and as a machine operated from Biggin Hill (#JT170), although both of these were limited production kits, and may not be readily available by the time you read this. The colour options in the examples we had were: Spitfire Mk Vb (#JT4) •1 W3834,YO•Q, No. 401 (RCAF) Squadron, July 1943. •2 AR335, RF•M, No. 303 Squadron, RAF. •3 AB853,WX•C, flown by Wing Commander Stefan Witozenc, 2nd Polish Wing, Dieppe, July 1942. Spitfire Mk Vb ‘Trop’ (#JT5) •1 BR390, ZX•N, No. 145 Squadron, RAF. •2 EP455, UF•Y, No. 601 Squadron, North Africa. •3 ER833, Castle Bromwich, late Autumn 1942. •4 ‘5512’ of the Turkish Air Force. Spitfire Mk Vb ‘I.R. Gleed’ (#JT6) •1 AB502, IR•G, Flown by Wing Commander Ian R. Gleed, No. 244 Squadron, Tunisia, North Africa, 1943. •2 EP622,WR•D, No. 40 (SAAF) Squadron, North Africa, 1943. •3 EP689, UF•X, No. 601 Squadron, Sicily, 1943 Spitfire Mk Vb ‘401st Squadron’ (#JT127) •1 EN921,YO•A, flown by Fg Off Jack Sheppard, No. 401 Squadron, July 1943. •2 W3970, JH•Y, No. 317 (Polish) Squadron, RAF. Spitfire Mk Vb ‘Biggin Hill’ (#JT170)

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Hasegawa: Mk VI This kit was also released in 1998 and is a revision to the Mk Vb kit described previously. It (#JT007) was available in late 1999, but for 2000 the kit was deleted from the Hasegawa range. The single decal option in the kit was: •1 Mk VI, RR579, ON•H, No. 124 Squadron, RAF. Verdict

The Mk VI is based on the Mk V series mould, with an additional sprue to include the extended wing tips, four-bladed propeller and spinner, and the Coffman starter bulge and cabin air intake for the nose.All of the comments regarding the accuracy of the Mk V kits apply to this one as well.

Ocidental: Mk IX This manufacturer produced the Mk IXe in 1998 and followed this with the Mk IXc in 1999. Both are based on the same tooling and each is currently still available. The Mk IXe version offers the following colour options: •1 No. 132 Sqn, MH486, FF•F •2 No. 341 Sqn, NL•L, Free French Air Force,‘Alsace’ Group The Mk IXc version offers the following colour options: •1 EN398, JE•J flown by Wg Cdr J.E.‘Johnny’ Johnson. •2 EN447,WD•L, 4th Fighter Squadron, 52nd Fighter Group, 12th Air Force, USAAF. Verdict

•1 •AGM, No. 74 Squadron, flown by Capt Adolph G. Malan. •2 PR•J, No. 609 Squadron. Spitfire Mk Vb ‘Red Star’ (#09308) •1 ‘White 65’, Soviet Air Force, Moscow, 1945. •2 BM185, Soviet Air Force,Abadan, Iran, 1943. Spitfire Mk Vb ‘Night Fighter’ (#09315) •1 JU•H, No. 111 Squadron, flown by Sgt Peter Durnford, RAF Debden, December 1941. •2 EP166, JU•N, No. 111 Squadron, RAF. Verdict

Well, for many Hasegawa is the ‘best’ in this scale, while others prefer the Tamiya offering. I must say that the latter has the edge with ease of assembly, but only Hasegawa have got the correct profile of the trailing edge of the wing.All other manufacturers have ‘nipped’ the trailing edge back in just before the wing fillet, when it should be a constant, smooth curve from one tip to the other. The Hasegawa kits depict this perfectly, and this coupled with the recessed panel lines and good interior make the entire Mk V series from Hasegawa the most accurate around. The only down side with this kit is the ‘box’ cockpit tub that is fitted. This assembly results in the whole area being very underscale, so for most modellers some form of aftermarket etched brass or resin cockpit interior will be needed.

When this kit was first announced, everyone was delighted with the prospect of a Mk IX from a major manufacturer.All panel lines are nicely engraved and it features the ‘universal wing’ of the Mk IXe, or, via the additional inserts, the wing of the Mk IXc. The tailplanes have a nasty dihedral if left uncorrected and the canopy, although beautifully clear, is far too thick. The kit includes bomb racks and bombs for both the centreline (500lb) and underwing (250lb) positions, although the tail rings on these are a bit misshapen. The main problems with this kit are its dimensions.Although the fuselage is the correct length, the cross section is wrong all the way along (by 2mm), making the entire fuselage look too thin. The span is a full scale foot too long and it lacks the correct dihedral. The other problem is the profile of the nose, which seems too deep and more reminiscent of the Griffon powered examples or a PR Mk XI. All in all it is not a good model of the Mk IX, in either form, although to your rescue have come Aeroclub, who produce a correction set for this kit. That said they also produce a similar conversion based on the Tamiya Mk V, so many will opt for that instead. It was a nice try by Ocidental, but I am afraid it fell well short of the mark.As a final note to this, if you hear anyone telling you that the kit was ‘modified’ or ‘corrected’ between its first and second incarnation, just fit the first releases fuselage half to the seconds. They will fit perfectly, which proves no modification took place to the moulds at all.

MPM: Mk IXC/E This kit was released in late 1999, and it is a revised and updated version based on the Ocidental kit listed elsewhere. The kit (#48040) offers the following colour options: •1 HF Mk IX, ML296, DU•N, flown by Flt Lt Otlo Smik, No. 312 (Czechoslovak) Squadron, September 1944.

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•2 LF Mk IX, PT396, EJ•C, flown by Wg Cdr ‘Jack’ Charles RCAF, Tangmere Wing,August 1944. •3 LF Mk IX, EN315, ZX•6, flown by Sqn Ldr Stanislaw Skalski, No. 145 Squadron, RAF, Spring 1943. •4 LF Mk IX, MH884, •DS, flown by Gp Capt Wilfred Duncan-Smith, No.324 Wing,August 1944. •5 LF Mk IX, MK463,VY•, flown by Wg Cdr Tomás Vybíral, No. 134 (Czechoslovak) Squadron, June 1944. •6 LF Mk IX,‘White 14’, No. 101 Squadron, Israeli Air Force, January 1949. Verdict

MPM have tried to ‘update’ this kit with resin accessories and etched detail parts, but the same dimensional errors noted above in the original kit are still there, so in many ways this one is a non-starter right from the off.

The Spitfire in 1/32nd Scale

Hasegawa also released this kit in Mk VI form, and all the above comments apply to it, as it simply has the extended wing tips and cockpit air intakes as separate parts.

The Spitfire in 1/24th Scale

Airfix: Mk Ia This kit was originally issued in 1973 and was also released in the USA under the MPC label in 1974. It is currently still available. The current version (#12001) offers the following colour schemes: •1 Mk 1a, P9390, KL•B, flown by Flt Lt A.C. Deere DFC, No. 54 Squadron, RAF Hornchurch, 1940. •2 Mk 1a, LO•B, No.602 (City of Glasgow) Squadron, RAF Drem, 1939. Verdict

Revell: Mk I This kit was originally issued in 1969 and has since been reissued in 1973 (PR Mk I), 1977 and 1986. It is not currently available. Revell also listed a Mk Vc and a Seafire Mk Ib, although I suspect that these are all based on the original Mk I kit. Unfortunately we were unable to locate one of these kits in time for this title, so can’t really give any rundown on its accuracy. From the instruction sheet we have from the original issue of this model (#H-282), we can advise you that the only colour option was: •1 Mk I, N3029, DW•K, No. 601 (County of Chester) Squadron, 1940.

Hasegawa: Mk Vb This kit was released in the early 1970s and has been reissued many times since. It is currently available and it also formed the basis of the Mk VI version. The kit was also released during the 1970s under the Minicraft label in America. The current version (#ST2) offers the following colour options: •1 EP689, UF•X, No. 601 Squadron, Sicily, 1943. •2 BM144, RF•D, No. 303 Squadron, 1942. Verdict

This kit is a bit old now, but it is still the only game in town, and is also the basis for most 1/32nd scale conversions right up to the Mk XVI! The kit itself features recessed panel lines only at the control surfaces, all the others are raised. The cockpit detail is very good, although it can be improved upon by the modeller. Hasegawa have correctly depicted the curve at the wing fillets and both internal and external bullet-proof glass options are included for the windscreen. The kit also offers the 170 Imp Gal auxillary tank, Aboukir and Vokes filters and de Havilland and Rotol three-blade propellers. The kit is both accurate in length and span and is a very good representation of the type, that just needs a little extra work to bring it up to today’s standards.

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Once again this is the only game in town in this scale.All of the model is covered in raised panel lines and rivets and although it was a good kit back in the early 1970s when first released, it is beginning to show its age now. The model includes a nicely detailed cockpit, with a clear plastic element to the instrument panel.

A complete Merlin engine is included, but because of the thickness of the cowlings, this entire area is under scale, albeit not that noticeably. The cockpit canopy is three-piece and depicts the later external bullet-proof glass on the windscreen, with the earlier flat-sided sliding element. The main and tailwheel tyres are all supplied in rubber, and these are devoid of any tread pattern or sidewall details. Overall this is not a bad kit dimensionally, as it matches most plans in all the main areas (wing span, length & height), but the mould is beginning to show signs of wear now, with a little flash and some ‘blurring’ of details. The level of detail included in this ‘Super Kit’ is still quite impressive, although areas like the wheel wells and machine gun bays are ‘open’, when they should be boxed in. If you have some time to add more details and you fancy scribing all those panel lines, then this kit is well worth spending time over as it is an impressive and imposing model once completed. The above tells you what is currently available in 1/144th, 1/72nd, 1/48th, 1/32nd and 1/24th scales. Now that we have a starting point it is time to get a better understanding of the actual aircraft, so read on...

Thanks Our thanks to Humbrol (Airfix), Heller, RIKO (Italeri & Tamiya),Amerang (Hasegawa), Pocketbond (Ocidental, Korpak, KP, PM & SMER) and Hannants (MPM & Hasegawa) for supplying samples for use in this section.

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Colour Side-views • 1 Supermarine Spitfire Mk I, K9987, RB•V of Nº 66 Squadron in the standard early 1939 scheme, with Night and White undersides and A1 upper wing roundels; Grey codes are non-standard

Supermarine Spitfire Mk I, X4321/LZ•F of Nº 66 Squadron, Kenley flown by Plt Off C.A.W. Bodie. Shot down September 7, 1940; standard scheme with all-Sky undersides

Supermarine Spitfire Mk Ib, X4561/QJ•B of Nº 92 Squadron, Manston, winter 1940. Undersides are Sky with only port wing in night, carrying modified 50” roundel with yellow outline

Supermarine Spitfire Mk I, P9386/QV•K, flown by Flt Lt B.J.E. Lane of Nº 19 Squadron flying from Duxford during the Battle of Britain, September 1940

Scale 1:48

Colour Art © Richard J. Caruana

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Colour Side-views • 2 Supermarine Spitfire Mk Ia, Nº 371, of Esquadrilha 'XZ' based at Aerial Base Nr.3 at Tancos; a machine from ex-RAF stocks delivered to the Potuguese Air Force in 1943 in Ocean Grey/Dark Green/Medium Sea Grey and Sky spinner. Portuguese cross markings in all six positions though those on fuselage do not have the white circular background

Supermarine Spitfire IIa, P7962/K•GK 'INSPIRATION' of Nº 52 Operational Training Unit at Aston Down, 1941

Supermarine Spitfire Mk IIa/XR•D of Nº 71 Squadron in August 1941. Ocean Grey/Dark Green upper surfaces and Medium Sea Grey undersides introduced in mid August 1941 together with Sky spinners and rear fuselage band

Spitfire Mk Vb, BR126/GL•E of Nº 185 Squadron, Hal Far (Malta), 1942. Dark Earth/Mid Stone/Azure Blue scheme with standard markings for the period, except for Yellow codes, unique to this unit in Malta

Scale 1:48

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Colour Side-views • 3 Spitfire Mk V, ES127/KJ•I seen at Malta in late 1943/early 1944. Code belongs to Nº 4 Squadron, South African Air Force but it’s an ex-417 Squadron machine, and it is believed that this local mod into a two-seater was built up from a number of cannibalised parts

Spitfire Vb, EN784/HL•U, of the 308th Fighter Squadron, 31st Fighter Group, based at Gozo, June/July 1943, for the invasion of Sicily. US star on both fuselage sides and on top of port wing only; underside RAF roundels retained while fin flash has been painted over

Supermarine Spitfire Vc A58-254/QY•V of Nº 452 Squadron Royal Australian Air Force flown by Sqn Ldr Lou Spence, 1944. Earth Brown/Foliage Green/Sky Blue scheme. Blue/white roundels in six positions

Supermarine Spitfire Mk Vb, AA853/WX•C flown by Wing Commander Stefan Witozenc, Commanding Officer 2nd Polish Fighter Wing, July 1942

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Colour Side-views • 4 Supermarine Spitfire Vb, W3560/FF•D of Nº 132 "City of Bombay" Squadron. Standard ‘Invasion’ stripes which were introduced on June 4, 1944 (many aircraft had invasion stripes painted on the eve of the invasion itself

Supermarine Spitfire Mk Vb, Nº 65, Soviet Air Force, 1945. No stars are carried above the wings

Supermarine Spitfire Mk Vc, JK544/M of Nº 352 (Yugoslav) Squadron, RAF, 1944

Supermarine Spitfire PR Mk VII, AR257 of Nº 1 PRU, 1942 (later Nº 541 Squadron). Aircraft retains wing armament as well as gunsight and armoured glass windscreen. 'B' type roundels on fuselage sides and upper sides of wings only; note serial in white

Scale 1:48

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Colour Side-views • 5 Supermarine Spitfire PR Mk VII, MD139/ON•W, of Nº 124 Squadron, flown by Fg Off W. Hibbert, Bradwell Bay, June 1944. Medium Sea Grey and PRU Blue finish with 'B' roundels on fuselage and upper surfaces of wings only. Full invasion stripes which cover the serial on the fuselage

Supermarine Spitfire Mk VIII, MD372/AF•B of Nº 607 Squadron, Imphal, Spring 1944. Codes and serials are in Medium Sea Grey; note white bands around fin, and above and below horizontal tail surfaces and wings. The white spinner presented considerable weathering, probably the paint flaking away and showing a darker colour underneath

Supermarine Spitfire Mk VIII, A58-606/ZP•W, 'Majic Bullet' of Nº 457 Squadron, Royal Australian Air Force, flown by Sqn Ldr B.D. Watson, Commanding Officer of the unit, at Morotai/Labuan, June 1945

Supermarine Spitfire Mk IXC, MK694/RY•E of Nº 312 'Czechoslovakian' Squadron. Note Czech roundel beneath cockpit and unit badge on engine cowling. This aircraft was eventually delivered to the Royal Danish Air Force in January 1949

Scale 1:48

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Colour Side-views • 6 Supermarine Spitfire Mk IX, MT928/ZX•M of Nº 145 Squadron, flown by Sqn Ldr G.R.S. McKay, early 1945. Note bomb on centreline pylon and non-standard red codes outlined white

Supermarine Spitfire Mk IXe, MJ238/X of Nº 73 Squadron, Yugoslavia, 1944

Supermarine Spitfire Mk IX, PL488/NL•R, of Nº 341 Squadron/GC.III/2 Alsace, flown by Commandant Jacques Andrieux from its base at Wevelghem (Belgium), still flying in standard RAF markings. This aircraft was destroyed by a V2 on 31 Dec, 1944

Supermarine Spitfire Mk IXC flown by Wg Cdr Rolf Arne Berge, Commander of Nº 132 Norwegian Wing based at Groningen, Netherlands, 1944. Serial, partly overpainted, is probably RR194. Norwegian A.F. insignia also applied to upper wing surfaces.

Scale 1:48

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Colour Side-views • 7 Supermarine Spitfire S-89 (LF Mk IXE), TE554/A-708, 310 Squadron, Czech Air Force, 1946. Note that the national markings have a white outline on camouflaged surfaces, and blue outline under the wings; wing position of this emblem is blue sector always forward, white sector always facing outboard

Supermarine Spitfire Mk IX, UB433 of the Union of Burma Air Force, still operational in the mid-1950s

Supermarine Spitfire Mk IXC, H-60 (ex-MK606) of Nº 322 Squadron, Netherlands East Indies Air Force. The aircraft, freshly repainted, appeared in a bright shiny finish. Note anti-dazzle panel ahead of the cockpit

Supermarine Spitfire HF Mk IX, 416 (ex-PV304) of Nº 725 Squadron, Royal Danish Air Force, based at Karup, 1947. Note Popeye marking on nose

Scale 1:48

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Colour Side-views • 8 Spitfire Mk IX, 664 of the Royal Egyptian Air Force, El Arish, December 1948. This aircraft was captured complete in its pen at this base by Israeli forces and was towed all the way to Israel

Spitfire Mk IX, 'V' of GC.II/7, Armée de l’Air flown by Capt Georges Valentin, Corsica, September 1943. Roundel repeated on top of port wing and below starboard wing only. Note how previous fuselage and fin markings have been painted over

Supermarine Spitfire LF Mk IX, 2013/18, of Nº 101 Squadron, Heyl Ha'Avir (Israeli Air Defence Force), flown by Ezer Weizman, early 1950. Unit badge is shown here, though it was rarely carried on 101 Squadron Spitfires

Supermarine Spitfire Mk IX, 5•20, believed to be MM.4112 (exRR235, serial partially overpainted by code), of the 92a Squadriglia, 8° Gruppo, 5º Stormo Aeronautica Military Italiana based at Orio al Serio (Bergamo), 1949. Silver overall, black anti-dazzle panel and white spinner front. Roundels in normal six positions

Scale 1:48

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Colour Side-views • 9 Supermarine Spitfire LF IXb, SM41 of the Belgian Air Force Fighter School, Coxyde, early 1950s. Silver overall, black anti-dazzle panel and yellow trainer bands around wings and fuselage; spinner also yellow

Supermarine Spitfire Mk XVI, TB675/4D•V, of Nº 74 Squadron, Drope, April 1945. The aircraft shows a highly shiny finish. 'D' type roundels on top of wings

Supermarine Spitfire LF Mk XVI, TD231/MN•J of Nº 350 Squadron, Belgian Air Force, Bassburg, Germany, 1946

Vickers-built Seafire Mk Ib, MB345/K (ex Spitfire Mk V AR445) of Nº 885 Squadron, embarked on HMS Formidable, February 1943. Extra Dark Sea Grey/Dark Slate Grey/Sky scheme. ‘K’ is behind roundel on starboard side

Scale 1:48

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Colour Side-views • 10 Seafire Mk III, PR171/D5•J of Nº 807 Squadron, embarked on HMS Hunter, Malacca Straits, May 1945. Note that the white bands around tail and wing surfaces do not overlap onto movable surfaces. Code on starboard side reads D-5J

Seafire Mk IIc, MB156/O6•G, of Nº 885 Squadron embarked on HMS Formidable, October 1942. The US Star was painted for Operation Torch Standard 'B' roundels above wings

Seafire Mk III, 146, of Nº 1 Fighter Squadron, Irish Air Corps, Gormanston, 1947. Note that naval gear has been removed. Roundels are carried on both sides of fuselage and above both wings; tricolour stripe under wings only, not overlapping onto ailerons

Seafire Mk III, PR146/54.S-14/124/MV of Escadrille 54 of the French Aeronautique Navale embarked on the Arromanches, Indochina, 1947. Normal French roundels in all six positions

Scale 1:48

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Cockpit Interior Artwork • 1 Spitfire Mk I Instrument panel Key to illustration • 1 Ring Sight • 2 Ammeter • 3 RPM Indicator • 4 Fuel pressure gauge • 5 Oil pressure gauge • 6 Boost gauge • 7 Oil temperature gauge • 8 Radiator temperature gauge • 9 Fuel Contents gauge • 10 Priming pump • 11 Fuel cock levers

1

19

2

20

18

3 21

23

22

6 4

17 24

25

5

26

7

16

15

14

9

13 10 11

8

• 12 Compass • 13 Engine starter push button • 14 Cockpit lamp dimmer switches • 15 Brake triple pressure gauge • 16 Elevator trimming tab position indicator • 17 Undercarriage position indicator • 18 Oxygen regulator • 19 Navigation lamps switch • 20 Flaps control • 21 ASI • 22 Directional compass • 23 Climb and descent indicator • 24 Altimeter • 25 Directional gyro • 26 Turn & bank indicator

12

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Cockpit Interior Artwork • 2 • 6 Connection for cinécamera footage indicator • 7 Radiator flaps control lever • 8 Camera-gun master switch • 9 Pressure heat heating switch • 10 Map case • 11 Elevator trimming tab wheel

Port sidewall of the Mk I Key to illustration • 1 Access door latch • 2 Emergency crowbar • 3 Rudder trimming tab control • 4 Radio remote controller • 5 Throttle quadrant

1

6 4

5

2

11

7 8 9 3

10

Starboard sidewall of the Mk I • 3 Undercarriage control • 4 Oxygen socket

Key to illustration • 1 Cockpit lamp • 2 Signalling switch box

1 4

2

3

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Cockpit Interior Artwork • 3 Spitfire Mk V Instrument panel Key to illustration • 1 Reflector gunsight • 2 Reflector gunsight switch • 3 Voltmeter • 4 RPM indicator • 5 Ventilator control • 6 Fuel pressure warning light

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3 5

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23 21

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20 27

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• 7 Boost pressure gauge • 8 Oil pressure gauge • 9 Oil temperature gauge • 10 Radiator temperature gauge • 11 Fuel contents gauge • 12 Engine starter push button • 13 Booster coil push button • 14 Compass • 15 Cockpit light switches • 16 Brake triple pressure gauge • 17 Ignition switches • 18 Elevator trim tabs position indicator • 19 Clock • 20 Undercarriage position indication • 21 Oxygen regulator • 22 Navigation lights switch • 23 Flaps Control • 24 ASI • 25 Directional compass • 26 Climb and descent indicator • 27 Altimeter • 28 Directional gyro • 29 Turn & bank indicator

14

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Cockpit Interior Artwork • 4 Starboard sidewall of the Mk V Key to illustration • 1 Stowage for spare reflector gunsight lamps • 2 Signalling switchboard • 3 Fuel tank pressurising control • 4 Remote contactor • 5 Undercarriage control

• 6 Oxygen mask hose • 7 Harness release • 8 R.3002 destruction push buttons • 9 Windscreen de-icer control • 10 Emergency undercarriage release • 11 Oxygen supply cock

1 4 6

2

3

5 7 8

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10 11

1

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Port sidewall of the Mk V

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9

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Cockpit Interior Artwork

Key to illustration • 1 TR.1196 or TR.1304 controller • 2 Camera indicator supply plug • 3 Wedge plate for camera footage indicator • 4 Elevator trimming wheel • 5 Camera gun switch and pressure head heater switch • 6 Rudder trimming tab handwheel • 7 Map case • 8 Oil dilution push button • 9 Throttle quadrant

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Cockpit Interior Artwork • 5

Spitfire Mk IX Instrument panel Key to illustration • 1 Reflector gunsight • 2 Navigation lights switch • 3 Flaps control • 4 Voltmeter • 5 Cockpit ventilator control • 6 RPM indicator • 7 Reflector gunsight spare lamp stowage • 8 Supercharger warning lamp • 9 Supercharger control switch • 10 Fuel hand pump • 11 Boost gauge

1

5

4

3

2

36

35

33

31

32

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9 8

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30 29 37

38

39 12

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28 27

14 16

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17 18

20

21

Colour Art © Michele Marsan

19

• 12 Oil pressure gauge • 13 Oil temperature gauge • 14 Radiator temperature gauge • 15 Fuel pressure warning gauge • 16 Fuel contents gauge • 17 Fuel contents gauge operating button • 18 Cylinder priming pump • 19 Fuel pressurising cock • 20 Main fuel cock control • 21 Compass • 22 Engine starter push button • 23 Booster coil push button • 24 Cockpit lamp switches • 25 Compass deviation card holder • 26 Alternative deviation card holder • 27 Brake triple pressure gauge • 28 Elevator tab position indicator • 29 Ignition switches • 30 Undercarriage position indicator • 31 Oxygen delivery gauge • 32 Oxygen contents gauge • 33 Radio control box • 34 ASI • 35 Directional compass • 36 Climb and descent indicator • 37 Altimeter • 38 Directional gyro • 39 Turn & bank indicator

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Cockpit Interior Artwork • 6 Port sidewall of the Mk IX

• 12 Rudder tab control • 13 Fuel pump ammeter test socket • 14 Fuel pump test push button • 15 Generator failure lamp • 16 Radiator flap test push button • 17 Supercharger test push button • 18 Oil dilution push button • 19 Signal discharger pre-selector • 20 Emergency crowbar • 21 Bomb switches

Key to illustration • 1 Access door handle • 2 Cockpit floodlight • 3 Camera gun indicator wedge plate • 4 Fuel cut-off control • 5 Throttle control • 6 Bomb release push button • 7 Ignition switches • 8 Radio control unit • 9 Map case • 10 Air intake control • 11 Elevator tab control

8 1 2 7

3 4 20

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6

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18 17 14 16

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Port sidewall of the Mk IX Key to illustration • 1 Reflector gunsight spare bulb stowage • 2 Signalling switch box • 3 Fuel hand pump • 4 Oxygen supply pump • 5 Incendiary bomb • 6 Harness release control • 7 Fuel pressuring cock • 8 Undercarriage control • 9 Drop tank fuel cock control lever • 10 Drop tank jettison handle • 11 Windscreen de-icer fluid cock • 12 Undercarriage emergency control lever • 13 Windscreen de-icer pump plunger • 14 Microphone/telephone socket • 15 Control locking gear (stowed) • 16 Oxygen supply cock • 17 IFF radio push buttons • 18 IFF radio master switch

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Understanding the Subject I

n this chapter we will take a look at each version of the (Merlin) Spitfire and Seafire, highlighting differences between each version, as well as giving details of how to model them in 1/72nd, 1/48th, 1/32nd and 1/24th scale. The following review has been based on a detailed study of thousands of photographs and close reference to all the official publications for each type. This has been backed up with the information carried in a great number of the titles listed in Appendix X of this book, along with many a pleasant hour in and around preserved examples here in the UK. We appreciate that there are many areas of the Spitfire which we may highlight in a different manner to that which has been

Modelling the Spitfire

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Chapter

accepted so far, and we also know that we will still miss things, so if anyone reading this has points they would like to raise and has evidence to back them up, we would love to hear from you. Any reprinted examples of this title in the future can therefore incorporate any new information that may be brought to light. Please note that after the Mk V series airframes, we have refrained from giving details in relation to a 1/24th scale version, as most of the areas noted would have to be built from scratch using the Airfix kit anyway.

Note: All items shown are to 1/72nd scale, 1/48th scale in brackets (), 1/32nd [ ] and 1/24th {}.

Prototype (K5054) Kits: 1/72nd = Airfix Mk Ia + Aeroclub (V057) conversion, or Hasegawa + Paragon Designs (72046) conversion 1/48th = Tamiya Mk I kit + Paragon Designs (48114) conversion 1/32nd = Hasegawa Mk Vb + Paragon Designs (32030) conversion 1/24th = Airfix Mk Ia Single-speed, Rolls-Royce Merlin ‘C’ (later Merlin ‘F’) with flush exhaust manifolds (originally these projected into the airflow slightly): M (M) [M] {M}

Unframed windscreen and early canopy: 72046 (48114) [32030] {S}

Two-blade Watts propeller: 2046 (48114) [32030] {S}

2. In original form the rudder featured a large horn balance at the top, which changes the hinge line: M (M) [M] {M} 5. Solid hubs to main wheels: 72046 (48114) [32030] {S}

Mk Ia

Tail skid: 72046 (48114) [32030] {S} initially no armament was fitted, although later the type did have machine guns installed: M (M) [M] {M}

Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I (or Hasegawa Mk Vb + conversion) 1/24th = Airfix Mk Ia

Undercarriage doors had folding section: S (S) [S] {S}

Early machines had a ‘pole’ style radio mast, while later ones had the more usual streamline one GM.2 reflector gunsight installed in cockpit

Merlin II or III engine with three-stack exhausts. Later examples had the ‘fishtail’ style installed

Unarmoured (early) then externally armoured (late) windscreen. Flat-sided canopy (early), later fitted with bulged style and ‘knock-out’ panel

Initial machines had Watts two-blade propellers, although these were later replaced with either de Havilland three-blade, or constant-speed Type 5/29

Fixed tailwheel Eight 0.303in. (7.7mm) Browning machine guns Not Shown: Early machines had a horn balance guard mounted at the top of the vertical fin. Many Mk Is had a two prong pitot tube mounted under the port wing tip. Later this would be replaced with the universal ‘L’ shaped version.

Solid hubs retained on initial machines, although later ones had five-spoke

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Mk Ib Kits: 1/72nd = Airfix Mk Ia (with Mk Vb wing suitably modified) 1/48th = Tamiya Mk I (with Mk Vb wing suitably modified) 1/32nd = Revell Mk I (with Hasegawa Mk Vb wing) 1/24th = Airfix Mk Ia

This machine is basically similar to the Mk Ia, except: 1. Four 0.303in. (7.7mm) Browning machine guns and two 20mm Hispano cannon

Mk IIa

Rotol three-blade propeller: Avion (PD 4802) [M] {M}

Kits: 1/72nd =Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia

Coffman starter bulge added to starboard side of cowling, aft of spinner: M (XXX (Mk 30)) [M] {M}

Mk IIa (LR) Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia Same as Mk IIa except;

40 Imp Gal Auxiliary tank permanently attached to port wing A&V C040 (S) [S] {S}

Mk IIb Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia As per Mk Ib and with Coffman bulge of Mk IIa

ASR Mk IIc Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia

As per Mk IIa, but remember to add the 12in wide black stripe along the centreline underneath when painting Small bomb rack fitted inboard of the oil cooler under the port wing to carry rescue markers S (S) [S] {S}

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Mk III (Original form, clipped wings) Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia

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Retractable tailwheel: M (Aeroclub V191) [M] {M}

Armament deleted: M (M) [M] {M} Mk Vb spinner & propeller: take from appropriate Mk Vb kit

As per Mk I kit expect;

Clipped wing: M (M) [M] {M} Mk Vb style oil cooler: Red Roo 72104 (take from Tamiya kit) [S] {S}

Large style radiator fitted: take from Frog Mk XIV (Academy Mk XIV) [M] {M}

Hinged main undercarriage inner doors: S (S) [S] {S}

Mk Va Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I Build as per the Mk Ia except:

Mk V style oil cooler fitted: Red Roo 72104 (Airwaves 48068) [S]

LF Mk Va Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd =Revell Mk I As per the Mk Va except

Rotol or DH propeller: Aeroclub P083/kit (in kit) [M] Clipped wing: M (M) [M]

Mk Vb Kits: 1/72nd = Italeri Mk Vb or Airfix Mk Vb 1/48th = Tamiya Mk Vb or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb Build as per kit instructions

LF Mk Vb (& Vb Trop) Kits: 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb Trop or Hasegawa Mk Vb Trop 1/32nd = Hasegawa Mk Vb Build as per kit instructions except;

Clipped wing: in kit (in kit) [M] {M} Vokes filter (if required)

Aboukir filter (if required): Airparts 001 (in kit) [in kit] {S}

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Mk Vc Kits: 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb As per kit except; 1. C type wing: Airparts 007 (Bringuier RC-002/MDC CV025) [S] {S}

LF Mk Vc Kits: 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb As per the Mk Vc except; 1. Clipped wing: Airparts 032 (Airwaves 48060) [S] {S}

Mk Vc Trop Kits: 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb Trop or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb As per the Mk Vc except;

Vokes filter fitted: in kit (in kit) [in kit]

Aboukir filter fitted: Airparts 001 (in kit) [in kit] {S}

HF Mk VI Kits: 1/72nd = Italeri Mk Vb 1/48th = Hasegawa Mk Vb or Mk VI 1/32nd = Hasegawa Mk VI

Canopy rails deleted and rear (fixed) portion revised: M (M) [M]

As per kit except;

Mk VI extended span wings: Airparts 017/Airwaves 7218 (XXX 001/in kit) [in kit]

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Four-blade propeller: Aeroclub P044 (Aeroclub P422/in kit) [in kit]

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Mk VII Kits: 1/72nd = Hasegawa Mk VII 1/48th = Tamiya Mk Vb or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb

Four-blade propeller: Aeroclub P044 (Aeroclub P422/in kit) [in kit]

As per Mk Vc except;

Retractable tailwheel: in kit (Aeroclub V191) [M]

HF Mk VII Kits: 1/72nd = Ventura HF Mk VII 1/48th = Tamiya Mk Vb or Hasegawa Mk Vb 1/32nd = Hasegawa Mk Vb

Four-blade propeller: Aeroclub P044 (Aeroclub P422/in kit) [in kit]

Mk VI extended span wings: in kit (XXX 001) [take from Mk VI kit]

As per kit except;

Gull wing needs adding to Arii/Otaki kit: Aeroclub V189

Retractable tailwheel: in kit (Aeroclub V191) [M]

Mk VIII (inc LF & HF Mk VIII) Kits: 1/72nd = Hasegawa Mk VIII 1/48th = Arii/Otaki Mk VII/VIII 1/32nd = Hasegawa Mk Vb As per kit except Mk Vb in 1/32nd scale will have to be converted as per the Mk VII

Mk IXb (inc LF & HF) Kits: 1/72nd = Hasegawa Mk IX 1/48th = Tamiya Mk Vb + Aeroclub accessories (V011, V190, V191, V192, V197, V198 & C044) 1/32nd = Hasegawa Mk Vb + Paragon (32036) conversion

B type wing: M (Aeroclub V198) [M]

As per the kit except;

Four-blade propeller: Aeroclub P044 (Aeroclub P422) [Paragon 32036]

Long carburettor intake: in kit (Airwaves 48043) (Paragon 32036)

Four-spoke main wheels: Aeroclub V018 (Airwaves 48047) [Paragon 32036]

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Mk IXc (Inc LF & HF) Kits: 1/72nd = Hasegawa Mk IX or Matchbox Mk IX 1/48th = Tamiya Mk Vb + Aeroclub accessories (V011, V190, V191, V192, V197, V198 & C044) 1/32nd = Hasegawa Mk Vb + Paragon (32036) conversion

C type wing: Airparts 007 (Bringuier RC-002/MDC CV025) [S]

As per the kit/conversions except;

Mk IXe (Inc LF & HF) Kits: 1/72nd = Hasegawa Mk IX or KP Mk LF IXe 1/48th = Tamiya Mk Vb + Aeroclub accessories (V011, V190, V191, V192, V197, V198 & C044) 1/32nd = Hasegawa Mk Vb + Paragon (32036) conversion As per the kit/conversions except;

E type wing: in kit (Aeroclub) [Paragon 32036]

LF Mk XVIc/e Kits: 1/72nd = Hasegawa Mk IX or Matchbox IX/XVI 1/48th = Tamiya Mk Vb + Aeroclub accessories (V011, V190, V191, V192, V197, V198 & C044) 1/32nd =Hasegawa Mk Vb + Paragon (32042[‘standard], 32043 [‘bubble’]) conversions As per the kit/conversions except;

Later versions had cut-down fuselage and ‘bubble’ canopy: Matchbox kit (Aeroclub V188B) [Paragon 32043]

Early style tailplanes: Airfix kit (Airwaves 48042) [Paragon 32042/43] C type wing: Airparts 007 (Bringuier RC-002/MDC CV025) [S] E wing with or without tips: Matchbox kit (kit/conversion) [Paragon 32042/43]

Photo-Reconnaissance PR Type A (PR Ia or PR Mk Ia) Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia As per kit instructions except; 1. Armament deleted and gunsight: M (M) [M] {M} 2. Camera ports in lower wings: S (S) [S] {S} 3. Standard windscreen with teardrop PR sliding section: Aeroclub C001 (S) [S] {S}

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PR Type B (PR Ib or PR Mk Ib) Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd =Revell Mk I 1/24th = Airfix Mk Ia As per kit instructions except; 1. All armament deleted: M (M) [M] {M} 2. No gunsight fitted: M (M) [M] {M} 3. Camera ports in lower wings: S (S) [S] {S} 4. PR canopy: Aeroclub C001 (S) [S] {S}

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PR Type C (PR Ic or PR Mk III) Kits: 1/72nd = Airfix Mk Ia & Airparts (044) conversion 1/48th = Tamiya Mk I & Airwaves (48037 & 48038) conversions 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia As per kit instructions except; 1. Fuselage fuel cell: Airparts 044 (Airwaves 48037/8) [S] {S} 2. No gunsight fitted: M (M) [M] {M} 3. Aerial mast and rudder post deleted: M (M) [M] {M} 4. All armament deleted: M (M) [M] {M} 5. Fuel blister under port wing: Airparts 044 (Airwaves 48037/8) [S] {S} 6. Camera blister under starboard wing: Airparts 044 (Airwaves 48037/8) [S] {S} 7. Small blister on upper port wing directly over lower one: Airparts 044 (Airwaves 48037/8) [S] {S} 8. PR ‘Teardrop’ canopy: Airparts 044 (Airwaves 48037/8) [S] {S} NOTE: A ‘Type 2’ version of this is depicted in the Airwaves set 48038, with the deep chin oil tank as per the later PR Mk XI.

PR Type D (PR Id or PR Mk IV) Kits: 1/72nd = Airfix Mk Ia & Airparts (045) conversion 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia As per kit instructions except;

No gunsight fitted: M (M) [M] {M}

PR ‘Teardrop’ canopy: Airparts 044 (Airwaves 48037/8) Fuselage fuel cell: Airparts 045 (Airwaves [S] {S} 48037/8) [S] {S}

All armament deleted: M (M) [M] {M}

Small blister on upper port wing directly over lower one: Airparts 045 (Airwaves 48037/8) [S] {S}

Ventral camera ports fitted: Airparts 045 (Airwaves 48037/8) [S] {S} Fuel blister under port wing: Airparts 045 (Airwaves 48037/8) [S] {S}

PR Type E (PR If or PR Mk V) Kits: 1/72nd = Airfix Mk Ia 1/48th = Tamiya Mk I 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia As per kit instructions except; 1. DH propeller and spinner: Aeroclub P083 (Airwaves 48052) [M] {M} 2. PR canopy and windscreen: Aeroclub C001 (Aeroclub C063) PR Mk VII 3. Camera port in each wing: M (M) [M] {M}

PR Type F (PR Mk IF or PR Mk VI) Kits: 1/72nd = Airfix Mk Ia & Airparts (046) conversion 1/48th = Tamiya Mk I & Airwaves (48039) conversion 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia PR ‘Teardrop’ canopy: Airparts 045 (Airwaves 48039) [S] {S}

As per kit instructions except; Aerial mast and rudder post deleted: M (M) [M] {M}

Fuel blister under both wings: Airparts 045 (Airwaves 48039) [S] {S} Small blister on top of both wings directly over lower ones: Airparts 045 (Airwaves 48039) [S] {S}

Fuselage fuel cell: Airparts 046 (Airwaves 48039) [S] {S}

Ventral camera ports fitted: Airparts 046 (Airwaves 48039) [S] {S}

No gunsight fitted: M (M) [M] {M}

All armament deleted: M (M) [M] {M}

Deeper chin cowling for enlarged oil tank: Airparts 046 (Airwaves 48039) [S] {S}

PR Type G (PR Mk IG or PR Mk VII)

FR Mk IX

Kits: 1/72nd = Airfix Mk Ia & Airparts (047) conversion 1/48th = Tamiya Mk I & Airwaves (48067) conversion 1/32nd = Revell Mk I 1/24th = Airfix Mk Ia

Kits: 1/72nd = Hasegawa Mk VIII 1/48th = Arii/Otaki VIII 1/32nd = Hasegawa Mk Vb + Paragon Mk VIII (32031) conversion As per kit instructions except;

As per kit instructions except; 1. Fuselage fuel cell: Airparts 047 (Airwaves 48067) [S] {S} 2. Gunsight fitted 3. All armament retained 4. Ventral camera ports fitted: Airparts 047 (Airwaves 48067) [S] {S} 5. Oblique camera fitted in radio bay: Airparts 047 (Airwaves 48067) [S] {S} 6. Mk V style enlarged oil cooler fitted: Airparts 047 (Airwaves 48067) [S] {S} 7. PR ‘Teardrop’ canopy fitted, but standard armoured windscreen still fitted: Airparts 047 & kit (Airwaves 48067 & kit) [S] {S} 8. Aerial mast and rudder post deleted: M (M) [M] {M}

1. Standard chord rudder: M (in kit) [Paragon 32031] 2. Increased aileron length: M (M) [M] 3. Fixed tailwheel 4. Camera port in radio hatch: M (M) [M]

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PR Mk IX Kits: 1/72nd = Hasegawa Mk IX 1/48th = Arii/Otaki VIII, Tamiya Mk I & Aeroclub accessories or Ocidental Mk IX & Airwaves (48051) conversion 1/32nd = Hasegawa Mk Vb + Paragon Mk IX (32036) conversion As per kit instructions except; 1. Standard chord rudder: M (in kit/Aeroclub V188A) [Paragon 32036] 2. Short style carburettor intake (take from any Mk I to V kit) 3. PR canopy with no side bulges: Delta Bit 5011 (Airwaves 48051) [M] 4. Deeper chin cowling for enlarged oil tank: M (M) [M] 5. All armament and cannon bulges deleted: M (M) [M] {M} 6. Two ventral camera ports: M (M) [M] {M} 7. Fixed tailwheel

PR Mk X Kits: 1/72nd = Hasegawa Mk VIII 1/48th = Arii/Otaki VIII, Tamiya Mk I & Aeroclub accessories or Ocidental Mk IX & Airwaves (48050) conversion 1/32nd = Hasegawa Mk Vb + Paragon Mk VIII (32031) conversion As per kit instructions except; Small hole (outermost) and circular panel for fuel filler and vent on each wing towards tip: M (M) [M]

Type retains ‘standard’ fighter canopy and windscreen

All armament deleted and all ports and bulges removed from wings: M (Airwaves 48050/M) [M]

Oblique camera fitted in radio bay: M (Airwaves 48050) [M] Camera blisters under each wing (optional): S (Airwaves 48050) [S] Beam aproach ‘boat antenna’ fitted under fuselage, aft of camera ports: S (Airwaves 48050) [S]

Enlarged mass balance on tailplanes: M (M) [M]

Retractable tailwheel fitted: S (Airwaves 48050) [M]

Two ventral camera ports: M (Airwaves 48050) [M]

Fuel pump blisters under each wing, forward of undercarriage bays: S (Airwaves 48050) [S]

PR Mk XI Kits: 1/72nd = Hasegawa Mk VIII 1/48th = Arii/Otaki VIII, Tamiya Mk I & Aeroclub accessories or Ocidental Mk IX & Airwaves (48050) conversion 1/32nd = Hasegawa Mk Vb + Paragon Mk VIII (32031) conversion As per kit instructions except;

Deeper chin cowling for enlarged oil tank: Delta Bits 5011 (Airwaves 48050) [M]

Air intake scoop and Coffman starter bulge on starboard engine cowling: S (Airwaves 48050) [S or use Mk VI kit items]

Fitted with PR (‘blister’) canopy and curved windscreen: Delta Bits 5011 (S) [S] Small hole (outermost) and circular panel for fuel filler and vent on each wing towards tip: M (M) [M]

Enlarged mass balance on tailplanes: M (M) [M]

Retractable tailwheel fitted: S (Airwaves 48050) [M]

PR Mk XIII Kits: 1/72nd = Airfix Mk I & Airparts conversion 1/48th = Tamiya Mk I 1/32nd = Revell Mk I As per kit instructions except; 1. Oblique camera fitted in the radio bay: Airparts (M) [M] 2. Two ventral camera ports: M (Airwaves 48050) [M] 3. Outer two machine guns retained in each wing: M (M) [M] 4. Mk V style oil cooler fitted: Airparts (Airwaves 48068) [S] 5. Fitted with PR (‘blister’) canopy and standard windscreen: Airparts (M) [M]

72

Chapter 10

Beam aproach ‘boat antenna’ fitted under fuselage, aft of camera ports: S (Airwaves 48050) [S] Two ventral camera ports: M (Airwaves 48050) [M]

Deeper chin cowling for enlarged oil tank: Delta Bits 5011 (Airwaves 48050) [M] All armament deleted and all ports and bulges removed from wings: Camera blisters under each wing (late M (Airwaves 48050/M) [M] versions only): S (Airwaves 48050) Fuel pump blisters under each wing, [S] forwardof undercarriage bays: S (Airwaves 48050) [S]

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Seafire Variants Seafire Mk Ib

Slinging points added forward of cockpit and on lower rear fuselage: S (MDC CV023) [S]

1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb & MDC (CV023) conversion 1/32nd = Hasegawa Mk Vb As per kit instructions except;

A-frame arrester hook fitted: S (MDC CV023) [S]

Seafire Mk IIc (& L Mk IIc) 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb & MDC (CV024) conversion 1/32nd = Hasegawa Mk Vb

Strengthened camera bay hatch: M (MDC CV024) [M]

Strengthening bars either side of fuselage, below cockpit: M (MDC CV026), [M] Six-stack exhaust pipes: Paragon 72013 (MDC CV024) [S]

As per kit instructions except;

Four blade propeller and spinner: Aeroclub P044 (MDC CV024) [S]

Slinging points added forward of cockpit and on lower rear fuselage: S (MDC CV024) [S] Small (65rpg) or large (120rpg) bulges on upper wings: M (MDC CV024) [M]

C type wing: Airparts 007 (Bringuier RC-002/MDC CV024) [S]

Seafire Mk III 1/72nd = Italeri Mk Vb 1/48th = Tamiya Mk Vb & MDC (CV026) conversion 1/32nd = Hasegawa Mk Vb As per kit instructions except;

Catapult spools either side of fuselage: S (MDC CV024) [S]

Slinging points added forward of cockpit and on lower rear fuselage: S (MDC CV026) [S]

A-frame arrester hook fitted: S (MDC CV024) [S]

Strengthening bars either side of fuselage, below cockpit: M (MDC CV026), [M] Strengthened camera bay hatch: M (MDC CV024) [M]

Six-stack exhaust pipes: Paragon 72013 (MDC CV026) [S]

Four-blade propeller and spinner: Aeroclub P044 (MDC CV026) [S]

C type (folding) wing: Airparts 007 (Bringuier RC-002/MDC CV026) [S]

A-frame arrester hook fitted: S (MDC CV026) [S] Catapult spools either side of fuselage: S (MDC CV026) [S]

Trainers TR Mk 8 1/72nd = Hasegawa Mk VIII 1/48th = Arii/Otaki Mk VII/VIII 1/32nd = Hasegawa Mk Vb + Paragon (32031) Mk VIII conversion As per kit instructions except; 1. Original cockpit area moved forward and second cockpit area installed aft of existing one: M (M) [M] 2. New canopy fitted over second cockpit area: Aeroclub C003 (S) [S] 3. Whip antenna replaced mast on upper rear fuselage decking: S (S) [S]

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TR Mk 9 1/72nd = Hasegawa Mk XI 1/48th = Tamiya Mk Vb + Aeroclub accessories or Ocidental Mk IX 1/32nd = Hasegawa Mk Vb + Paragon (32036) Mk IX conversion

Broad chord rudder: in kit (Aeroclub V197)

As per kit instructions except; Four-blade propeller and spinner: Aeroclub P044 (Aeroclub P422) [S]

New canopy fitted over second cockpit area: Aeroclub C003 (S) [S]

Whip antenna replaced mast on upper rear fuselage decking: S (S) [S]

Original cockpit area moved forward and second cockpit area installed aft of existing one: M (M) [M]

Fixed tailwheel: M (M) [M]

Six-stack exhaust pipes: Paragon 72013 (Aeroclub V011) [S]

Projects Floatplane (Mk Vb) 1/72nd = Italeri Mk Vb 1/48th = Hasegawa Mk Vb + MDC (CV015) conversion 1/32nd = Hasegawa Mk Vb As per kit instructions except;

Four-blade propeller and spinner: Aeroclub P044 (MDC CV015) [S]

Wheel wells covered over: M (MDC CV015) [M] Later version had revised vertical fin and ventral strake: M (MDC CV015) [M] First prototype had Vokes filter: Aeroclub V073 (in Vb Trop kit) [in kit] Remaining two airframes had enlarged carburettor intake: M (MDC CV015) [M]

Tailwheel omitted: M (M) [M] Initial version had ventral strake fitted below tail: M (MDC CV015/M) [M]

Two floats installed: S (MDC CV015) [S]

Floatplane (Mk IXb) 1/72nd = Hasegawa Mk IX 1/48th = Tamiya Mk Vb + Aeroclub accessories plus MDC (CV015) conversion 1/32nd = Hasegawa Mk Vb & Paragon (32031) Mk IX conversion As per kit instructions except; Four-blade propeller and spinner: Aeroclub P044 (MDC CV015) [Paragon 32031]

Revised vertical fin and ventral strake fitted below tail: M (MDC CV015/M) [M] Wheel wells covered over: M (MDC CV015) [M] Tailwheel omitted: M (M) [M]

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Two floats installed: S (MDC CV015) [S]

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Detailing

Modelling the Spitfire

11

Chapter

O

ne of the most complex areas to deal with in any modelling project is that of interior (and exterior) detail. What precisely is in the cockpit? What do the interior of the wheel wells look like? etc are all questions which modellers ask. It can be a time-consuming process gathering all the

information you need to attempt to detail any subject, so what we are offering in this chapter is a concise (ish!) section dealing with all those areas of the subject that you will be wanting to know about.

Photo Reconnaissance • 1 The ‘G’ Type camera installation (©Crown Copyright)

F.24 vertical and oblique camera installation (©Crown Copyright)

The ‘W’ Type camera installation

The wing mounted camera of the PR Mk XI

(©Crown Copyright)

(©Crown Copyright)

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Photo Reconnaissance • 2

Wing camera installation of the PR Mk XI (©Crown Copyright)

Typical F.24 oblique camera installation (©Crown Copyright)

The ‘X’ Type camera installation (©Crown Copyright)

Vertical and oblique camera installation of the PR Mk IV (©Crown Copyright)

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Photo Reconnaissance • 3

The ‘Y’ Type camera installation (©Crown Copyright)

PR sliding canopy with side blisters (©Crown Copyright)

The camera selector unit of the PR Mk IV, VII, XI & XIII (©Crown Copyright)

The curved PR style windscreen unit of the PR Mk IV & XI (©Crown Copyright)

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Photo Reconnaissance • 4

Universal F.52 camera installation of the PR Mk XI (©Crown Copyright)

Rear fuel tank of the PR Mk VII (©Crown Copyright)

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Photo Reconnaissance • 5

PR Mk VII & XIII access and inspection panels (©Crown Copyright)

PR type fuel system (©Crown Copyright)

PR Mk IV access and inspection panels (©Crown Copyright)

Universal camera heating (©Crown Copyright)

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Photo Reconnaissance • 6

Two vertical and one oblique F.24 camera installation (©Crown Copyright)

Starboard sidewall of the PR Mk IV, VII, XI & XIII (©Crown Copyright)

Port sidewall of the PR Mk IV, VII, XI & XIII

Main instrument panel of the PR Mk IV, VII, XI & XIII

(©Crown Copyright)

(©Crown Copyright)

Although shown here on a PR Mk XIX, this shot clearly shows the bulges over the fuel pumps in the wing leading edge that was also fitted to the PR Mk VII, XI & XIII

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Chapter 11

Once again this is a PR Mk XIX, but it shows the curved style of windscreen associated with the PR Mk IV and XI

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Mk I Cockpit Interior • 1 Mk I 1

5

2

•1 The Port sidewall of the Mk I. Note the remote controller for the radio in the middle, with the throttle quadrant below •2 An overall view of the instrument panel. Note the reflector gunsight in the centre •3 With the seat removed you can see the rudder pedal and control column linkage, as well as the large lever for the radiator flaps •4 The port sidewall. Note the trim wheel and rudder bias control on the right, with the map case below and the electrical connector blocks to the left

4

6

•5 These two oxygen cylinders are on the port side of the fuselage, aft of the pilot’s seat •6 The starboard upper corner of the instrument panel. Note the morse key for the downward ident light and the undercarriage control •7 Further down the starboard side, you can see all the pipework associated with the undercarriage control

3

•8 Further back along the starboard you can see the windscreen de-icer control and tank, as well as the IFF destruction switches under the red cover

10

•9 Up above the de-icer equipment is the remote contactor and the pilot’s oxygen tube •10 Behind and below where the pilot’s seat would be is this ‘hammer’ weight which returns the controls to the neutral position 7

9

•11 In the mid-section, directly below the pilot’s seat is this area. The conical item is the downward ident lamp and the rod running from right to left is connected to the control column (left) and the ‘hammer’ weight (right) •12 The famous Dunlop spade grip. The lever in the back is for the brakes

12

8

11

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Mk I Cockpit Interior • 2 Mk I 17

16

18

•13 The lower portion of the control column, with the rudder pedals behind and the lower fuel cell in the extreme background •14 This rack is situated over the oxygen bottles on the port side. It holds the accumulator (battery) •15 Details of the pilot’s seat, here you can see the lap straps of the Sutton harness •16 The entire seat is mounted in this framework which is attached to the frame in the fuselage. The lever adjusts the seats height, while the seat itself is made of papier-maché and wood resin •17 The rear of the seat framework

14

21

•18 The port side of the seat and frame. •19 Below the oxygen bottle is this inverted triangular frame onto which the seat is mounted •20 Looking down the fuselage, just aft of the pilot is this rack for the radio equipment

15

•21 Up above the radio rack is the framework for the aerial mast (which can be seen going through the top of the fuselage). The strap and wire in the foreground is the tensioning system for the Sutton harness

23

•22 Viewed through the radio hatch, this is the rack seen previously aft of the pilot’s seat

13

•23 This is the main radio rack viewed through the radio access hatch in the port fuselage side

24 22

•25 Lower rear fuselage area, showing the various control cables and rods •26 Below and aft of the pilot’s oxygen bottle is this economiser. This is probably a later addition to this machine

19

20

25

26

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•24 Overall view down the fuselage, as seen from the radio access hatch

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Mk I Fuselage & Canopy • 1 Mk I 1

•1 The top of the radio mast

•2 The base of the radio mast, note how the lead runs into the upper fuselage

•3 The top of the rudder, showing the aerial lead 2

3

•4 The trim tab on the port tailplane. The actuator rod and associated panel in the skinning are both missing from this machine

•5 The actuator on the starboard side of the rudder. Once again the actuator rod is missing

4

•7 On the port sidewall, just below the canopy rail and aft of the access door, is this small hole. This allows you to switch the oxygen system on, and was done by the groundcrew prior to the aircraft departing

6

5

•6 Although the lens and bulb are missing, this does show the early style of rear identification lamp fitted to the rudder

•8 This gives you an overall view of the location of the hole for switching on the oxygen system

•9 The de-icing pipework etc fitted to the windscreen. Note the external armoured glass fitted to this machine

•19 On the starboard side, just below the windscreen is this fresh air vent

•11 The framework directly behind the pilot’s seat, which in this view has been removed. Note the ‘ears’ of the release system in the top of the canopy 7

8

11

9

10

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Mk I Engine & Propeller • 1 Mk I •1 Overall view of the Merlin III fitted to this machine. 4

•2 Close-up of the ancillary equipment aft of the engine on the port side •3 Visible lower down on the port side you can see the engine bearer as well as the electrical suppressor box

3 2

•4 The generator on the port side of the engine •5 The forward section of the engine bay. Note the coolant header tank wrapped around the engine, as well as the armoured plate •6 Viewed directly from the front with the propeller removed, here you can see the compressor and generator installed below the splined prop shaft

1

10 •7 Lower down on the starboard side of the engine. Here you can see the lower engine crankcase and the armour plate around the coolant header tank

12

•8 Lower engine casing viewed directly from the front •9 The large loop installed in the engine bearer forward of the oil tank 9

11 •10 Starboard side view of the engine •11 Ancillary equipment on the starboard side •12 This is some of the equipment installed on the bulkhead aft of the engine, as viewed from the starboard side

5

•13 Excellent view of the ‘fishtail’ exhaust pipes fitted to this machine

7 8 6 14

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Chapter 11

13

•14 The de Havilland three-blade propeller, without spinner. Note the ‘bracket’ counter weights in the centre

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Mk IIa Fuselage • 1 Mk IIa 7

3

•1 The aerial and base •2 The light fitted aft of the aerial mast •3 Just aft of the radio hatch are these insulator blocks. These are used when the two leads associated with HF radio equipment are installed

2 •4 In the vertical fin is this circular access panel, behind which is the pulley for the rudder control cable

1 4

•5 This shot shows the early style of counter weight fitted to the elevators 8 •6 A view from the front of the elevator •7 This view of Mk IIa P9306 clearly shows the shape of the early elevator •8 Under each tailplane is this curved panel, which offers access to the control linkage

10

5

9

6

•9 On the lower port side of the rear fuselage is this panel, which gives access to the tail wheel damper strut

12

•10 The fixed tailwheel unit •11 During service, the panel above the tailwheel has been removed, allowing you to see the weights that are installed here to correct the CofG •12 View into the radio access bay. The BBMF paint all internal areas white, as this makes seeing oil leaks etc easier, but it is not accurate. 11

13 •13 The early style, oval oil cooler

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Mk IIa Cockpit Interior • 1 Mk IIa 2

1

•1 With the windscreen removed, this view gives an overall impression of the types instrument panel •2 The port sidewall. Note the trim wheel, rudder bias control and electrical blocks •3 Overall view of the starboard sidewall •4 Lower section of the control column

4

•5 Overhead view of the control column and rudder pedal area •6 Upper portion of the port sidewall. The clock added at the extreme top, is a modern addition

3

6

5

Mk IIa Canopy • 1 Mk IIa 2

1

•1 The canopy of the early marks were released by this system of rods and hooks. The unit is released by a toggle inside, and the rod you can see here will slacken, letting the pins slip out and thereby disconnect the hood from the runners

3

•2 This is the rear set of canopy release rods 4

5

6 •3 On this side you can see the rods in the released position, so the entire canopy is no longer fixed to the runners •4 Close-up of the cable release for the canopy along with the framework, head armour and headrest •5 Close up of the canopy release cable •6 Looking down into the cockpit, showing the seat mounting

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Mk IIa Undercarriage • 1 Mk IIa 2

1

• 1 View up into the wheel well. Note the scruff marks from the wheel, the strengthening ribs and the makers plates • 2 The BBMF’s Mk IIa has later style wheel hubs fitted to ease support (their Mk V and Hurricane Mk IIcs are all fitted with the same type of hub). Note the anti-creep mark on the tyre and hub

Mk IIa Wings & Radiator • 1 Mk IIa 2

1

•1 The bulge over the wheel wells •2 The ‘A’ style armament bays •3 A view underneath the inner two browning machine gun bays. Note the mounting brackets

4 3

•4 This is the lower access door from the No.2 gun bay in the port wing, and is representative of most of the panels. Note the cartridge ejector chute •5 View into the back of the radiator unit. Note the strengthening bars and operating cam •6 Close up of the radiator flap operating cam

8

•7 The downward ident lamp in the fuselage centre section •8 The inner flap section

7

5

•9 This shot of the suspended P9306 allows you to see the early style oval oil cooler under the port wing

9

6

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Mk IIa Engine & Propeller • 1 Mk IIa 1

•1 All the ancillary equipment installed at the back of the Merlin engine on the port side •2 This machine is fitted with the two-into-one style of ejector exhaust pipes •3 This is an upper view of the area on the port side, aft of the engine 2

3

4

•4 Nice overall view of the starboard side of the engine. Note the coolant pipework from the header tank and the lower oil tank

6

•5 A look down on top of the engine showing the ignition harness •6 The header tank. No armour plate is installed on this machine today, because of the weight penalty •7 This is the coolant pipe as it travels into the starboard wing leading edge •8 View directly up underneath the engine area showing the forward spar and the rear engine bearer mounts

7

•9 Low down on the starboard side of the nose is this socket for the accumulator used during start up

5

•10 Overall side view of the Merlin engine in the Mk IIa. The exhaust stacks have been removed and the spark plugs are all out •11 Overall view of the engine. The cables running in from the left are associated with the system checks that the airframe was undergoing

8

9

11 10

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Chapter 11

•12 This is the filler point for the fuselage tanks

12

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Mk V Cockpit • 1 Mk V 1

2

•1 Overall view of the BBMF’s Spitfire Mk V cockpit •2 Nice view of the pilot’s seat •3 Overhead view of the pilot’s seat •4 The port sidewall •5 The forward area of the port sidewall, showing trim wheel and throttle quadrant •6 Close-up of the rudder pedal

3

•7 A view up into the starboard side of the cockpit area

4

•8 The pilot access door, complete with emergency crowbar

5 6

7

8

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Mk V Fuselage • 1 Mk V 3

•1 The radio bay access hatch

1

•2 The access hatch for the accumulator (battery) in the rear fuselage on the starboard side •3 The fixed tailwheel

2

•4 The radio aerial mast 4

5

•5 The anti-collision lamp installed on the upper fuselage, aft of the radio mast 6

8

•6 The rudder actuator which is on the port side, below the tailplane •7 The navigation lamp fitted to the rudder •8 The rudder trim tab viewed from the port side •9 The rudder trim tab actuator viewed from the starboard side

7

•10 This clear panel over the mod. plate can be seen on the upper starboard side of the rudder

9

13

•11 The later style elevator with the enlarged counter balance •12 The trim tab on the port tailplane, complete with actuator •13 View underneath the tailplane and elevator •14 This panel is on the port wing root fillet, and it covers the electrical pick-up point

14

12

10 11

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Mk V Wings • 1 Mk V 1

3

•1 This cover on the wing trailing edge is for the flap actuating linkage, which protrudes through the upper wing skin when the flaps are down •2 The Mk V ‘B’ wing complete with cannon drum belt bulge and reinforcing strips added over the wheel wells •3 Close-up of the bulges over the cannon ammo drums •4 Centre section with all the associated fillets removed from the wing to fuselage joint

8

•5 This is the bay for the oil cooler under the port wing with the unit removed

5

•6 This is the radiator under the starboard wing. Note the de-icer spray tube projecting into the middle of the unit •7 This is the G.45 camera gun fitted in the port wing root •8 This is the G.45 camera gun viewed from the front

2 4

6 7

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Mk V Engine & Propeller • 1 Mk V 1

2

5

•1 The rear bulkhead behind the engine, viewed with the engine removed •2 Nice shot of the engine bearers •3 The lower support cradle of the engine bearer •4 Port side view of the engine bearers •5 Coolant pipework in the starboard wing root •6 The spinner unit and backplate •7 The four blade propeller fitted to the BBMF’s Mk V

3 6

6

4

Mk V Canopy • 1 Mk V 1

2

3

•1 The main windscreen, showing the internal style of armoured glass installed •2 The regulator visible through the fixed rear portion of the cockpit •3 The square type rear view mirror

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Mk V Undercarriage • 1 Mk V 1

4

•1 Close up of the main undercarriage leg links and swivel point •2 The main oleo leg •3 The four-spoke wheel hub •4 Viewed from the back, this shows the route of the hydraulic pipe for the brakes

3

2

•5 The main wheel well. Note the strengthening ribs inside and the cannon ejector port just aft of the trailing edge of the bay

6 •6 The two machine gun bays in the wing, viewed from beneath

5

Mk V Armament • 1 Mk V 1

•1 The deflector plate fitted to the outer gun bay •2 The deflector plates on the inner machine gun bay •3 The cannon barrel

2

•4 The machine gun ports are often covered with doped fabric patches like this •5 The green light on the starboard wing tip

4

•6 The red light on the port wing tip

3

6

5

Modelling the Spitfire • Detailing

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Mk Vb (TFC) Cockpit • 1 Mk Vb (TFC) 1

•1 The port sidewall area of the cockpit. Note the selector box for the radio on the upper right hand edge •2 The starboard sidewall, showing the undercarriage control and de-icer equipment •3 Overall view of the cockpit area. Note the flare cartridge rack on the front edge of the seat

2

•4 Another shot of the port sidewall area 3 •5 The electrical equipment installed on the port sidewall •6 Overall view of the instrument panel •7 Close up of the reflector gunsight •8 Side view of the seat and armour plate

4

5 6

8

7

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Mk Vb (TFC) Fuselage • 1 Mk Vb (TFC) 1

•1 The pilot access door •2 The aerial lead insulators situated on either side of the fuselage, aft of the radio bay •3 Vertical fin and tailplane fillets •4 The rudder actuator rod 2 •5 The fixed tailwheel 3

6

•6 The later style (enlarged) elevators

4 5

•7 The tailplane structure that is visible once the elevators are in this position •8 The rear navigation light •9 The trim tab on the port elevator •10 The fuel filler forward of the cockpit. The lead is an electrical earthing point and is a modern addition

8

•11 The hydraulic filler panel and the air scoop on the upper engine cowling •12 The two bulges aft of the exhaust stacks

7

9

•13 A nice shot of the correct style of ejector exhaust stacks •14 The small scoop on the port engine cowling

10

12

13

11

14

Modelling the Spitfire • Detailing

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Mk Vb (TFC) Engine & Prop • 1 Mk Vb (TFC) 3

1

•1 The ancillary equipment on the starboard side •2 The Merlin engine, viewed from the starboard side

2

•3 Close-up of the coolant header tank •4 Close-up of the spinner •5 Overall view of the Rotol style propeller blade. These are modern examples made by Hoffmann in Germany, and are therefore finished in a slightly different style to the original

4

•6 The carburettor air intake with modern style FOD guard installed 5

6

Mk Vb (TFC) Canopy • 1 Mk Vb (TFC) 2

1

•1 The canopy release links •2 The cockpit with the canopy fully aft •3 The Sutton harness is just visible through the rear section of the canopy •4 The canopy release ‘spectacles’ in the upper section of the canopy •5 Overall view of the cockpit, showing the internally armoured windscreen fitted to this machine

3

4

5

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Mk Vb (TFC) Wings, Undercarriage & Armament • 1 1

Mk Vb (TFC)

2

3

•1 Good view of the port wing root. Note the cover for the camera gun in the upper edge

4

•2 A look up into the wheel well showing the linkage for the main oleo leg •3 Overall shot of the main oleo leg •4 The main oleo leg viewed from the front •5 The coolant radiator under the starboard wing

6

•6 The cannon cartridge ejector port, just aft of the main wheel well •7 The cannon barrel on the starboard wing •8 The undercarriage indicator on the wing, just forward of the undercarriage bay bulge

5

•9 The wing strengthening plates and the undercarriage position indicator shown in relation to the cannon drum bulges on the extreme left •10 The bulge over the wheel well (note the circle of rivets) is of a different shape to the one seen on the BBMF example •11 The long bulge installed over the cannon drum feed unit 7

10

11

8

9

12

13

•12 The drum feed bulge on the port wing. Note on this side there is an additional smaller bulge •13 The linkage etc for the ailerons, viewed from below. The red patch is a doped cover that has been replaced after work was carried out inside the wing

Modelling the Spitfire • Detailing

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Mk IX (BBMF) Cockpit • 1 Mk IX (BBMF) 1

2

•1 The different style of gun trigger fitted to the Mk IX control column •2 The electrical distribution panel on the port sidewall •3 The undercarriage control unit •4 The starboard sidewall •5 The port sidewall, showing the throttle quadrant and trim wheel

4

•6 Overall view of the port sidewall •7 Overall view of the instrument panel, control column and rudder pedals •8 The upper starboard sidewall •9 Overall view of the starboard sidewall

3 8

5 6

9

10

7

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•10 The main instrument panel. Note that the unit at the top is a modern radio selector

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Mk IX (TFC) Cockpit Interior • 1 Mk IX (TFC) 1

•1 With the seat out of this machine, you can see all the electrical distribution units on the port side 2 •2 Overall view of the instrument panel •3 Overall view of the lower instrument panel area. Note that the forward fuel cells have both been removed •4 With the fuel cells out you get this very useful view of the back of the instrument panel

3 4

•5 The lower floor area of the cockpit, with the seat removed. •6 The starboard sidewall. Note the de-icer tank and ‘T’ pump handle •7 The area below the instrument panel viewed from where the fuel tanks go

5

•8 View into the access door, with the seat removed but the upper armour plate still in place •9 The pilot access door 7

9

8 6

Modelling the Spitfire • Detailing

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Mk IX (BBMF) Fuselage • 1 Mk IX (BBMF) •1 The aerial mast and mounting plate

1

•2 Cut-out in the canopy frame to ensure it does not foul the aerial mast •3 The datum mark which is applied in three places on either side of the fuselage

2

•4 The ‘Boat Antenna’ associated with the Beam Approach system installed in the type •5 The accumulator access door in the rear fuselage •6 The fixed tail wheel of the type. Note the lack of weights in the bay above 3 •7 Close-up of the tailwheel •8 The inner structure visible once the tailplanes are in this position

4

•9 The aerial lead pick-up points on the leading edges of the tailplanes that are associated with an HF radio fit

5

7

6

8

9

Mk IX (TFC) Canopy • 1 Mk IX (TFC) •1 In the TFC machine the tank is still installed, and here you can see how and where the filler point is

1

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Mk IX (TFC) Fuselage • 1 Mk IX (TFC) 1

2

•1 The rudder actuator rod and the datum plate •2 With the wings off of this machine you can see all the associated equipment that is usually covered by the fillets •3 A view of the wing joint area on the starboard side •4 The wiring loom on the port fuselage side in the wing root fillet

3

•5 This fillet is fixed to the fuselage, while the wing root fillets screw to it. This means that this area is recessed behind the root fillets, not raised as many kits depict

4

5

Mk IX (BBMF) Canopy • 1 Mk IX (BBMF) 1

2

•1 The round style of rear view mirror •2 Overall view of the windscreen with its internal armoured glass •3 The cold air intake vent on the starboard fuselage side •4 This vent in the rear (fixed) cockpit section is a filler point for the 29 Imp Gal fuel cell, which is not fitted to this machine

3

4

Modelling the Spitfire • Detailing

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Mk IX (BBMF) Wings & Undercarriage • 1

Mk IX (BBMF) •1 View into the back of the radiator under the starboard wing

2

1

3

•2 These lugs on the centreline are not associated with the fitment of the slipper tank, they ensure the unit flips into the airstream and does not hit the airframe when it is jettisoned •3 Although not a Mk IX, this shot of the Mk XIX wing with the radiators removed gives you a good idea of the structure inside

4

•4 This is the rear section of the radiator bay with the radiator removed •5 This hole in the centreline under surface of the fuselage is for the locating spigot of the slipper tank

5

•6 These are the forward lugs for the slipper tank and the bomb rack that can be fitted under the Mk IX •7 A look up into the main wheel well, showing the actuating cam and chain •8 This shot of the back of the undercarriage leg shows the route of the hydraulic pipe •9 The Mk IX can be fitted with spline or link undercarriage legs. Here you can see the link style more commonly associated with the later Spitfire marks. 7

6 •10 Once again the upper wheel well has these scuff marks caused by the spinning wheel being pulled into the bay during retraction 8 •11 The BBMF Mk IX is fitted with wings from a Mk XVI, so here you can see the access panels associated with the ‘E’ wing •12 Overall view of the Mk XVI ‘E’ wing bulges, including the large bulge over the wheel wells

9 13

•13 The ‘Aero Vee’ filter unit

11

12

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Mk IX (BBMF) Engine & Propeller • 1 Mk IX (BBMF) 3

1

•1 This is the framework that surrounds the front of the engine in the Mk IX •2 This is the rest of the framework around the exhaust stacks

2

•3 The single stack exhausts of the 60 (and later) series powered Spitfires

Mk IX (TFC) • 1 Mk IX (TFC) •1 The engine frame of the 60 series Merlin engine •2 A forward view of the Packard Merlin 266 engine •3 Top of the Merlin 266, showing the ignition harness •4 Port side of the Merlin 266 •5 The rear of the Merlin 266, showing the supercharger casing

1

3

•6 The massive intercooler at the back of the Merlin 266

5

•7 Port side view of the intercooler unit •8 Overall view of the Packard Merlin 266 •9 The blade of the four-blade Rotol unit fitted to the Mk IX

2

6

4

7

8

9

Modelling the Spitfire • Detailing

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Mk IX & XVI (Krakow) • 1 Mk IX & XVI (Krakow) 3 •1 The radiator unit of the Mk XVIe (©P. Skulski) •2 The windscreen of a Mk IXe (©P. Skulski) •3 The main undercarriage leg and wheel of the Mk IXe (©P. Skulski) 1

•4 The broad chord rudder of the Mk XVIe (©P. Skulski) •5 The ‘E’ type access panels of the Mk XVIe (©P. Skulski)

2 •6 The cockpit interior of the Mk XVIe (©P. Skulski) •7 A bomb rack fitted under the wing of a Mk IXe (©P. Skulski) •8 The Merlin 61 of the Mk IX (©P. Skulski)

Thanks

8

4

6

7

5

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The aircraft featured in this section were the Mk I from the RAF Museum, Hendon (currently being restored), Mk IIa,Vb and IX of the Battle of Britain Memorial Flight, RAF Coningsby, the Mk Vb and IXe of The Fighter Collection, Duxford and the LF Mk XVIe preserved at Krakow. Our thanks to all these organisations for allowing us access to these airframes.

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Mk IIa Radio Equipment • 1

Mk IIa Armament • 1

Installation diagram for the TR.9D and TR.1133 radio installations (©Crown Copyright)

The standard ‘A’ armament of the Mk IIa (©Crown Copyright)

Mk IIa Miscellaneous • 1

The undercarriage control unit (©Crown Copyright)

The main undercarriage units (©Crown Copyright)

Modelling the Spitfire • Detailing

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Mk IIa Miscellaneous • 1

The control column (©Crown Copyright)

The throttle quadrant (©Crown Copyright)

The early style elevators (©Crown Copyright)

The tailplanes (©Crown Copyright)

The early style rudder (©Crown Copyright)

The Sutton harness system (©Crown Copyright)

106

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Mk IIa Miscellaneous • 2 The two outer machine guns in the ‘C’ wing

The early style canopy with external armoured windscreen and knock-out panel (©Crown Copyright)

Fuselage construction (©Crown Copyright)

Flying controls (©Crown Copyright)

The desert equipment stowage (©Crown Copyright)

Modelling the Spitfire • Detailing

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Mk IIa Miscellaneous • 3 Access and inspection panels of the Mk IIa & Mk IIb (©Crown Copyright)

The cannon installation of the Mk Vc (©Crown Copyright)

The various weapons installations for the Mk Vc (©Crown Copyright)

Mk Vb Miscellaneous • 1 The Mk Va weapons fit (©Crown Copyright)

The TR.1133 & TR.1143 radio equipment installation (©Crown Copyright)

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Mk Vb Miscellaneous • 2

The fairings for the wing cannon (©Crown Copyright)

The weapons fit for the Mk Vb wing (©Crown Copyright)

The 170 Imp Gal auxiliary tank installation (©Crown Copyright)

The TR.9D radio installation (©Crown Copyright)

The landing lights installed in the lower wings of the Mk V (©Crown Copyright)

The exhaust gas gun heating system installed in the Mk V

Modelling the Spitfire • Detailing

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Mk Vb Miscellaneous • 3 Mk V series fuselage structure (©Crown Copyright)

Access and inspection panels of the Mk V series

Windscreen de-icing system (©Crown Copyright)

The centreline bomb rack fitted to the Mk V (©Crown Copyright)

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HF Mk VI Miscellaneous • 1

The armament of the HF Mk VI (©Crown Copyright)

The fuel cock controls of the HF Mk VI (©Crown Copyright)

The pilot’s seat of the HF Mk VI with the armour plate installed (©Crown Copyright)

The wings of the HF Mk VI (©Crown Copyright)

The HF Mk VI radio installation, note the crossing aerials going to the tailplanes (©Crown Copyright)

The direct vision panel in the port side of the windscreen of the HF Mk VI (©Crown Copyright)

Because the HF Mk VI had a fixed canopy, this is the release system installed

The extended wing tips of the HF Mk VI (©Crown Copyright)

(©Crown Copyright)

Modelling the Spitfire • Detailing

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HF Mk VI Miscellaneous • 2

The canopy of the HF Mk VI

The outboard Browning machine gun bay of the HF Mk VI

(©Crown Copyright)

(©Crown Copyright)

The 20mm Hispano cannon bay of the HF Mk VI (©Crown Copyright)

The HF Mk VI fuselage structure (©Crown Copyright)

The pressure system of the HF Mk VI cockpit (©Crown Copyright)

The Marshal blower installed in the HF Mk VI (©Crown Copyright)

The slipper tank installation of the HF Mk VI, although it is applicable to all machines (©Crown Copyright)

112

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Mk VIII Miscellaneous • 1

The fuel control system of the Mk VIII (©Crown Copyright)

The Type B Aero Vee filter (©Crown Copyright)

The Type C Aero Vee filter (©Crown Copyright)

The broad chord rudder of the Mk VIII (©Crown Copyright)

The Type A Aero Vee filter (©Crown Copyright)

The Mk VIII wing leading edge, showing the fuel tank installed in it (©Crown Copyright)

Modelling the Spitfire • Detailing

113

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Mk VIII Miscellaneous • 2 The wings of the Mk VIII (©Crown Copyright)

The Mk VIII canopy (©Crown Copyright)

The Mk VIII fuselage construction (©Crown Copyright)

The retractable tailwheel of the Mk VIII (©Crown Copyright)

The fuel tank in the wing leading edge of the Mk VIII (©Crown Copyright)

114

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Mk IX - XVI • 1

The intercooler system of the 60 series engine

The oil cooler system of the Mk IX & XVIe

(©Crown Copyright)

(©Crown Copyright)

The gun heating system of the Mk IX & XVIe (©Crown Copyright)

The ‘C’ wing armament of the Mk IX (©Crown Copyright)

The Mk IX fuselage construction (©Crown Copyright)

Bomb load combinations of the Mk IX/XVI series (©Crown Copyright)

The rear fuel tank installed in the Mk IX (©Crown Copyright)

Modelling the Spitfire • Detailing

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Mk IX - XVI • 2 Armour plate (©Crown Copyright)

Wing mounted bomb rack (©Crown Copyright)

Bomb loading procedure for the wing racks (©Crown Copyright)

Gyro Gunsight installed after mod. 1216 in the Mk IX and XVI and mod. 300 in the Seafire II/III

The Mk IX/XVI ‘E’ wing armament (©Crown Copyright)

The Browning 0.5in machine armament (©Crown Copyright)

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Seafire • 1

Flying control locking system (©Crown Copyright)

The wing fold of the Seafire III (©Crown Copyright)

Access and inspection panels (©Crown Copyright)

Wing folding of the Seafire III (©Crown Copyright)

Modelling the Spitfire • Detailing

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Seafire • 2

Lashing down and slinging points (©Crown Copyright)

The A-frame arrestor hook (©Crown Copyright)

The fixed tailwheel (©Crown Copyright)

TR.1196 radio installation (©Crown Copyright)

R.1147 radio installation (©Crown Copyright)

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Seafire • 3

TR.1304 radio installation (©Crown Copyright)

Seafire I wings (©Crown Copyright)

Seafire I/II/III fuselage structure (©Crown Copyright)

The special dampened headrest devised for the Seafire series

Seafire IIII wing

(©Crown Copyright)

(©Crown Copyright)

Modelling the Spitfire • Detailing

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Seafire • 4

Main undercarriage (©Crown Copyright)

Seafire tailplanes (©Crown Copyright)

Gun heating system. Note the joints in the tubes at the wing fold (©Crown Copyright)

RATO fitment (©Crown Copyright)

F.24 oblique and vertical camera installation in the Seafire (©Crown Copyright)

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Building the Spitfire W

hat follows is a selection of builds on a number of available (and a couple of unavailable) kits in 1/72nd and 1/48th scale, as well as a look at a couple of easy conversions. Those covered here therefore are as follows (all are 1/72nd scale unless otherwise stated); •1 •2 •3 •4 •5 •6 •7 •8

Prototype (K5054) Speed Spitfire Spitfire Mk IIa, IIb & IIc Spitfire Mk III Spitfire Mk V Series Spitfire Mk VI Spitfire Mk VIII Spitfire Mk IX

•1 Spitfire Prototype

Modelling the Spitfire

12

Chapter

ailerons as well as the undercarriage indicator and rectangular panel on the port wing root. The navigation lights were also removed as they were recessed on K5054. The prototype had two undercarriage indicators on each wing, but I decided that they were small enough to be ignored in this scale. I then filled in the machine gun ports in the leading edges of the wings, as well as the spent cartridge ejector chutes in the wing undersurfaces and the location hole for the pilot tube. When it was time for me to sand all this lot down, I also removed all the raised detail on the undersurfaces located aft of the main spar and outboard of the centre section. The prototype’s oil cooler, radiator and carburettor air intake also differed from those on production aircraft. Starting with the oil cooler, Airfix have correctly moulded the original, or D style, version. I refer to it as a ‘D’ because is resembles this letter when

K5054 as she appeared on 11 May 1936

It is said that the longest journey begins with the first step. Likewise, a project such as this begins by assembling our first kit, which is the Airfix Mk Ia. To begin with I cemented the fuselage, wings and tailplanes together as per the instructions, but omitting the gunsight, aerial and propeller and spinner, which all went into the spares box. Having done a bit of construction, it was now time to undertake a little destruction. With a sharp blade I removed the stub aerial on the rudder along with the navigation light on the fuselage spine. Also removed was the base for the aerial located next to the navigation light. The remaining hole was filled in and sanded smooth at a convenient time during the project. Next, I worked my way along towards the nose, where a fair amount of subtle work needs to be done. I filled in the circular aperture which is located below the exhausts on the starboard side. This was where the manual starting handle would have been located. Then, I removed all the raised detail around the nose with a piece of wet'n'dry, apart from the elongated detail on the port side of the nose, again below the exhausts. The next step involved narrowing the nose; when looked at in plan form it is apparent that Airfix have captured the subtle curves, or bulges for want of a better word, on the cowling above the exhausts. This bulge was necessary on production aircraft to accommodate their more powerful engines when compared to the prototype. Remember that the prototype was very much a one-off, hand-built affair when compared to production aircraft. To depict K5054 accurately we have to sand off this beautiful feature. Judging how much plastic to remove is a matter of comparing your model to the colour plate in The Spitfire Story, or whatever reference you choose to work from. I applied the rule that if it looks right, then it is right here. Don't be put off by the fear of sanding through the plastic, as it is thick enough in this area. While I was in the mood to do a bit of sanding, I turned to the wing uppersurfaces and removed the machine gun access panels, the bulges above the wheel wells, the detail on the

viewed from head on and the port wing tip vertical. The prototype’s was similar to this style, but its lower line was shorter than that of production aircraft. To simulate this I made an enlarged cut at both the front and rear of the oil cooler, so that the lower line is shorter than the upper line when viewed in profile form. The radiator was next in line for attention. This was longer on the prototype than on production aircraft, having the frontal area of its housing running along the line formed by the leg portion of the main wheel well. To depict this I cemented the kit’s radiator in place, and when the cement had cured, cemented another radiator ahead of the first and head on. Once both parts had settled in place I removed the excess portion which now hung over the wheel well with a razor saw, and filled in the gaps that were apparent between what used to be two separate radiators. Having then sanded the filler down, the end result gave the impression of being a long, one piece, radiator housing. The carburettor air intake with which K5054 was fitted also differed to what would later appear, being shorter and appearing recessed by comparison. However, it is quite easy to modify the Airfix item, which I carved and sanded until it was 8mm long and 2mm deep at its deepest point, with its rear curving away in a rounded, flowing line. This rather small and

Spitfire Prototype

Modelling the Spitfire • Building the Spitfire

121

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difficult item was then cemented 1mm behind the wing’s leading edge. It was now time for me to turn my attention to the undercarriage, which again has to be modified. However, it's quite easy to do. Simply reshape the angled line on the doors so as to produce a straight line which gives the impression of running through the mid point of the wheel’s axle. The wheels themselves went into the spares box, and will come in handy in another conversion at a later date. The prototype’s undercarriage was fully enclosed when in flight, so I had to produce a pair of doors from thin plastic card which I cemented at right angles to the kit’s undercarriage doors, hence the need to modify the latter earlier on. Rather surprisingly, K5054 was fitted with a skid rather than a tailwheel on the occasion I wanted to depict. Several theories for this have been proposed, and thankfully none of them are relevant to us, as we're only concerned with modelling! How's that for an excuse? However, it's quite easy in 1/72nd scale to fashion a skid from the tailwheel. I simply cut away the wheel itself, then applied a lick of filler to close up the strut and swivel attachment of the tailwheel. Then I simply sanded what I had into the shape of the skid, and cemented it in place. For the next step I turned to Aeroclub for help. They supply flushfitting exhausts, main wheels, a one-piece two-bladed propeller and spinner along with a vac-formed transparency in pack AV057. I used flush-fitting exhausts first, which I secured in place with a spot of superglue. They're a good fit, but I did apply a little filler to hide the joint line. I wasn't too happy with the main wheels and substituted them for a pair of Matchbox Mk IX wheels from the spares box which have the correct style, domed hub covers as fitted to K5054. Aeroclub's propeller and spinner is a little beauty, needing only to be cleaned up before being superglued in place. As there's only one transparency in the pack, take extreme care. There's no room for error or a shaky hand here. After several dry runs, the transparency was secured with PVA adhesive. Finally, I opened up a small hole in the leading edge of the port wing where the outer machine gun was previously located, with a pin vice and bit of suitable diameter. This housed a pitot tube which I fashioned from stretched sprue. With that, the model was complete, and it was on to the painting stage. Over the years there has been a great deal of controversy, and a great deal written about the actual colour in which K5054 was finished. It is not my intention to further that debate in any way, shape or form. Consequently, I attempted to have a go at mixing the colour depicted in ‘The Spitfire Story’. I finally arrived at what I take to be the correct hue by mixing one part Matt Aircraft Blue (Humbrol 65) with a spot of Medium Sea Grey (Humbrol 166). Don't ask me how much paint constitutes a spot, or even what FS colour, or whatever, it's close to on a chart. I don't work like that, my rule being, if it looks right ...... etc, etc. Remember that the application of certain varnishes darkens a colour, so bear this factor in mind when mixing your version of the colour. I simulated the sheath which was fitted to the leading edges of the propeller with dark grey paint, while I matched the colour in the painting for the reddish brown with which the rear portion of the spinner was painted. A glossy surface finish was prepared for the decals, which came from Tasman decal sheet V7204, which also includes other subjects. I decided not to apply the underwing serial as I have a photo of K5054 without them, though I can't be sure on what date that particular photo was taken. If I find definite proof sometime that underwing serials were carried on 11 May 1936, it'll be easier for me to slip those in place than try to mix another batch of colour to match my model. Finally, another coat of gloss, or Johnsons Klear in this case, sealed the

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decals in place and gave the model a nice glossy finish. And there we are. One model down, many more to go.

•2 The Speed Spitfire Building a model of the Speed Spitfire used to be a rather complex task, with the necessary parts having to be gleaned from various sources. Aeroclub have now come to our aid, with AV099 which provides all the parts needed to effect a conversion based on the Airfix kit. The Aeroclub pack comprises a one-piece four-blade propeller and spinner, together with an elongated radiator, both cast in white metal, and a single one-piece vac-formed windscreen and hood which replaces the Airfix item. I started off by assembling the Mk Ia fuselage as per instructions apart from the propeller and spinner unit, gunsight, transparency and aerial. The aperture for the latter was filled in and sanded smooth. At the same time I removed the raised plastic which surrounds the aerial’s location hole. Next, off came the aerial stub attachment on the fin, and the dorsal formation light, and their former location areas cleaned up with a piece of wet'n'dry. Turning to the wings, the oil cooler was carefully removed and preserved, and a piece of scrap plastic cemented on the inner surface of its previous location. I next filled in the hole left by the oil cooler and sanded it smooth. Then I cemented the upper and lower wings together, and set the assembly aside to harden. The Speed Spitfire had a very clean wing in an attempt to wring out the greatest speed possible from the aircraft. To simulate this I removed the access panel detail on the upper wings, as well as the bulges above the wheel wells. Then I filled in the machine gun ports in the wing’s undersurfaces, the hole and aperture for the light located on the centre section’s undersurfaces, sanding smooth after it had hardened. Now came the make or break part of the conversion, namely reducing the span by the scale equivalent of 3ft 10in (36ft 10in to 33ft 8in). First of all I carved the wing tips to some semblance of their new shape, then arrived at the correct, new, shape by filing and sanding, having studied several photos before starting, and having these close at hand while working. In addition to reducing the span of the wing tips, the sweep of both the leading and trailing edges of the wings has to be altered in order that they begin their sweep towards the tip sooner than they otherwise would. In other words, the clipped wing tips of the Speed Spitfire are totally different to those of, say LF Mk Vb, whose wing leading and trailing edges remained unaltered, despite the wing tips being clipped. A look at the accompanying plans should make the point clearer. Returning to the upper surfaces of the wings, where the wheel well bulges used to be, a small teardropshaped blister is apparent in this location. To simulate these I carefully floated a small piece of scrap plastic in place (having previously marked its position). When the liquid poly had dried thoroughly, I sanded the scrap plastic to the shape I wanted, gave it a coat of primer, and when this had dried, repeated the process until I was happy with the end result. The wings were then cemented to the fuselage, and when dry the joint treated. Aeroclub supply a deeper and longer radiator in white metal in their pack. I dry-fitted this in place and immediately saw that blanking plates were necessary to prevent that ‘see-through’ effect. Two were cut from scrap plastic for front and rear, and superglued in place. After checking for fit, the Aeroclub radiator was itself superglued in place, using the raised square which serves to locate the kit’s radiator in place, as my point of reference. The new radiator extends to the wing’s trailing edge, fouling the flap's lines. I scribed a new flap

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line 2mm outwards of, and parallel to, the new radiator and filled in the redundant lines. The Speed Spitfire's oil cooler appears similar to a Mk V style oil cooler, but longer and deeper, extending from just behind the wheel well to just forward of the flaps. Aeroclub do not supply this item in their pack, so I was left to my own devices. I felt that a Mk Vb oil cooler was too small to use, so I made my own from a piece of sprue, which I carved, filed and sanded to shape. I didn't have a particularly clear picture of the oil cooler to work from, so I followed the general principles of the Mk Vb part, as best as I could according to my interpretation of the photos available. To finish off, I drilled out both ends with a pin vice and bit of suitable diameter. The tail skid was fashioned from the kits tailwheel and a little Milliput. Everything else came from the kit, but the exhaust manifolds were left off until the model had been completed in order to minimise the problems of applying the flash. Aeroclub only supply one vac-formed canopy, so no mistakes are allowed here! I'm never happy working with these kinds of canopies, especially when there's no back-up. Therefore, it was a case of very frequent dry runs, with the minimum of plastic being removed in between each run. I left the transparency off until the model had been given her first coat of Royal Blue, following which it was attached with PVA adhesive. As no colour photos of the Speed Spitfire are known to exist, I had to work from the colour paintings of the aircraft in Alfred Price's ‘The Spitfire Story’. This excellent painting does pose problems for the modeller, due to the artist's use of shade and light to depict the aircraft's curves and lines. In other words, which hue of colour depicts the one which I had to match as closely as possible? A look through my stock of paints didn't yield a suitable match, so I was back where I started. There was nothing for it but to mix my own Royal Blue and I opted to try and match a 'neutral' hue of the colour which would appear on the aircraft on an area somewhere between the shadow and the reflected light. To arrive at this colour was a series of trial and error, but I eventually settled for four parts Blue, Humbrol 25, with one part German Light Blue, again from the Humbrol range. A coat of gloss varnish darkened the colour somewhat, and resulted in a match with which I was pleased. I tend to work by the principle that if it looks right, then it is right, and as a result cannot provide any numbers for prospective modellers to refer to. I painted the model Royal Blue overall, and after giving her a coat of Johnsons Klear, or gloss varnish if you prefer, left her for several days for the paint to dry thoroughly. The lightning flash was masked, trying to get both sides of the fuselage symmetrical, and painted silver. Imagine my relief when I removed the masking tape to find that both flashes were symmetrical! The undersurfaces of the wings and tailplanes were likewise painted silver. The registration number ‘N17’ was painted on a couple of days later. Luckily I was working with straight lines rather than curves here, so I was able to mask the characters, again taking care that they appeared in line with each other when the model was viewed in plan form. Finally, Aeroclub's four-blade white metal propeller and spinner, which I had already primed, was painted matt black and fitted. The model was complete. Phew!

Speed Spitfire Pt.2 Due to her unsuitability as a PR aircraft, K9834 was relegated to the role of a high speed communications hack for the remainder of the war, and survived until June 1946, when she was scrapped. I wanted to model K9834 as she appeared at the time of her demise as part of a 'before and after' theme.

Construction of the fuselage follows the same sequence and modifications as those already outlined, the only addition being the teardrop-shaped fairing on the starboard nose immediately behind the spinner, as per the Mk II series. To absorb the power of the Merlin XII engine, K9834 was fitted with a Rotol propeller and spinner which I took from the Hurricane Mk Ia kit. This time I used the tailwheel from the kit. The wings likewise received the same treatment as already described, apart from retaining the oil cooler, radiator and pitot tube as supplied. At this stage in her career, K9834 was fitted with a PR style windscreen. As I didn't have a vac-formed replacement in my spares box I had to resort to modifying the kit’s transparency. I removed the kit’s bullet proof windscreen with a blade, and finished off with wet'n'dry to achieve the PR windscreen’s distinctive curve. Its clarity was restored by rubbing the treated area with toothpaste, following which I buffed it vigorously with a piece of denim. A coat of varnish restored its clarity, and it was then secured in place with PVA adhesive. Even with a PR windscreen,

K9834 retained the base frame for her original, racing, windscreen. I simulated this by scribing it in place with a blade, taking my measurements from my model of the Speed Spitfire. By June 1946, K9834 was looking somewhat the worse for wear in an overall coat of chipped and faded PRU Blue, with her fuselage flash in RAF Roundel Red. Using photos as references, I attempted to simulate the overall finish along various panel lines, and on the areas most likely to be scuffed, such as the wing roots. I also had a go at reproducing the exhaust stains. The secret is, I think, not to overdo it. By June 1946, there's no doubt that K9834 wore upper wing roundels in the form of Type C, which I interpreted as being 40in in diameter. The fuselage roundel was a Type B, and probably 32in in diameter, while the fin flash was 12in wide with a narrow white centre. I presume that no underwing roundels were carried. Loosely translated, that means that I didn't apply any, but photographic evidence, one way or the other, isn't available at this moment in time. A coat of matt varnish accentuated the scruffy look, which I was after.

Spitfire Mk IIa, P7665 of No 65 (East India) Sqn, January 1941

•3 Spitfire Mk II Series Mk IIa, P7665 of No 65 (East India) Sqn, January 1941

Building a Mk II is quite straightforward, and basically involves building the Airfix kit straight from the box. However, the particular aircraft that I wanted to model, P7665, was fitted with a Rotol propeller and spinner, which I took from an Airfix Hurricane kit. At some date I intended to build a Hurricane with a de Havilland unit, which means that cannibalising an unbuilt kit for a single item is not always as wasteful as it

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sounds. Working from published plans, I then floated a tiny sliver of sprue with liquid poly to where the Coffman starter bulge will be. When this was securely in place, I used it as an anchor for a tiny amount of Milliput. I also filled in the small aperture on the starboard cowling, which was not a feature on Mk IIs. Before I fitted the aerial, I removed the triangular shaped pennant at its apex, and cleaned up with a piece of wet'n'dry. Basically, that's it! The camouflage consisted of, yes, you've guessed it!, Dark Green and Dark Earth uppersurfaces finished according to the A Scheme, with a Sky spinner and undersurfaces. 56in diameter Type B roundels were carried on the upper wing surfaces, with 45in diameter Type A underneath. A 35in diameter Type A1 roundel was carried on the

Spitfire Mk IIb, P8332 of No 222 Squadron

fuselage, flanked by 24in high Sky coloured codes. The serial was black, and 8in high, while the fin flash was 18in wide, the colours being of equal width, and displayed to the full height of the fin. All decals came from the Modeldecal range apart from the squadron name, which appeared on both sides beneath the cockpit. This item came from a rub down decal which I'd had for years in my decal bank.

Spitfire Mk IIa LR Serial unknown, of No. 66 Sqn, late 1941/early 1942

This is another easy conversion to effect with the use of resin accessories from the Airkit Enterprise range. First of all I built a Mk II exactly as previously outlined, again with a Rotol propeller and spinner, and then positioned the one-piece

they were 50in diameter. The code letters were stepped, or staggered in appearance on the fuselage, and were Medium Sea Grey. They were more than likely 30in high. The fin flash was of the equal width variety, and extended to practically the full height of the fin.

Spitfire Mk IIb P8332 of No. 222 Sqn, May to August 1941

For modellers working in 1/72nd scale the external difference between a Spitfire Mk Ib and a Mk IIb appears to be minimal, and confined to the inclusion of the teardrop-shaped blister on the starboard nose immediately behind the spinner. This, of course is the evidence for the fact that Mk IIbs were powered by a more powerful Merlin engine than their predecessors. The conversion involved exactly the same techniques and procedures as for the Mk Ib, with the addition of the teardrop bulge on the starboard nose cowling, as per all Mk II variants, and the bulges on the wing uppersurfaces which I removed by sanding. Photos of P8332 in Ontario show her wheel hub covers in place, but I modelled her without them thinking that an operational Squadron would find maintenance easier that way. The aircraft was finished in the standard camouflage and markings for the period, which all came from the Modeldecal range. The legend 'SOEBANG', which I presume appeared on the right hand side of the nose only, was put together, slowly, with 4in high white letters from the Almark range. Some time after I'd completed this model, whose only main complication involved a lack of photos on this type, along came Murphy's Law to gloat. Both Carpena’s ‘Exotic Spitfires Part 2’ and AeroMaster’s ‘Spitfire Mk V Collection’ give decals, including nose art for a Mk IIb, P8342 of No. 306 (Polish) Sqn as she appeared in Northolt during August 1941, in the then new colours of Dark Green and Ocean Grey uppers, with Medium Sea Grey undersurfaces, and both the spinner and rear fuselage band in Sky. Carpena suggest that the nose art, a native American with a bow and arrow, should be on both sides of the nose, forward of the windscreen, but AeroMaster provide one decal for the port side only. Personally, I tend to feel that AeroMaster are more accurate as regards the location of the native American, and most definitely as regards the colour of the code letters, which are Sky, while Carpena's are of the Light Grey variety. This is a colourful machine by the standards of the time, which also carried the Polish insignia on the fuselage within the letter ‘U’ of the code letters.

Spitfire Mk IIc P8131 of No 276 Sqn, 1943

Spitfire Mk IIc, P8131 of No 276 Squadron

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overload tank under the wing. This fits snugly between the inner and the second spent cartridge ejector chutes, with its nose protruding slightly ahead of the wing’s leading edge. Dark Green and Ocean Grey uppersurfaces are used this time, along with Medium Sea Grey undersurfaces, spinner and rear fuselage band, which conveniently hides the serial. Again I used the decals from the Modeldecal range, consisting of 56in diameter Type B roundels on the upper wings, and 35in diameter Type A1 fuselage roundels. The underwing roundels were Type A, and I would estimate that

Usually a letter following a Spitfire's mark number, refers to the version’s armament. In the case of the Mk IIc, this is not the case, the designation referring to the aircraft's role, namely that of air-sea rescue (later they were designated ASR Mk IIc). To depict the Mk IIc, I decided to model P8131, of No 276 Sqn, coded AQ•C. This is a very easy conversion involving the minimum of work. Simply build a Mk IIa as previously detailed, but remove the small flag on top of the aerial, and the mounting on top of the rudder. Replace the kit’s propeller and spinner with a Rotol unit, and the conversion is basically complete. By the time P8131 was employed in air sea rescue duties, she was camouflaged in Dark Green and Ocean Grey uppersurfaces, with Medium Sea Grey undersurfaces along with a Sky spinner and rear fuselage band.Yellow wing leading edges were in vogue by this time as a means of identification. To identify Spitfires employed in the air-sea rescue role, they carried a 1 foot wide black stripe which ran along the whole

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length of the underside. An additional identification feature were the code letters, which were painted yellow. The Modeldecal range was the source for the decals, once again. They consist of 56in diameter Type B upper wing roundels, 32in diameter Type C on the wing undersurfaces, and 36in diameter Type C1 fuselage roundels flanked by 24in high code letters. I couldn't find any yellow codes, so I simply overpainted a decal of the correct height and style. The serial was black and 8in high, while the fin flash was the style that featured the narrow white centre stripe.

•4 Spitfire Mk III The subject of this conversion was N3297 as she appeared in her original guise in March 1940. I used the fuselage along with the propeller and spinner from the Airfix Mk Vb kit, although you may now wish to substitute the new Italeri Mk Vb kit instead. The exhausts were deposited in the spares box, and the stub aerial located on the upper part of the rudder removed. While all the parts in the fuselage were getting to know each other, I turned to the wings. This time I raided the Mk Ia kit. Prior to cementing the upper and lower halves together, I cemented a piece of scrap plastic card inside the lower wing surface, above the oil cooler’s position, and then removed the moulded oil cooler intake by carefully and repeatedly scoring along the line where it meets the wing, until I cut through the plastic, having done as little damage to the oil cooler itself as possible, which was consigned to the spares box. Next I filled in the hole left by the oil cooler and sanded it smooth. While I had the filler out, I filled in the machine gun ports in the wing leading edge, as well as the spent cartridge ejector ports. All the same I left the machine gun access panels on the upper surfaces alone. A new circular oil intake was taken from a Spitfire Mk Vb kit, while a new radiator which originally came from a Frog Spitfire Mk XIV kit was substituted for the kit’s item. To represent the clipped wings, I had the choice of using either a knife or a razor saw, while I finished off with wet'n'dry to arrive at the desired shape. Please note that the shape of the Mk III's clipped wing tips were not like the ones of the Speed Spitfire, but were the same in plan form as those of all the other variants which were fitted with clipped wings. Everything else went according to the kit’s plans, but I substituted the Mk Ia's exhausts for those in the Mk Vb kit. The Mk III was to have a completely enclosed undercarriage, which meant I had to fashion new outer main undercarriage doors, and tailwheel doors from thin plastic card. Being a prototype, the Mk III was finished in what would today be called a high visibility scheme of yellow over all her uppersurfaces. In some photos, this appears as a dark colour, but this is because of the type of film which was used. The undersurfaces were black and white, with the division running along the length of the fuselage's centre line. I presume that I'm correct in saying that the upper wing roundels were 40in diameter, with the fuselage roundels being 32in diameter. They were however, definitely Types B and A respectively, and came from the Modeldecal range. The serial was used as it was from the Mk Ia's decal sheet, and had its penultimate digit, 7, overpainted when it had settled in place. Then it was an easy matter to place the correct number, 9, where the 7 had been. As previously mentioned, the Mk III never made it into production, being superseded as it was by the Mk V. Nevertheless, the yellow Mk III certainly does make a colourful addition to a collection of camouflaged early Spitfires.

•5 Supermarine Spitfire Mk V Producing the Spitfire Mk V series in 1/72nd scale is a relatively simple task by cross-kitting manufacturers’ current offerings and/or by purchasing various conversion parts which are provided by the cottage industry suppliers. In order to produce various Spitfire in the Mk V series, I decided to cross kit, and use cottage industry offerings in order to comment on the qualities and pitfalls of each process. For the project, the basic kits used were the Airfix Mk Ia and Vb, along with the Fujimi Mk XIV. When I embarked upon the Mk V project, neither the Hasegawa Mk IX nor Italeri Mk Vb had been released, otherwise I would have used these. The same could also be applied to the Academy or Hobbycraft Mk XIV. However, cannibalising a kit purely for its wings is not always extravagant, and at times can result in economies.

Spitfire Mk Va RAF, 1941 As only 94 Va’s were produced, it's not so easy to find photographic references of this type, as can be imagined. Fortunately, Douglas Bader flew a Mk Va, W3185 in July 1941 when he was leading the Tangmere Wing, so this aircraft is well documented. Bader is reputed to have disliked the cannon armament of the Mk Vc, and to have insisted that he be allowed to retain the Mk Va variant. It was this aircraft that he flew on 9th August 1941, when he was forced to bale out after an encounter with Bf 109s and made a POW. Even to this

day, the debate continues as to whether Wing Commander Bader was shot down, or whether he collided with an adversary. Likewise, the remains of W3185 continue to remain hidden beneath the surface of a French field, despite strenuous efforts to locate and recover them. For this conversion, I used the Airfix Mk Ia kit, as both the Ia and Va were virtually identical externally, apart from the deeper, rounder style oil cooler intake fitted to the Mk Va, to cope with this type’s more powerful engine, as per the Vb kit. Conversion follows the steps suggested in the kit’s instructions. Again, before the upper and lower wing surface were joined together, the semi-circular oil cooler intake, located underneath the port wing, was removed, and a thin strip of plastic card cemented inside the wing over the hole left by the intake. The hole on the undersurface was filled in and a rounded style oil cooler cemented in place. Spitfire Va W3185 was finished in the standard fighter scheme of Dark Green and Dark Earth upper surfaces, along with Sky undersurfaces. Propeller blades were black, with 4in yellow tips. Once again the decals came from the Modeldecal range, and consisted of the following: • Upper wing roundels, 56in Type B • Lower wing roundels, 45in Type A • Fuselage roundels, 45in Type A1

Spitfire Mk Va W3185, 1941

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The codes, which in this instance are also the pilot's initials, were 24in high, and Grey, a privilege granted to Wing Commanders and senior officers. The serial was 8in high, and black, while a 21in high, or full fin height, of equal width flashes was also carried. The Wing Leader's pennant, located below the windscreen on the port side, came from the decal bank.

Spitfire Mk Vb • Conversion 1 ZE-K, S/No 81 of the Portuguese Air Force, 1948 when based at Aerial Base No 2, Ota

For this conversion, I used the Airfix Vb kit, which is a neat little kit, its only fault being the aileron hinge line on the wing upper surfaces which has been wrongly positioned (the newer Italeri kit can therefore be used in its

Spitfire Mk Vb, ZE-K, S/No 81 of the Portuguese Air Force

Spitfire Vc, JK 195, 'C' of the Royal Egyptian Air Force

place). This means that the standard diameter upper wing roundel will not sit in its correct position until this fault has been rectified. Fortunately, this is not a difficult task, but it must be applied to all projects which use the Airfix Spitfire Vb wing. Taking your measurements from the accompanying drawing, simply rescribe a new aileron hinge line using a steel rule as a straight edge, and a suitably pointed item or the tip of a new modelling blade to scribe the line itself. Take care though, as finger tips and sharp blades have a tendency to come into frequent contact despite efforts to the contrary! Then, fill in the old line, and sand smooth. The aircraft I wanted to model was fitted with the propeller and spinner as included in the kit. However, some Mk Vs were fitted with other de

Havilland units so check your references. The decals for this aircraft came from Carpena decal sheet No. 72-17, and make for an attractive and unusual finish. Another standard Mk Vb which I plan to build in the near future is Wing Commander Bob Stanford Tuck's aircraft, decals for whose aircraft, coded RS•T, can be found on the Third Group Decal sheet 72-011.

Spitfire Mk Vb • Conversion 2 AB502 of No 224 Wing, Desert Air Force, Tunisia, 1943

The second Vb which I built was Wing Commander Ian R Gleed's Vb (Trop.) AB502, which he flew while he was leader of

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No 224 Wing in Tunisia in 1943. Wing Commander Gleed was killed in action while flying this aircraft on April 16, 1943. I built this model exactly as per the first Mk Vb, the only difference being that AB502 had clipped wings. To simulate this, I used a razor saw to remove the Airfix wing tips, and finished off by sanding to arrive at the correct shape in plan form. Constant reference to plans is advised during this process. The second noticeable feature on this machine was the Aboukir filter fitted to the carburettor air intake (Part No 25). Airkit Enterprise provide a beautiful resin one-piece item which simply replaces the kit item. Minor modifications involved the removal of the triangular trim to the upper part of the aerial, and the removal of the aerial post to the rudder. Finally, main wheel hub covers were simulated with good quality tracing paper, or you could simply fill in the hubs with Milliput or your favourite brand of filler. This aircraft was painted in the desert scheme of Dark Earth and Middle Stone upper surfaces with Azure Blue undersurfaces. As seems to have been a common feature on fighters in North Africa, the spinner was painted red. The decals came from a Superscale, (formerly Microscale) sheet, and the roundels and fin flash are all standard for this stage of the war, comprising a Type C on the wing undersurfaces, with Type C1 on the fuselage. The fin flash has a narrow white centre. The decal sheet provides a Wing Commander's pennant which was carried below the port windscreen, and a 'Figaro' emblem on the starboard side, which was Gleed's personal marking. The codes, IR•G, are Gleed's initials, and this is where I came across some problems. The decals provide red codes outlined in yellow, while photos of AB502 show the inside colour codes to be dark, the same hue as the blue of the fuselage roundel, and darker than the centre spot. Another photo shows the codes to be much lighter than the blue in hue, and similar (perhaps even lighter) to the centre red spot. However, no serial is visible in this particular photo. 'Spitfire, the History' includes a colour profile painting of AB502 with dark blue codes, yellow outlines, and a sand coloured spinner! All in all, quite a complex state of affairs, but part of the fun of modelling. During my research, I came across a reference which stated that Gleed flew two Spitfire Vbs, both of which carried his initials as codes. Is it possible that AB502 had dark coloured codes, while the second machine had lighter, red codes? This would explain why no serial is visible on the Spitfire with the lighter codes, while the dark coded Spitfire's serial AB502 is clearly visible. If this is true, then the only bone of contention is the colour of the spinner. Was it red, or was it sand? The tonal difference between both colours is so slight when working from black and white reference photos as to make it impossible to make a definite decision as regards its actual colour. If my model's spinner should be sand rather than red, then this little fault is easily cured with a lick of paint. The codes would be slightly more troublesome to rectify. Having once overpainted them with Roundel Blue, I don't relish having to repeat that little exercise! Perhaps this point can be resolved by examining conclusive evidence one way or the other at some time in the near future. Since this model was built, Italeri have released their Mk Vb depicting Gleed’s AB502! Murphy strikes again.

Spitfire Vc • Conversion 1 JK 195, 'C' of the Royal Egyptian Air Force at 107 MU, Kasfareet, in May 1947

At the time of writing, the Mk Vc is not kitted in 1/72 scale, but new Spitfire types are always being produced by the manufacturers, so we might see one some day. In the meantime, Airkit Enterprise are always happy to come to our assistance, which means that several methods are possible. As

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always, cost will have to be taken into account by the individual. For my first Mk Vc conversion, I grafted a Fujimi Mk XIV wing onto the Airfix Mk Vb fuselage. No doubt, it would be possible to use the Academy Minicraft kit in much the same way. First of all, the Airfix fuselage was assembled in the usual manner omitting, however, the prop and spinner assembly for the time being as they would be in my way later on. Turning to the Fujimi kit, the wings were assembled after opening up the apertures for the cannon and cannon stubs, along with the locating hole which accepts the separately moulded narrow cannon blister in the inboard position. Please note that for the armament, the cannon is fitted in the inboard position. An outboard cannon with an inboard stub signifies an E wing, which was not a feature of the Mk V series. As they are so fragile, the cannon and stubs were not positioned until after the main work had been completed. The radiator wells on the wing undersurfaces were filled in and sanded smooth. Unfortunately for us, the Mk XIV type radiators cannot be used on a Mk V conversion as they are deeper. However, they do make valuable additions to the spares box. The Airfix radiator and oil cooler can be used though, and the Airfix wing and undercarriage consigned to the spares box for use in another project at a later date. I then offered the Fujimi wings to the Airfix fuselage, and was pleasantly surprised to discover that they were such a satisfactory fit considering that both components come from different toolings separated by many years, and the advent of technological advances in the industry. The trailing edge of the Fujimi kit’s centre section proved to be longer than its Airfix counterpart, which meant that surgery was required for it to fit into its new home. To achieve this, I made a cut with a razor saw immediately behind the rearmost camera port location in the Fujimi wing centre section. Having ensured a satisfactory fit, the wing was glued in place and set aside to dry, following which filler was used to blend both components together. Don’t worry about the front centre section to nose cowling joint as this will be hidden later on. Airkit Enterprise provide a two-part resin Vokes carburettor intake which I glued together and prepared. This item was then offered to the lower nose to check for fit. In this conversion some plastic had to be removed from the lower nose area before a satisfactory fit was arrived at. I then positioned the resin part with superglue, and attended to the remaining joint lines. Two particularly neat features about the Fujimi kit are the ‘boxed in’ wheel wells, and the separate wing tips. In this instance, the standard tips are fitted. I fitted the undercarriage next; a rather hybrid assembly, comprising Airfix tailwheel, Fujimi main undercarriage legs with Airfix wheels to depict the correct five-spoke hub pattern for this aircraft. Suitable white metal items are available in the Aeroclub range, and could be substituted for those supplied in the kit. Final items to be positioned were the aerial and canopy transparency. The exhaust manifolds and prop/spinner assembly were all fitted after the model had been painted and the decals applied. Careful study of reference photos is always advised as variations existed from one aircraft to another, and between batches which originated from different sources. Some Vcs were fitted with a de Havilland propeller and spinner, which completely changed the nose profile when compared to a Rotol equipped machine. If you model an aircraft with the de Havilland assembly, then the Airfix Mk Ia kit will provide you with the relevant parts. The subject of this conversion, JK195, was finished in Dark Earth and Middle Stone uppers, with Azure Blue undersurfaces. A Sky rear fuselage band and spinner complemented the scheme. The RAF roundels were carried in six positions with the equal width green, white, green flash on

the fin. The aircraft's individual letter 'C' was in white. All decals came from Carpena decal sheet No 72-10. The decal sheet states that the rear fuselage band and spinner should be white, but as JK195 was an ex-RAF aircraft, both band and spinner were presumably Sky. Another one to ponder over!

Spitfire Mk Vc, LZ•P, serial unknown, of No.66 Sqn RAF

Spitfire Mk Vc • Conversion 2 LZ•P, serial unknown, of No.66 Sqn RAF, late spring 1943 when based at Sumbugh in the Shetland Islands

If you consider the use of two kits in a conversion to be too extravagant, then this next one might be the one for you. Airkit Enterprise supply a resin Mk Vc wing with a choice of separate narrow or broad-chord cannon blister for use with the Airfix Mk Vb kit. Assemble the fuselage as usual, and cement the lower wing in position. When dry, remove the outer wing panels by making progressively deeper cuts with a sharp knife from above the wing, using the upper wing’s root fillets, which are moulded onto the fuselage, as a guide. Then simply attach the one piece resin wings with superglue, making sure that you have secured the correct dihedral for the wing. If you have worked accurately, then very little filler will be

needed to fill any gaps along the wing to fuselage joint, apart that is, from what would be needed in any case to blend both components together. The model can now be completed in the usual manner. The only difficulty I had with this conversion was in drilling out the wing leading edges to accept the cannon and their stubs. The cannon themselves came from the Airfix kit, while the stubs were fashioned from stretched sprue. LZ•P was fitted with the broadchord cannon breech-block blisters, so I superglued the relevant items in place, securely depositing the remaining narrow-chord blisters in the spares box. The triangular tab on the upper part of the aerial, and the aerial post on top of the

Spitfire Mk Vc, JK544, 'M', of the Yugoslavian Partisan Air Force

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rudder must be removed. The kit’s radiator, oil cooler intake, carburettor air intake and complete undercarriage are used. Again, the wheel wells are nicely boxed in. The overall colour scheme applied was Dark Green and Ocean Grey upper surfaces, with Medium Sea Grey undersurfaces. The spinner is Sky, as is the fuselage band, which has obliterated the serial, thus making

Spitfire Mk VI, BR579, ON•H of No 124 Sqn

this machine a rather mysterious lady. All markings are standard for this period in the war, and came from the Modeldecal range. The fuselage codes are 24in high, and finished in Sky.

Spitfire Mk Vc • Conversion 3 JK544, 'M', of the Yugoslavian Partisan Air Force, April 1945

A long term project of mine is to build a Spitfire in the colour and markings of every foreign air force who operated the type. Some are easier to depict than others, depending on the availability of decals. I'd carefully hoarded a sheet by Ventura (V702) for some time, as this sheet carried markings for a Yugoslav operated machine, and would result in an attractive and unusual finish. Consequently, JK544 started life in model form on the same production line as LZ•P of No.66 Sqn. Construction techniques and items used were identical for both models, apart from the fact that JK544 carries a Vokes carburettor air intake filter as fitted to JK195. The only other difference is that JK544 retains the aerial post on her rudder. I found the Ventura decals to be very thin

Spitfire HF Mk VIII, JF404, M of No.32 Sqn

and in need of special care while being applied so as not to damage them. However, I was very pleased with the end result. Markings for a Yugoslav Partisan Air Force Mk Vc are now available from Blue Rider Models (#BR249).

Spitfire Mk Vc • Conversion 4 A58-104 as flown by Sqn Ldr W J Storey, Commanding Officer of the Central Gunnery School, Royal Australian Air Force, 1945

Another one which I couldn't resist! A former No.79 Sqn aircraft, A58-104 had her paint stripped, and was flown in bare metal whilst retaining the white markings. A black anti-glare

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panel was painted on the cowling forward of the windscreen. This conversion follows the same lines as the process for JK544 for the main part. Minor differences include the use of the narrow-chord cannon bulge, and the use of the Heller Spitfire Mk V prop and spinner assembly. As this kit is not currently available, the use of the Airfix Spitfire Mk Ia prop along with the Mk Vb spinner and backplate should produce the desired effect. I used the aerial as supplied, but removed the aerial post. This aircraft was unarmed, so I cut the cannon barrels length to simulate the elongated fairings carried on the actual machine. The cannon stubs were again manufactured from sprue. The colour scheme couldn't be simpler, and further enhances the type’s flowing lines. Stripped to bare metal, I simulated A58-104's scheme with Humbrol Silver, to capture the polished finish of the original. The white identity feature along both wing leading edges was retained, and the whole empennage was also in white. The black anti-glare panel on the upper cowling was extended to include the windscreen framing. The aerial was also black. The serial came from the Modeldecal range, and comprises black 8in high characters. The ‘A58’ prefix was applied to designate the Spitfire as a type, while the number ‘104’ is the aircraft's individual serial number. The white centre roundels came from the spares box, and are 32in diameter for both wing upper and under surfaces, while the fuselage roundel is 36in diameter. If you do not have any RAF roundels to hand, then you might be able to adapt a suitable RAF Type B roundel. This process was certainly applied to several full size machines. And there you have it. A selection of Mk V airframes for your collection. Please note that I said 'selection', for the story is far from over, and fact is often stranger than fiction.

•6 Spitfire Mk VI BR579, ON•H of No 124 Sqn, 1943

I based my conversion on the Airfix Spitfire Mk Vb kit, incorporating Airkit Enterprise’s resin high altitude wings, which are intended to be used with the Airfix lower wing. Construction began by assembling the fuselage halves, minus the propeller and spinner, which were replaced by a four-blade propeller and spinner as supplied in either the Matchbox (Mk IX/XVI) or Hasegawa Spitfire (Mk VIII/IX) kits. A replacement could also be obtained from the Aeroclub range. While the fuselage halves were bonding, I attached the lower wing to the resin upper wing surfaces using superglue. The fit between both plastic and resin was so good that no filler was needed along any join line. The wing was then offered to the fuselage to check for fit with minor adjustments being made with a blade until a neat, positive fit was arrived at. When I was satisfied with the wing to fuselage fit, I glued both components together, again using superglue. A little filler was needed to blend in the upper wing to fuselage joint line, but nothing major. At this stage, the runner lines for the sliding cockpit hood were filled in and sanded smooth, as were the engraved lines depicting the cockpit door. Returning to the wings, I then drilled out apertures in the leading edge using a pin vice and bit of suitable diameter in order to accept the Airfix cannon. At the same time, I also prepared a small slot to accept the pitot tube, which was fitted at a later stage. Next, I fitted the smaller details comprising oil cooler, radiator housing, carburettor air intake followed by the tailplanes and tailwheel. The main undercarriage legs were simply popped into place and the main wheels added after I'd filed flats on them to simulate the weight of the aircraft. Before cementing the exhaust shrouds in place, I fashioned the cockpit’s air intake from a strip of

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stretched sprue, using a photograph as my main reference source in order to gauge size, shape and position, which is basically underneath the exhaust shrouds on the starboard side of the nose. I used PVA to position the transparency, and left it as it was, opting to take the easy way out, and saying that any differences between the Mk VI’s and a standard canopy would hardly be noticeable in this scale. Before the aerial was cemented in place, I removed the triangular pennant near its apex. The aerial stub on the fin was also removed at this stage. Finally, the new propeller and spinner were cemented in place.

•7 Spitfire Mk VIII MD280, DG•R of No 155 Sqn, 1945

It used to be a case of converting a Mk IX in order to produce a Mk VIII, but Hasegawa have produced a neat little kit which makes this conversion a thing of the past. The kit correctly depicts a Mk VIII with the latter-style broad-chord rudder, the larger Vokes Aero Vee Carburettor air intake, retractable tailwheel along with tailwheel doors, and the shortened-span ailerons. However, in order to gain the maximum mileage from their moulds, Hasegawa have also engraved the standard-span ailerons, which are not applicable to the Mk VIII, but it's a simple matter of filling them in and sanding smooth. Hasegawa provide plans and decals for MD280, DG•R belonging to No 155 Sqn RAF in 1945 wearing SEAC camouflage and markings, including the white identification bands. The white bands are provided in decal form, as is a red wolf 's head badge on a yellow background which adorns both sides of the cowling. This machine is a colourful example as it also has a yellow band on the camouflaged upper surfaces immediately behind the white spinner. Unless you have a specific machine which you intend to build, this is as good choice as any, and Hasegawa are to be congratulated on having chosen such an attractive finish for this kit.

Spitfire Mk VIII, ZP•W, A58-606 of No.457 Sqn, RAAF

•8 Spitfire Mk IX This kit appears to use the same moulds as the Mk VIII, but with one or two additional parts applicable to the Mk IX. In this case, we have to fill the engravings which depict the shorter-span ailerons with which the Mk VIII was fitted. The wingtips, as per the Mk VIII kit, are separate items, and now we have a choice of fitting the clipped- or standard-span tips, according to the model built. Two styles of Carburettor air intake are provided, the very early style which was fitted to the Mk IX, and the later, Mk VIII style. A standard-chord, and broad-chord rudder are provided, again depending on whether Johnny Johnson's personal Mk IX, or No 421 Sqn's aircraft is to be built straight from the box. The instruction sheet shows the model needing a retractable tailwheel, but a fixed unit is provided, and is applicable to every Mk IX. This, and the Mk VIII, which is basically identical, is a beautiful little kit which assembles quickly and with no fuss. A plethora of decals are available on the market to provide different finishes to those depicted by the kit’s manufacturer, so it's basically a case of you pays your money and makes your choice. Sleepless nights lie ahead for the undecided. There you have it, a brief overview of some Spitfire variants in 1/72nd scale. For those of you wanting to create other variants, I would point your attention to Chapter 10, which lists all the modifications and accessories you will need to build any of the Merlin-powered Spitfire variants.

Spitfire Mk IXc MH434, ZD•B of No.222 Sqn

Spitfire Mk IXc A•32, Italian Air Force

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Building the Spitfire • Photo-Reconnaissance Spitfires

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PR Type B, P9331, Jan 1940

PR Type C, P9426, Heston Nov 1940

PR Type D

PR Type E, N3117, July 1940

PR Type F X4498 LY•E of No.3 PRU, 14 March 1941

PR Mk IX N4119

PR Mk XI 42-453, Royal Danish Air Force

FR Mk IX MK915, V of No.16 Sqn, Sept 1944

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Camouflage and Markings

Modelling the Spitfire

13

Chapter

• Royal Air Force Fighters When No 19 Sqn displayed its aircraft to the press on 31st October 1938, they were finished in one of two disruptive upper surface camouflage schemes of Dark Green and Dark Earth, with aluminium undersurfaces. The upper wing and fuselage roundels were Type A1, of 56in and 34in diameter respectively. On the wing undersurfaces, 50in Type A roundels were applied along with the serials in 12in high digits which appeared upright on the starboard wing when viewed from head on, while that on the port wing appeared to be upside down. The serial was also displayed on the rear fuselage in 8in high black digits. At this stage a fin flash was not applied, but No 19 Sqn did display the squadron number on the fin of its aircraft in their flight colours for a short while (A Flight - Red, B Flight - Blue, C Flight - Yellow, D Flight - Green). The spinner was also black. As mentioned above, the early Spitfires were finished in one of two disruptive camouflage schemes on their upper surfaces. These schemes were known as the ‘A’ and ‘B’ schemes, the latter being a mirror image of the former. As a general rule, aircraft whose serial numbers ended in an even number were finished in the ‘A’ Scheme, while those allocated an odd number were adorned with the ‘B’ Scheme. However, exceptions to this rule have been documented. The ‘A’ and ‘B’ upper surface schemes were used up to December 1940, after which the ‘A’ Scheme was standardised upon. Late in 1938 the under surfaces were painted in a 50/50 split of black and white. The ailerons on each wing were finished in the opposing colour e.g. white wing, black aileron. The dividing line was along the fuselage centreline. In March 1939 an order was issued instructing that the wing and fuselage roundels be replaced with the blue and red Type B roundels. At the same time squadron code letters appeared for the first time. This system meant that a squadron could be identified by a two-letter designate, while an individual aircraft could be identified by its own letter. At the time a change was also effected to the Spitfire's undersurfaces. The previous scheme was revised, so that although the port undersurfaces remained in night (black), and the starboard in white, the ailerons were no longer finished in the ‘opposed’ colour. The lower rear fuselage and forward chin cowling were to be aluminium once again. When serials were carried, they appeared as black on white and white on black. Aircraft with the earlier silver undersurfaces were repainted at squadron level. When this occurred, it was the usual practice to paint the port side first, thus achieving the same appearance as the black and white scheme. The starboard undersurfaces were repainted, the ailerons were initially left in their original scheme for fears that the weight of the additional paint might lead to overbalancing. It was permitted to remove the original finish before applying the new scheme on the ailerons. However, it was later discovered that the fear of overbalancing the ailerons had been overestimated. Generally speaking, no

serials or markings were carried. However, some publications have made reference to evidence of the previous Type A roundels being retained in the form of overpainted discs, but photographic evidence is extremely hard to come by. Aircraft which came off the production lines at this time had black port and white starboard wing undersurfaces, including ailerons, with the division along the centre-line. The remainder of the undersurfaces i.e. cowling, fuselage and elevators was aluminium. Again, no markings or serials were carried. In December 1939, the fuselage roundel was changed to a Type A. This variant was retained until May 1940, when it was changed into a Type A1. Operational aircraft had a yellow surround added to their fuselage roundels. May 1940 also saw the introduction of fin flashes for Spitfires. Yet another scheme came into effect on the undersurfaces in June 1940, comprising Sky overall. At the time, this colour posed great problems when repainting was undertaken at squadron level, as the painters were unsure of its shade. Often referred to as ‘Duck Egg Green’ and ‘Duck Egg Blue’, this change resulted in several different shades appearing on Spitfires'

Presentation Spitfire Mk Vb R7339 ‘Mah-Tal’ pictured on the ground and before delivery to a frontline unit (© RAF Museum P002139)

Flying Officer G.F. Beuring painting kill markings on his Spitfire in October 1943 (© RAF Museum P009455)

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a Type C roundel. However, Type C1 roundels were also worn by several aircraft. Post-war the RAF reverted to using aluminium overall with the combination of roundels as previously mentioned. Note that the Mk IIcs operated in the ASR role (designated as ASR IIc after 1942) were in the standard scheme of the period, but had a 12in wide black band on the centreline of the under surface.

Photo-Reconnaissance

Presentation Spitfire, W3506 ‘Hendon Lamb’ (© RAF Museum P009838)

Close up of ‘Hendon Lamb’ logo on W3506 (© RAF Museum P009839)

undersurfaces, and much confusion for modellers in years to come. In August 1940, 50in Type A roundels were re-introduced on the undersurfaces, although there were several variations as far as the location and size of these roundels were concerned. In November 1940, further changes came into effect. Black re-appeared on the port wing up to the centre-line. The roundel was retained, but had a yellow outline added to it. The spinners were now to be painted Sky as a recognition feature when the aircraft was viewed from head on. A further feature was the addition of an 18in wide Sky band around the rear fuselage. At the end of April 1941, the undersurfaces reverted to Sky overall. In August 1941 the undersurface colour changed to Medium Sea Grey, and was retained on camouflaged aircraft for the duration of hostilities. After September 1941, aircraft coming off the production lines were finished in Dark Green and Ocean Grey on their upper surfaces. Spitfires operating overseas were to have a different scheme, although the ‘A’ style of upper surface camouflage was retained. The first machines on Malta in March 1942 were finished in Dark Earth and Mid Stone over Azure Blue, without any Sky fuselage band. The Type A roundels were initially retained, but these were replaced in May 1942 by 32in Type C roundels. For D-Day the Spitfire, along with all other types, had invasion stripes applied, These were applied around the wings and fuselage and consisted of 18in bands of white and black (five in total). Many machines retained these on the lower fuselage and wings well after D-Day. The Sky rear fuselage bands were to remain until their removal was ordered on 3 January 1945. At the same time, the spinners were to be painted black, while the long standing Type B roundels on the upper wing surfaces were replaced by

Initial PR operations were undertaken with converted fighters, but these machines were finished in a special colour known as 'Camotint'. Fighter Command instructed that the aircraft of the PRU were to be ‘coloured in accordance with operational requirements’; although Sydney Cotton wanted the machines of the PRU to be ‘Duck Egg Blue’ and photos of N3071 would seem to support this. Further colour development work undertaken by PRU and RAE later resulted in the creation of PR Blue, as colour specifically designed for PR work. Many of the earlier PR marks were painted in a combination of colours. The Mk VIIs seemed to be either Medium Sea Grey over PR Blue, or Deep Sky. During the Allied invasion in 1944 the low-altitude PR operations were undertaken by Spitfires that were painted light pink. Later Photo-Reconnaissance aircraft were painted in PR Blue overall, with 30in Type B roundels on the fuselage and 40in versions on the upper wings only. Code letters were applied in Light Grey, 24in high, and the fin flash was just 12in square with equal segments of red, white and blue (4in). Serial numbers were carried in 4in high characters aft of the fuselage codes in either white or Light Grey. This scheme was to remain with the Spitfire throughout its career in the PR role, and was even applied to the later, Griffon-powered versions.

Seafire The Seafire Mk Ib was supplied in a Dark Slate Grey and Extra Dark Sea Grey over Sky scheme. The squadron codes were in yellow and the spinners were Sky. The serial number and ‘Royal Navy’ legend were applied in black characters on the rear fuselage. Upper and lower colour demarcation was different from RAF machines in so far as the lower colour followed a line running up to the leading edge of the tailplanes and passing across the rudder in line with the trailing edge. The Mk IIc was seen in the same scheme, although a standard RAF serial in 8in black characters was carried on the aft fuselage. Squadron codes were applied in a number of colours, including yellow and red with a white outline.

Floatplane As a prototype the Mk V floatplane (W3760) was probably Extra Dark Sea Grey and Dark Slate Grey over Trainer Yellow. A prototype ‘P’ was applied on the fuselage, but an 8in black serial was in the usual location. The later Mk Vs were also in the standard temperate sea scheme, although their lower surfaces were Sky. These machines did carry the yellow prototype ‘P’ either side of the fuselage, aft of the roundels, and the standard serial in black was also applied.

• Foreign Most of the machines operated by foreign squadrons were attached to the RAF during World War II, so their machines were painted in the standard RAF scheme of the period.

Royal Australian Air Force (RAAF) The RAAF initially operated the Mk Vc, and these machines were supplied in the RAF desert scheme of Dark Earth and Mid

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The ‘A’ and ‘B’ Camouflage Patterns The three views of a Spitfire in Dark Earth and Dark Green show the ‘B’ scheme pattern, usually applied to aircraft with odd serial numbers. Even-serialled numbers used a mirror image of the same pattern known as ‘A’ scheme, although exceptions to this rule are known to exist

Markings shown on this Dark Earth/Dark Green example are typical of the period up to midMay 1942. The original 56” diameter A1 upper wing roundels were changed to the ‘B’ type roundels of same dimensions in May 1939. ‘A1’ fuselage roundels were 35” diameter, underwing roundels were 50” diameter ‘A’ type while fin flashes were 8”x8”x8”x27”, red leading both sides of fin. For other details and evolution of underside patterns see page 138

Scale – 1:72

The plan view on the left and profiles underneath show the standard day fighter scheme introduced in mid-May 1942. Colours were Ocean Grey and Dark Green with Medium Sea Grey undersides. The alternating ‘A’ and ‘B’ schemes were eliminated, thus all Spitfires from then on carried the ‘A’ scheme. Spinners were Sky while markings consisted of 56” diameter upper wing ‘B’ type roundels, 36” diameter ‘C1’ type fuselage roundels, 32” diameter ‘C’ type roundels under the wings, 18” Sky rear fuselage band, 11”x2”x11”x24” fin flash and a yellow band along wing leading edges. Gun ports were sometimes sealed off with red-doped canvas

Colour Art © Richard J. Caruana

Scale 1:72

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Standard Identification Characters

Presentation Spitfire, W3332 ‘Hendon Griffin’ (© RAF Museum P009840)

Close up of ‘Hendon Griffin’ logo on W3332 (© RAF Museum P009841)

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Stone over Azure Blue.As a rule the RAAF repainted the Mid Stone elements of the camouflage with RAAF Foliage Green. Codes may well have still been in the RAF colour, but it is possible that they were actually painted in grey. Mk Vcs in the temperate scheme of Dark Green and Dark Earth over Sky were also supplied in the initial batch, and the upper colours were overpainted with Light Green and Light Earth, with the spinner and serial numbers in black and the wing leading edges in white. By late 1943 the squadron codes were to be Sky Blue, but some squadrons (No. 54) chose to apply these in white. In 1944 the climate had taken its toll on the paint applied to these Mk Vcs, so most underwent a respray. The upper scheme was replaced with Foliage Green and Earth Brown, while the lower surface was now Sky Blue. These surfaces were often waxed and polished. The squadron codes were Medium Sea Grey and the entire vertical fin, rudder and tailplanes were white, as were the

wing leading edges. The Mk VIII was initially supplied in the RAF scheme of the time, Dark Green and Ocean Grey. This was not liked by the RAAF, so a number of colour combinations were tried. There are rumours that No. 79 Squadron machines had the Ocean Grey areas overpainted with a green made by mixing white with Interior Green, although there is little real evidence of this. Later these machines were painted in the original Dark Green with RAAF Light Green over the original Medium Sea Grey. Codes were white, as were the entire tail and wing leading edges. Other schemes applied to the type included overall RAAF Dark Green, which is not to be confused with RAF Dark Green, and Foliage Green over Sky Blue. Both of these options would have the squadron codes in Medium Sea Grey and the serial numbers in black. In May 1944 there were a number of changes in RAAF camouflage and markings, this resulting in the application of a bare metal scheme on most machines.All of

these aircraft featured black anti-dazzle panels on the upper nose and black serial numbers and squadron codes.

Belgium Most of the machines operated in Belgium initially retained their RAF camouflage. The first types in service were the Mk IXs and these machines retained their RAF serial in black on the rear fuselage as well as under each wing, and some even retained Sky fuselage bands and spinners. The roundels were simply overpainted with the appropriate Belgian national

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Evolution of Underside Colour Schemes

1

3

1938 – Initial production Spitfires had Aluminium undersides, 50” diameter ‘A’ roundels and 12” high serials in black

Late 1938/Early 1939 – Night and White undersides with reversed colours for the ailerons

2

April 1939 – Standard factory finish as from April 24, with White port, Night starboard and the rest of the undersides in Aluminium

4

June 1940 – Sky introduced for undersides as from June 6 on service aircraft and on June 11 for production aircraft; numerous shades existed at this time under the name of ‘Sky’

6

August 1940 – Underwing 50” ‘A’ roundels introduced as standard on August 11; however there were, for a time, numerous variations, such as can be seen in the scrap view

5

November 1940 – Night port wing reintroduced on November 27; ‘A’ roundels retained, a yellow ring being added to that on the port wing. Again, sizes sometimes had various interpretations

9

August 1941 – Sky replaced by Medium Sea Grey as from August 15 for aircraft which had Dark Green/Ocean Grey upper surfaces. Yellow leading edge markings introduced; Sky spinner and fuselage band retained

7

April 1941 – All Sky undersides as from April 22; 18” Sky rear fuselage band and Sky spinner introduced

8

Scale – 1:144

March 1942 – First Spitfires to operate outside UK were those delivered to Malta; Azure Blue underside in conjunction with Dark Earth/Mid Stone upper surfaces; no Sky rear fuselage band. Spinners generally Black

Colour Art © Richard J. Caruana

Scale 1:144

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Sea Grey. Sky fuselage bands were also retained as was the original RAF serial in black. Squadron codes were applied in white and national insignia was applied to the rudder and wings, with none on the fuselage.

Denmark The Royal Danish Air Force operated the PR Mk IX, and these machines all retained their previous RAF scheme of PRU Blue overall. Danish roundels replaced the RAF ones on the fuselage and wings and the aircraft type number (42) and serial were applied in white aft of the fuselage roundel. Presentation Spitfire, W3505 ‘Hendon Endeavour’ (© RAF Museum P009842)

Serial Numbers

Egypt insignia, with the squadron codes in white and the serial numbers in black. The 87cm diameter roundels on the wings and fuselage were ‘A’ style, with the large outer red section and black centre separated by a thin yellow ring. The 50cm x 50cm fin flash was split 20cm, (Black) 10cm (Yellow), 20cm (Red) and in 1946 the Mk IXs had adopted squadron colours for the spinners (No. 349 Squadron = Blue, No. 350 Squadron = red). Some machines carried a different style of roundel, though, in the form of an equally-proportioned one with 1/3rd diameter rings in the three colours (87cm Red, 58cm Yellow, 29cm Red), as well as a fin flash split into three equal segments. In 1949 the marking directive was changed, and the fuselage roundels got much smaller (50cm) as well as the colours changing (50cm Blue, 40cm Red, 20cm Yellow, 10cm Red). During 1950-51 the official guidelines designated that all machines be painted silver with 18in (45cm) wide bands of Trainer Yellow around the wings and fuselage, as well as the removal of all armament, to be in keeping with the type’s training role. The previous 50cm roundel was retained on the fuselage, but those on the lower wings were changed to a 87cm red, 52.2cm Yellow and 17.4cm Red style while the ones on the upper wings were similar in style to the first versions applied to the type, although now the inner yellow ring was slightly wider. The black anti-dazzle panel applied to the upper nose cowling ran all the way to the spinner, but with those machines supplied from The Netherlands, this panel was much shorter, being less than half the overall length of the cowling (a quick indication of an ex-Dutch machine). Serial numbers were applied in black on the rear fuselage and under the wings. No serials were applied on top of the wings. When the LF Mk XVIe entered service, they were also still in RAF camouflage and underwent the same application of BAF roundels and fin flashes as the Mk IX had. The only difference with this mark was that the lower wing roundels were only 80cm in diameter, and they were positioned much nearer to the wing tips.

The Mk IXs operated by the Royal Egyptian Air Force retained their RAF Dark Earth and Middle Stone upper scheme with Azure Blue underneath. Fuselage Sky bands were replaced with white ones and the Egyptian roundels were applied to the fuselage and wings.

France The Armée de l’Air operated a few Mk IXs in Algeria in 1950 and these machines were stripped to bare metal. A black anti-dazzle panel was applied to the upper engine cowling and French roundels were applied on the fuselage and wings. The French tricolour was applied on the entire rudder.

Greece The Mk IXs operated by Greece after WWII were simply ex-RAF machines that were stationed in the area at the time, that were transferred to their control. These machines retained their RAF temperate scheme of Ocean Grey and Dark Green over Medium Sea Grey. Most of these machines simply had the roundels painted over with similar sized Helenic roundels and serial numbers were applied in white on the rear fuselage. No squadron codes were applied. Later these machines were stripped of all their paint and the national insignia, black (RAF) serial number and fin flashes were re-applied. This stripping of paint was not a universal undertaking and photos from the period show both camouflaged and silver machines side by side.

India The Indian Air Force operated a number of Mk VIIIs and TR Mk 9s and these machines were bare metal overall with Indian roundels and fin flashes applied in place of the previous RAF ones. The serial number and anti-dazzle panel on the upper engine cowling was black.

Ireland First three from top represent some of the different styles of 8in fuselage serials; 4in Royal Navy and serial

Squadron Code Letters Left to right: 27in MSG; 38in MSG; 30in MSG; 24in Sky; 24in Dull Red; 25in Black; note that the design style practically varied from squadron to squadron

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Burma

Czechoslovakia

The denavalised Seafire Mk IIIs and the TR Mk 9s supplied to the Irish Air Corps were finished in an overall Grey-Green colour. The Celtic Boss national insignia was applied to the fuselage only, with orange, white and green bands being applied across the lower wing tips. Large serial numbers in black were applied aft of the fuselage insignia, and under the starboard wing.

Most of the machines operated by the Czech Air Force retained their RAF scheme of Ocean Grey and Dark Green over Medium

Israel

The Mk IXs operated in this country were all ex-Israeli and they were finished in a green and brown, similar in shade to the RAF SEAC colours, with light blue underneath.

Scale 1:48

Most of the machines operated in Israel were ex-Czech, Italian and Dutch, so on the whole these machines were initially in an RAF scheme. A wrecked example (RG•W of No. 208 Squadron) was also rebuilt from the RAF dump at Ein Shemer, and this machine was finished in a curious dark green primer. Later it took on the more appropriate overall silver scheme. The ex-Czech machines purchased by Israel were initially supplied in their ex-RAF scheme of Ocean Grey and Dark Green over Medium Sea Grey, although each machine had had all previous

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Evolution of Underside Colour Schemes

12

SEAC markings; 24” wing bands (upper and lower), 18” on tail surfaces; roundel in Light Blue or White centre and Insigna Blue outer varied in size but usually between 15-18” diameter

10

May 1942 – Type ‘A’ roundels under wings replaced by Type ‘C’ of 32” diameter; existing colours retained

11

June 1944 – ‘Invasion Stripes’ painted around wings and rear fuselage as from June 4. Black/White 18” stripes

13

Underside of Portuguese Air Force Mk Ia, showing the cross markings over a white disc; upper surface markings are identical

15

Underside view of Egyptian Air Force colour scheme and markings; the position and size of markings above the wing were the same as those underneath

14

Underside view of PR Mk VII (see MD139/ ON-W) showing non-standard width ‘Invasion’ stripes; note no underwing roundels

18

Right: Undersides markings of Norwegian Spitfires. Nonstandard position and width of ‘Invasion Stripes’ under wings; Red/white/blue stripes (above and below wings) were 72cm wide

16

Underwing markings for Czech Air Force Spitfires, 1946. Markings above wings similar although they are outlined in white instead of blue

17

Belgian Air Force LF.IX trainer markings; 87cm diameter roundels and yellow stripes under wings repeated also above. Serial in black appears only under the wings

Scale – 1:144 Colour Art © Richard J. Caruana

Scale 1:144

Modelling the Spitfire • Colour and Marking Notes

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Wing Markings 1 56” diameter A1 Type upper wing roundel 2 56” diameter B Type upper wing roundel (standard) 3 40” diameter B Type upper wing roundel (variation) 4 50” diameter A Type under wing roundel (standard) 5 40” diameter A Type under wing roundel (variation) 6 25” diameter A Type under wing roundel (rare variation) 7 32” diameter C Type under wing roundel (post May 1942) 8 56” diameter C Type upper wing roundel (post March 1945) FUSELAGE MARKINGS 9 25” B Type roundel (1938 September 39) 10 35” B Type roundel (variation, 1938 September 39) 11 35” A Type roundel (November 1939 - May 1940) 12 49” A1 Type roundel (modification of 35” with addition of yellow) 13 35” A1 Type roundel (standard) 14 36” C1 Type roundel (standard as from May 1942) 15 Early style fin flash, 7”x7”x7”x34”, as from May 16, 1940 16 Standard fin flash, 8”x8”x8”x27”, as from August 18, 1940 17 Standard fin flash, 11”x2”x11”x24”, as from May 15, 1942 SEAC MARKINGS 18 15” diameter fuselage roundel 19 Fin flash, 8”x8”x16”

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markings overpainted by the Czechs, so they were a little ‘patchy’ to say the least! Once in Israel these machines went into action, so were not repainted, national insignia having been applied over the previous Czech markings on the wings and fuselage. Because of their route to Israel, these machines initially had Yugoslav national insignia applied to them (including the horizontal bands and stars on the tail), but this was all painted out once they arrived in Israel. Later, these machines just had the Ocean Grey elements of the upper camouflage over-sprayed with brown and the entire rudder was painted in diagonal red and white stripes. By 1950, the remaining Spitfires in IAF service had mainly reverted to an overall bare metal scheme, although they did retain the red and white striped rudder.

Italy The Mk IXs supplied to Italy were all ex-RAF machines, and as such were supplied in an Ocean Grey and Dark Green over Medium Sea Grey scheme. Italian roundels were overpainted onto the RAF ones and initially the RAF serials were retained in black. After a while in service with the Italian Air Force many of these machines were stripped of paint and had the roundels reapplied to the fuselage and wings. A black anti-dazzle panel was applied to the upper engine cowling and basic serials (e,g, A-32) were applied in 12in black characters aft of the fuselage roundel.

The Netherlands The Mk IXcs operated by the Royal Netherlands East Indies Air Force were finished in Jungle Green on the upper surfaces with

Light Blue underneath. A black anti-dazzle panel was applied to the upper engine cowling and the spinners were usually orange. Some machines were finished in an overall Light Blue colour, although these also had the anti-dazzle panel, and their spinners were usually white. Those machines (Mk Vbs, Mk IXs and Mk XVIs) operated by the LuchtStrijdKrachten (LSK Dutch Air Force) in The Netherlands all retained their temperate RAF scheme of Ocean Grey and Dark Green over Medium Sea Blue. Some machines retained their RAF Sky fuselage bands and black serial numbers for a while, but eventually these were all removed and a simple three digit (e.g H 13) code was applied either side of the fuselage roundel in white. To identify these machines in relation to their RAF documentation, the RAF serial number was applied in very small numbers under the fin flash in either white or black. Later these machines, including some TR Mk 9s, were painted aluminium overall with a black anti-dazzle panel. The threedigit squadron codes were now in black and once again the RAF serial was re-applied.

Norway The PR Mk XIs operated by the Norwegian Air Force were to retain their RAF overall PRU Blue scheme. Norwegian roundels were applied over the existing RAF ones and a three-digit code in white was applied either side of the fuselage roundels (e.g. A•ZB). The original RAF serial was removed from the rear fuselage and re-applied in 4in black letters on the vertical fin. The individual aircraft number (e.g A for A•ZB) was applied in 8in white characters on the chin cowling. The Mk IXs tranferred to Norwegian control from the RAF after the war also retained their RAF camouflage of Ocean Grey and Dark Green and Medium Sea Grey. The roundels and national insignia noted for the PR versions were also applied in the same manner to these machines, but the serial number was applied on the vertical fin in black.

Portugal Colour Art © Richard J. Caruana

Close up of ‘Hendon Endeavour’ logo on W3505 (© RAF Museum P009843)

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The Portuguese Air Force operated the Mk Ia and Mk Vb. Each type was delivered in RAF style camouflage of Ocean Grey and Dark Green over Medium Sea Grey. The Mk Ia carried the Portuguese cross on a white disc on the upper and lower wing surface, while the one on the fuselage was without the background. A three-digit code in white (e.g. XZ•A) was carried around the fuselage insignia and the simplified style of tail flash was applied. All aircraft carried a three-digit numeric code aft of the fuselage code and roundel, and those for the Mk Ia were from 370 to 387. The Mk Vbs were also in the same style although the serial numbers were applied in a smaller size, just

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FOREIGN AIR FORCES MARKINGS

below the leading edge of the tailplanes on the fuselage sides. Squadron codes were applied in the same manner to the Mk Ia and the type often carried a narrow band of colour on the rear fuselage that corresponded to the squadron to which the machine was allocated (Esquadrilha XZ [Mk Ia] - Green, Esq MR [Mk Vb] - Yellow, Esq RL [Mk Vb] - Blue, Esq ZE [Mk Vb] Red). The spinners on all Spitfires operated in Portugal seemed to have remained in Sky.

South Africa Apart from the SAAF squadrons operating within the RAF during WWII, who retained both RAF style camouflage and markings, those machines which were transferred to the SAAF after the war retained full RAF camouflage and squadron codes. The RAF roundels and fin flashes had been replaced with SAAF ones during WWII (orange instead of red), but once these machines were based in South Africa they soon lost their RAF serial and were allocated a simple four-digit one in the 5000 series. These number was applied in the original RAF style as 8in black characters, just below and forward of the leading edge of the tailplanes. By 1950 the remaining machines had been repainted, this time in a Dark Green over Grey scheme. Roundels were replaced with the Springbok style, although this may have simply been the centres of the RAF style ones overpainted. No squadron codes were applied to No. 1 Squadron machines, although the 5000 series serial was.

Soviet Union Those machines operated in the USSR during WWII retained their RAF scheme. In many cases the roundels were simply, and very crudely, overpainted with Russian stars, and stars were also applied across the rudder and vertical fin.

Turkey A number of Mk Vs were supplied to Turkey in WWII and all of these retained the standard RAF desert scheme of Dark Earth and Mid Stone over Azure Blue. Turkish national insignia were only applied to the upper and lower wing surfaces. The entire rudder was painted red with the crescent and star insignia on it in white. Large four-digit numeric serials were applied on either side of the fuselage in black. The Mk IXs supplied post-war retained their RAF camouflage, although the national insignia and serial numbers (only three digit) noted above for the Mk Vs also apply here.

USAAF Those machines operated by the USAAF in the fighter role retained their RAF scheme, including Sky fuselage bands and

Sqn Ldr A. D Mitchell DFC in the cockpit of his Spitfire (© RAF Museum P021034)

spinners. The lower wing roundels were omitted on the port side, and on the starboard side on the upper wing. These areas were overpainted with Dark Green for temperate schemes and Middle Stone for tropical. USAAF stars were applied by filling in the blue disc of the RAF roundel, then superimposing a white star on top.Yellow bands on fuselage roundels were usually retained. RAF fin flashes were often overpainted in the European theatre, but those in the Mediterranean were retained. The wing roundel’s centres remained the same as the RAF ones (72in from the wing tip), but were only of 32in diameter. Those on the fuselage were also 32in diameter, but if the yellow edge was retained, this gave an overall diameter of 36in. Exceptions of course occured to these rules, and examples with USAAF roundels on the fuselage and RAF roundels on the wings are known, along with Mk IXe’s in overall bare metal with an Olive Drab anti-dazzle panel on the upper nose cowling. Large American flags were also sometimes seen on the fuselage of these machines, especially during large scale combined operations like Torch. Photo-reconnaissance machines were also to remain in their overall PRU Blue RAF scheme. Initially the RAF serial was retained in light grey on the rear fuselage, but later this serial was repeated in larger letters in yellow on the vertical fin and rudder. Bare metal PR Mk XIs of the 7th Photo Groups also

1 USAF markings painted over standard RAF markings for Operation Torch (landings in North Africa) 2 Royal Australian Air Force roundels (six positions, early style) 3 Royal Australian Air Force roundels (six positions, late style) 4 Soviet Air Force star (fuselage sides and wing undersides only) 5 Yugoslav Air Force roundels (six positions) 6 Czech Air Force roundels (four wing positions and rudder; outlined white over camouflaged areas instead of blue) 7 Burma Air Force markings (six positions) 8 Burma Air Force fin flash 9 Portuguese Air Force fuselage cross marking (wing markings similar, but backed by white roundel) 10 Israeli Air Force star markings (six positions) 11 Royal Netherlands Air Force roundel (six positions) 12 Royal Netherlands Air Force fin flash 13 Royal Danish Air Force roundel (six positions) 14 Royal Danish Air Force fin flash 15 French Air Force roundel; serves also French Navy Seafire, without yellow surround 16 Royal Egyptian Air Force roundel (six positions) 17 Royal Egyptian Air Force fin flash 18 Italian Air Force roundels (six positions) 19 Belgian Air Force roundels (six positions; early post-war style) 20 Belgian Air Force roundels (six positions; later style) 21 Belgian Air Force fin flash 22 Irish Air Force roundel (both fuselage sides, above both wings) 23 Irish Air Force stripes under wings, orange always outboard; fin flash in same colours, green leading Colour Art © Richard J. Caruana

Modelling the Spitfire • Colour and Marking Notes

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Modeller’s Cross-reference Colour Chart COLOUR

FS 595A

BS or RAL

ROYAL AIR FORCE Dark Earth

USE

Topside camouflage with Dark Green

~0118 ~0118

~0118 450 ~0118 ~0118 ~0118 450 Dark Green

~0118 ~4079

Topside camouflage with Dark Earth

~4079 ~4079 ~4079 ~4079 ~4079 ~4079

~4079 ~4079 ~4079 451 Sky

Under surface from 6/6/40 to 15/8/41 ~4424 ~4424 210 ~4424 ~4424 ~4424 ~4424 ~4454 210

Medium Sea Grey

Early code letters, Under surface colour from 15/8/41

~6270 ~6270 ~6270 640 ~6270 ~6270 ~6440 ~6270 637 ~6270 ~6293 ~6293 ~6270 ~6424 ~6270 637 Ocean Grey

Upper surface camouflage with Dark Green from 8/41 ~6152 ~6152 ~6187 ~6187 ~5237 ~5237

Dark Slate Grey

Upper surface camouflage with Ocean Grey on Seafires

~4096 ~4091 ~4091 ~4096 ~4096 ~4091 ~4096 ~4096 ~4127 ~4127 ~4127 ~4127 ~4096 ~4127 ~4096 ~4127 ~4127 Extra Dark Sea Grey ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118

Seafires

638

638 ~6118 ~6118 ~6118 ~6118 ~6118 ~6118

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AVAILABLE PAINTS

COLOUR Night

AeroMaster Warbird Enamel: 9110 Dark Earth AeroMaster Warbird Acrylic: 1110 Dark Earth Floquil M189: Field Drab 30118 Floquil 145: Dark Earth 30118 Gunze Sangyo: H072 Dark Earth Humbrol Authentic: HU02, Dark Earth Humbrol Authentic: HF03, Terre Fonce Humbrol Authentic: HU18, Brown 30118 Humbrol Super Enamel: No.29 Dark Earth Lifecolor: UA0116 Dark Earth ModelMaster: 1702 Field Drab Pactra Acrylics: A24, Brown Drab FS 30118 Polly-S 830: Field Drab Polly-S Acrylic 5252: British Dark Earth 30118 Xtracolor: X2 Dark Earth BS450 Xtracolor: X101 Earth 30118 AeroMaster Warbird Enamel: 9111 Dark Green AeroMaster Warbird Acrylic: 1111 Dark Green Compucolor: CAC2, Forest Green Floquil: M196, Dark Green 34079 Floquil: 3143, British Dark Green (34079) Humbrol Authentic: HG02, Dark Green RLM71 Humbrol Authentic: HU07, Green 34079 Lifecolor: UA001 Dark Green ModelMaster: 1710, Dark Green Mr Color: 309, Dark Green FS34079 Pactra: M5 Pactra Acrylics: A29, Jungle Green FS34079 Polly-S: 835, Forest Green Polly-S: 814 Dark Green Polly-S Acrylic: Dark Green (34079) Polly-S Enamel: Dark Green 34079 Tamiya: XF58, Olive Green Xtracolor: X110, Forest Green FS14079 Xtracolor: X1 Dark Green (BS451) AeroMaster Warbird Enamel: 9114 AeroMaster Warbird Acrylic: 1114 Compucolor: CAS10, Light Grey Green Gunze Sangyo Acrylic: H074, Sky Humbrol Authentic: HB05, Sky Type S Lifecolor: UA095 Sky Monogram-Promodeler Acrylic: 88-0038 Polly Scale Acrylic: 505254 Polly-S Acrylic: 500108 Tamiya: XF21, Sky Xtracolor: X7, Sky AeroMaster Warbird Enamel: 9113 AeroMaster Warbird Acrylic: 1113 Compucolor: CAC28, Neutral Grey Floquil: M206, Neutral Grey Floquil Enamel: 3151, Sea Grey, Medium Gunze Sangyo Acrylic: Medium Sea Grey Gunze Sangyo Acrylic: Grey Humbrol Authentic: HF04 Gris Bleu Clair Humbrol Authentic: HB06 Sea Grey Medium Humbrol Authentic: USN2, Medium Gray Humbrol Super Enamel: No.165 Lifecolor: UA094 Medium Sea Grey ModelMaster: 1725, Neutral Grey Polly Scale: 505258, Sea Grey, Medium Polly-S Acrylic: British Sea Grey, Medium Replicolor: Grey Tamiya: XF20 Medium Grey Xtracolor: X133, Neutral Gray (FS 16270) Xtracolor: X3, Medium Sea Grey AeroMaster Warbird Enamel: 9112, Ocean Grey AeroMaster Warbird Acrylic: 1112, Ocean Grey Floquil: 3149, Ocean Grey Humbrol Authentic: HN02 Dark Grey Humbrol Super Enamels: No.106 Ocean Grey Lifecolor: UA093 Ocean Grey Polly-S: 823, Ocean Grey Polly-S: 5256, Ocean Grey Polly-S: 5256, Ocean Grey Xtracolor: X6, Ocean Grey AeroMaster Warbird Acrylic: 1119, Slate Grey Floquil Classic: 3159, Dark Slate Grey Gunze Sangyo Acrylic: H036, Dark Green Gunze Sangyo Acrylic: H052, Olive Drab Gunze Sangyo Acrylic: H320, Dark Green Humbrol Authentic: HB01, Dark Green Humbrol Authentic: HI03, Overall Green Humbrol Authentic: HG17, Dark Green Humbrol Authentic: HJ01, Green N1 Humbrol Authentic: HI01, Mottle Green Humbrol Authentic: HM07, Khaki Drab Humbrol Super Enamel: No.102 Dark Slate Grey Humbrol Super Enamel: No.150 Forest Green Lifecolor: UA006 Green Pactra: MG54, Sherwood Green Pactra Acrylic: A34, Artillery Olive Polly-S Acrylic: 5266, Dark Slate Grey Floquil: M200, Forest Green ModelMaster: 1714, Forest Green Xtracolor: X25, Dark Slate Grey AeroMaster Warbird Acrylic: 1118 Compucolor: CAC16, Gunship Grey Floquil: M204, Sea Grey Floquil Classic: 3157, Extra Dark Sea Grey Gunze Sangyo Acrylic: H032, Field Grey Gunze Sangyo Acrylic: H072, Dark Sea Grey Gunze Sangyo Acrylic: H305, Grey Gunze Sangyo Acrylic: H331, Dark Sea Grey Humbrol Authentic: HF02, Gris Blue Fonce Humbrol Authentic: HM04, German Panzer Grey Humbrol Authentic: HU03, Neutral Grey Humbrol Authentic: HU22, Blue Grey ANA 603 Humbrol Authentic: USN1, Dark Grey Humbrol Super Enamel: No.123, Extra Dark Sea Grey Lifecolor: UA0022 Dark Grey ModelMaster: 1723, Gunship Gray Mr Color: 305, Grey Polly-S: 822, Sea Grey Poly-S Acrylic: 5264, Extra Dark Sea Grey Xtracolor: X130, Gunship Gray

FS 595A ~7038 ~7038 ~7038 ~7038 ~7038 ~7038

BS or RAL

USE Under surfaces

624 ~7038 ~7038 ~7038 ~7038 ~7038 ~7038 ~7038

~7038 ~7038 ~7038 ~7038 ~7038 624 Roundels

AVAILABLE PAINTS AeroMaster Warbird Enamel: 9001, Black Floquil Classic: 3010, Black Gunze Sangyo Acrylic: H002, Black Gunze Sangyo Acrylic; H012, Flat Black Humbrol Authentic: HB1, Night Black Humbrol Authentic: HU12, Night Black Humbrol Super Enamels: No.33, Black Lifecolor: LC02 Matt Black ModelMaster: 1747, Gloss Black ModelMaster: 1749, Flat Black Pactra: MG61, Ebony Black Pactra Acrylic: A46, Black Polly-S: PF-10, Black Polly-S: 5214, Night Black RAL 9005 Revell: 07, Black RAL 9011 Revell: 08, Black Tamiya: X01, Black Tamiya: X18, Semigloss Black Tamiya: XF01, Flat Black Testors: 1749, Black Testors: 1747, Black Xtracolor: X12, Night Black Gunze Sangyo Acrylic: H326, Blue ModelMaster: 1719, Insignia Blue Mr Color: 326, Blue Tamiya: XF17, Sea Blue Xtracolor: X122, Insignia Blue Xtracolor: X30, RAF Roundel Blue Compucolour: CIS7, Insignia Blue

Identification Blue (Dull)

~5044 ~5044 ~5044 ~5044 ~5044

Identification Blue (Bright) Identification Red (Dull) Identification White

~5056

Post war Roundels

~0109

Roundel centre & codes

N/A

~7875 ~7875 ~7875 ~7875 ~7925 ~7778 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7875 ~7178

Roundels Post war codes

AeroMaster Warbird Enamel: 9002, White Compucolor: CAC12, White Humbrol Super Enamel: No.22, White Humbrol Super Enamel: No.34, Matt White Lifecolor: LC01 Matt White Gunze Sangyo Acrylic: H021, Off White Gunze Sangyo Acrylic: H001, White Gunze Sangyo Acrylic: H011, Flat White Humbrol Authentic: USN6, White ModelMaster: 1745, Insignia White ModelMaster: 1768, Flat White Mr Color: 316, White Pactra: MG52, Alpine White Pactra Acrylic: A47, White Polly-S: PG-10, White Polly-S: II-33, White Polly-S: PF-11, White Tamiya: X02, White Tamiya: XF02, Flat White Testors: 1168, White Xtracolor: X141, White Compucolor: CIS12, Aluminium Halford Acrylic: Aluminium Halford Acrylic: Nissan Silver (Met) Humbrol Super Enamel: No.11, Silver Humbrol Super Enamel: No.191, Chrome Silver Lifecolor: LC24 Natural Metal ModelMaster: 1790, Chrome Silver ModelMaster Metalizer: 1401 Aluminium Plate Polly-S: IJ-17 Tamiya: XF16, Flat Aluminium Testors: 1146 Aluminium Xtracolor: X142, Aluminium AeroMaster Warbird Enamel: 9003, Yellow Gunze Sangyo Acrylic: H024, Orange Yellow Gunze Sangyo Acrylic: H329, Yellow Humbrol Super Enamel: No.24, Trainer Yellow Humbrol Super Enamel: No.154, Insignia Yellow Lifecolor: UA140 RLM 04 yellow ModelMaster: 1707, Chrome Yellow ModelMaster: 1708, Insignia Yellow Pactra Acrylics: A27, Flat Yellow Polly-S: F-3, Yellow Polly-S: PF-40, Yellow Testors: 1169, Yellow Xtracolor: X11, Trainer Yellow Xtracolor: X106, Insignia Yellow AeroMaster Warbird Acrylic: 1117, PR Blue Xtracolor: X8, PR Blue

110

Aluminium

Overall Post-war

~7178 ~7178 ~7178 ~7178 ~7178 ~7178 Identification Yellow

Markings Wing Leading Edges etc.

~3538 ~3538 ~3538 ~3538 ~3538 ~3538 ~3538 ~3538 ~3538 ~3538

PR Blue

Overall on PR aircraft 636

ROYAL AUSTRALIAN AIRFORCE Spitfires were initially delivered to this country in standard RAF schemes. Dark Earth ~0118 Upper surface camouflage See entry under ‘Royal Air Force’ section Middle Stone ~0266 Upper surface camouflage See entry under ‘Royal Air Force’ section Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Sky Under surface See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section Identification ~7875 Markings See entry under ‘Royal Air Force’ section White Foliage Green ~4092 Overall Compucolor: CAC32, Green ~4092 Gunze Sangyo Acrylic: H320, Green ~4092 Humbrol Authentics: HU01, Medium Green 42 ~4092 ModelMaster: 1764, Euro Dark Green ~4092 Mr Color: 302, Green ~4092 Pactra Acrylic: A31, Dark Green ~4092 Tamiya: XF61, Dark Green ~4092 Xtracolor: X114, Medium Green Sky Blue ~5622 Under surfaces Compucolour: CAC21, Pale Blue ~5622 Floquil: M203, Pale Blue ~5622 Gunze Sangyo Acrylic: H314, Blue ~5622 Humbrol Authentics: IAF4, Pale Blue ~5622 ModelMaster: 1722, Duck Egg Blue ~5622 Mr Color: 314, Blue ~5622 Pactra: M4, Artillery Olive ~5622 Polly-S: 877, Blue Earth Brown ~0099 Upper surfaces Floquil: M187, Earth Brown ~0099 Humbrol Authentics: HF06, Chocolate Humbrol Super Enamel: No.93 Chocolate ~0099 Polly-S: 831, Earth Brown ~0099 Polly-S Acrylic: 5244, Earth Brown Tamiya: XF10, Flat Brown Dull Blue ~5050 Roundels Compucolor: CAC26 Blue Angels Blue ~5050 Gunze Sangyo Acrylic: H328, Blue ~5050 ModelMaster: 1772, Blue Angels Blue ~5050 Mr Color: 328, Blue ~5050 Pactra: MG53, Imperial Blue ~5050 Xtracolor: X123, Blue Angels Blue Bright Blue ~5056 Roundels Compucolour: CAS7, Insignia Blue

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FS 595A

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USE

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AVAILABLE PAINTS

BELGIAN AIR FORCE Spitfires were delivered to this country in standard RAF schemes. Therefore see the entries for Ocean Grey, Dark Green, Medium Sea Grey and Aluminium in the ‘Royal Air Force’ section. Red ~1105 Roundels Gunze Sangyo Acrylic: H003, Red ~1105 Gunze Sangyo Acrylic: H013, Flat Red ~1105 Humbrol Authentic: HM09, Scarlet Humbrol Super Enamel: No.19, Bright Red RAL 3000 Revell: No.31, Fiery Red ~1105 Tamiya: X07, Red Testors: 1503, Red Identification ~3538 Wing & Fuselage Bands See entry under ‘Royal Air Force’ section Yellow Yellow Roundels Gunze Sangyo Acrylic: H004, Yellow ~3655 Humbrol Authentic: HT06, Insignia Yellow Humbrol Super Enamel: No.69, Lemon Yellow RAL 1026 Revell: Luminous Yellow ~3655 Tamiya: XF08, Lemon Yellow ~3655 Tamiya: XF03, Flat Yellow Testors: 1514, Yellow ~3655 Xtracolor: Blue Angles Yellow Black ~7038 See entry in ‘Royal Air Force’ section BURMA Spitfires were delivered to this country in the standard RAF scheme. Later colours applied were approximates to these only. Dark Earth ~0118 Upper surface camouflage See entry under ‘Royal Air Force’ section Middle Stone ~0266 Upper surface camouflage See entry under ‘Royal Air Force’ section Light Blue ~5231 Under surface colour See entry under ‘Royal Air Force’ section Identification Red ~0109 Spinner See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section CZECHOSLOVAKIAN AIR FORCE Spitfires were delivered to this country in standard RAF schemes. Therefore see the entries for Ocean Grey, Dark Green, Medium Sea Grey and Aluminium in the ‘Royal Air Force’ section. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section DENMARK Spitfires were delivered to this country in standard RAF schemes. Dark Green ~4079 Topside camouflage Medium Sea Grey Under surface Ocean Grey Upper surface camouflage Sky Under surface PR Blue Overall on PR aircraft Aluminium ~7178 Overall colour ROYAL EGYPTIAN AIR FORCE Spitfires were delivered to this country in standard RAF schemes. Dark Earth ~0118 Upper surface camouflage Middle Stone ~0266 Upper surface camouflage Azure Blue ~5231 Under surface colour Medium Sea Grey Under surface Ocean Grey Upper surface camouflage Sky Under surface Aluminium ~7178 Overall colour

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section

FREE-FRENCH AIR FORCE Initially the machines supplied to this country were in the standard RAF scheme. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Dark Earth ~0118 Upper surface camouflage See entry under ‘Royal Air Force’ section Middle Stone ~0266 Upper surface camouflage See entry under ‘Royal Air Force’ section Azure Blue ~5231 Under surface colour See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section Gris Bleu Clair ~6473 Code Letters AeroMaster Warbird Acrylic: 1101 ~6473 Lifecolor Acrylic: UA141 French Blue-Grey ModelMaster Enamel: 2109 Poly Scale Acrylic: 505242 Xtracolor: X389 French WWII Gris Bleu Clair ROYAL HELLENIC AIR FORCE Spitfires were delivered to this country in standard RAF schemes. Dark Green ~4079 Topside camouflage Medium Sea Grey Under surface Ocean Grey Upper surface camouflage Sky Under surface Aluminium ~7178 Overall colour INDIAN AIR FORCE Spitfires were delivered to this country in standard RAF schemes. Dark Green ~4079 Topside camouflage Medium Sea Grey Under surface Ocean Grey Upper surface camouflage Aluminium ~7178 Overall colour

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section

IRISH AIR CORPS The machines operated by the IAC were denavalised Seafires, equivalent to Spitfire Mk Vs and TR Mk 9s. Grey-Green ~4172 Overall Insignia Green National insignia Insignia Orange ~2300 National insignia Identification ~7875 National insignia See entry under ‘Royal Air Force’ section White ISRAELI AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Sky Under surface See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Dark Earth ~0118 Upper surface camouflage See entry under ‘Royal Air Force’ section Middle Stone ~0266 Upper surface camouflage See entry under ‘Royal Air Force’ section Azure Blue ~5231 Under surface colour See entry under ‘Royal Air Force’ section Red ~1105 Spinners & Tail Gunze Sangyo Acrylic: H003, Red ~1105 Gunze Sangyo Acrylic: H013, Flat Red ~1105 Humbrol Authentic: HM09, Scarlet Humbrol Super Enamel: No.19, Bright Red RAL 3000 Revell: No.31, Fiery Red ~1105 Tamiya: X07, Red Testors: 1503, Red

Aluminium COLOUR

~7178 FS 595A

BS or RAL

Overall colour USE

See entry under ‘Royal Air Force’ section AVAILABLE PAINTS

ITALIAN AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section ROYAL NETHERLANDS AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section ROYAL NORWEGIAN AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Dark Green ~4079 Topside camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey Under surface See entry under ‘Royal Air Force’ section Ocean Grey Upper surface camouflage See entry under ‘Royal Air Force’ section PR Blue Overall on PR aircraft See entry under ‘Royal Air Force’ section Aluminium ~7178 Overall colour See entry under ‘Royal Air Force’ section PORTUGUESE AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Ocean Grey ~6152 Upper surface camouflage See entry under ‘Royal Air Force’ section Dark Green ~4079 Upper surface camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey ~6270 Under surface colour See entry under ‘Royal Air Force’ section Verde Bronze ~4115 Fuselage band LifeColor Acrylic: UA055 RLM 25 Yellow Fuselage band AeroMaster Warbird Enamel: 9003, Yellow ~3538 Gunze Sangyo Acrylic: H024, Orange Yellow ~3538 Gunze Sangyo Acrylic: H329, Yellow Humbrol Super Enamel: No.24, Trainer Yellow Humbrol Super Enamel: No.154, Insignia Yellow ~3538 Lifecolor: UA140 RLM 04 yellow ~3538 ModelMaster: 1707, Chrome Yellow ~3538 ModelMaster: 1708, Insignia Yellow ~3538 Pactra Acrylics: A27, Flat Yellow ~3538 Polly-S: F-3, Yellow ~3538 Polly-S: PF-40, Yellow ~3538 Testors: 1169, Yellow Xtracolor: X11, Trainer Yellow ~3538 Xtracolor: X106, Insignia Yellow Red ~1105 Fuselage band Gunze Sangyo Acrylic: H003, Red ~1105 Gunze Sangyo Acrylic: H013, Flat Red ~1105 Humbrol Authentic: HM09, Scarlet Humbrol Super Enamel: No.19, Bright Red RAL 3000 Revell: No.31, Fiery Red ~1105 Tamiya: X07, Red Testors: 1503, Red TURKISH AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Dark Earth ~0118 Upper surface camouflage See entry under ‘Royal Air Force’ section Middle Stone ~0266 Upper surface camouflage See entry under ‘Royal Air Force’ section Azure Blue ~5231 Under surface colour See entry under ‘Royal Air Force’ section Red ~1105 Spinners & Tail Gunze Sangyo Acrylic: H003, Red ~1105 Gunze Sangyo Acrylic: H013, Flat Red ~1105 Humbrol Authentic: HM09, Scarlet Humbrol Super Enamel: No.19, Bright Red RAL 3000 Revell: No.31, Fiery Red ~1105 Tamiya: X07, Red Testors: 1503, Red Aluminium

~7178

Overall colour

See entry under ‘Royal Air Force’ section

RUSSIAN AIR FORCE (WS) The Spitfires used by the VVS were all ex-RAF. Ocean Grey ~6152 Upper surface camouflage Dark Green ~4079 Upper surface camouflage Medium Sea Grey ~6270 Under surface colour Insignia Red ~1302 National Insignia Insignia White ~7886 National Insignia UNITED STATES (USAAF) The Spitfires used by the USAAF were all ex-RAF. Ocean Grey ~6152 Upper surface camouflage Dark Green ~4079 Upper surface camouflage Medium Sea Grey ~6270 Under surface colour Identification Markings & Yellow ~3538 Wing Leading Edges etc. Insignia Blue ~5044 National Insignia ~5044 ~5044 ~5044 ~5044 Insignia Red ~1136 National Insignia ~1136 ~1136 ~1136 ~1136 ~1136 ~1136 ~1136 ~1136 ~1136

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section

See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section See entry under ‘Royal Air Force’ section Gunze Sangyo Acrylic: H326, Blue ModelMaster: 1719, Insignia Blue Mr Color: Blue Tamiya: XF17, Sea Blue Xtracolor: X122, Insignia Blue Gunze Sangyo Acrylic: H327, Red Humbrol Authentics: HT06, Marker Red Humbrol Super Enamel: No.153, Matt Insignia Red ModelMaster: 1705, Insignia Red Mr Color: 327, Red Pactra Acrylic: A26, Insignia Red Polly-S: IR-45, Red Polly-S: PF-20, Red Tamiya: XF07, Flat Red Testors: 1150, Flat Red Xtracolor: X103, Insignia Red

YUGOSLAVIAN AIR FORCE Spitfires were delivered to this country in the standard RAF scheme. Ocean Grey ~6152 Upper surface camouflage See entry under ‘Royal Air Force’ section Dark Green ~4079 Upper surface camouflage See entry under ‘Royal Air Force’ section Medium Sea Grey ~6270 Under surface colour See entry under ‘Royal Air Force’ section Insignia Red ~1302 National Insignia Insignia White ~7886 National Insignia NOTE: The above list’s references to Federal Standard (FS 595A) numbers do not include the prefix number. This just denotes the sheen of the colour e.g. 1 = Gloss, 2=Semi-gloss and 3 =Matt. The above list has been compiled using manufacturers’ paint lists and in conjunction with the ‘IPMS Color Cross-Reference Guide’ by David Klaus. Although every care has been taken to offer modellers the broadest spectrum of appropriate colours, further research for each scheme is advisable.

Modelling the Spitfire • Colour and Marking Notes

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Spitfire Mk IIa P7744 ‘Bow St Home Guard’ (© RAF Museum P016748)

featured a red panel along either side of the engine cowling, a Roundel Blue spinner and Olive Drab anti-dazzle panel and rudder. The large serial on the tail of these machines was black on the bare metal element and yellow on the red rudder

Yugoslavia The Jugoslovensko Ratno Vazduhoplovstvo (JRV - Yugoslavian Air Force) was simply No. 352 Squadron transferred to the Yugoslavian government’s control after the end of WWII. This squadron operated a number of Mk Vc’s and three Mk IXs. Each machine retained its RAF temperate colour scheme of Ocean Grey and Dark Green over Medium Sea Grey. Spinners

Spitfire Mk IIa ‘Leyland Leeds City’ (© RAF Museum P021179)

142

Chapter 13

and fuselage bands in Sky were retained on the Mk Vc’s with Vokes filters, but the small number of Abourkir equipped Mk Vcs were in Dark Earth and Mid Stone over Azure Blue. Serial numbers were retained in a number of forms, as applied by the RAF, and squadron codes were simply over-painted with a suitable dark colour, and a single character painted in white aft of the fuselage roundel as a replacement. This character was also applied in a smaller size under the chin of the aircraft. Yugoslav national insignia was applied by simply painting a red star over the existing RAF fuselage and wing roundels, as well as a small red star on the white element of the fin flash. The extent of the stars on the roundels was confined within the

yellow rim of the existing roundel, while those on upper wings were a combination of either those that extended to the extreme edge of the roundel, or those that were confined within the white element only.

• General Camouflage and markings were changed according to the current situation, and their main function was to conceal the aircraft from the enemy, while making it easily visible to friendly aircraft at the same time. Consequently, the subject of camouflage and markings can be fraught with dangers for the prospective modeller. It is practically impossible to be dogmatic about a fighter’s finish at a given date, unless one is working from first hand contemporary records, or photographic evidence. Operational aircraft were painted to comply with orders as and when time and circumstances permitted. Consequently, it is difficult to apply hard and fast rules as to what an operational aircraft should look like on a certain date. Even when photographs of an aircraft are available, care should be exercised as the type of film used could reproduce colours in a shade of black and white which would be totally different to what one might expect. An example of this is the fact that orthochromatic film made yellow appear as a very dark background. Poor reproduction of such photographs has resulted in the yellow, or dark appearing, surround to a roundel becoming practically invisible, hence giving the impression that an aircraft wore different markings to those it actually had. Other factors should now be applied to this particular equation. Some aircraft, or areas of some aircraft, were overpainted following repair or overhaul. Others were shipped overseas and had their camouflage altered to suit local conditions with whatever type and hue of paint was at hand. The aircraft which served on Malta are a classic example of this. Another factor is the effect of staining from spilt oil, fuel, and scuffing from boots, and there's always that great bogeyman, - weathering - which played such havoc on the paintwork of aircraft which served in hot climates or those in which the FAA operated, such as the Seafire. Let the modeller beware! Note: Although the Spitfire also had a number of other schemes applied, most of these were in regard to the later, Griffon powered, versions and are therefore outside of the coverage of this title.

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Spitfire Kit Listing MANUFACTURER Aardvark Aviation Academy-Minicraft Addar AHM Airfix Airfix Airfix Airfix Airfix Airfix Airfix Airfix Airfix Airfix Airfix Airfix Corp Airfix Craftmaster AMT/Ertl AMT/Ertl Arii Atlantic Aurora Aurora Bachmann Bandai Bienengraber Boycraft Boycraft Chematic Continental Models Crown CzechMaster CzechMaster CzechMaster Dutch Master Dutch Models Eagle Eko Eldon Encore Esoteric Farmtex Frog Frog Frog Penguin Fujimi Gartex Gartex Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Heller Heller Heller Heller Heller Hema Hobby-Time Horizon Humbrol ICM ICM Idea InTech Italeri Italeri Korpak KP KP/MasterCraft Lincoln Lindberg Lindberg Lotnia Lotnia Marusan Marusan Marusan

SCALE 1/72nd 1/144th 1/43rd 1/144th 1/72nd 1/72nd 1/72nd 1/24th 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/100th 1/43rd 1/72nd 1/48th 1/48th 1/72nd 1/75th 1/48th 1/72nd 1/72nd 1/144th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/98th 1/150th 1/102nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/32nd 1/32nd 1/72nd 1/72nd 1/72nd 1/65th 1/72nd 1/72nd 1/73rd 1/32nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/75th 1/72nd 1/72nd 1/72nd 1/173rd 1/102nd 1/48th

TYPE R/VF IM IM IM IM IM IM IM IM IM IM/EB/WM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM R/VF R/VF R/VF IM IM IM IM IM IM R/WM/VF IM IM IM IM IM IM/R IM/R IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM VF IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM

SUBJECT Type 224 Mk V Mk I Mk V Mk I Mk I Mk Ia Mk Ia Mk Vb Mk Vb Mk Vb Mk VIII Mk IX Mk IX Mk II Mk IX Mk IX Mk IX Mk VIII Mk VIII Mk II Mk I Mk Vb Mk V Mk IX Mk Ia/Va Mk IX Mk II Mk VIII/IX Mk I Mk V HF Mk VII Mk IXc PR Mk IX LF Mk IXe Mk I/V Mk IX Mk IX Mk Vb Mk I/Ia/IIa Mk VIII/IX Mk IX Mk Ia/IIa/Va Mk VIII/IX Mk Ia Mk V Mk Vb Floatplane Mk Vc Mk Ia Mk VII ‘Long Wing’ Mk VIII Mk VIII Mk IX Mk IX Mk Vb Mk Vb Trop Mk Vb Mk Vb Mk Vb Mk Vb Mk VI Mk Vb Mk VI Mk Ia Mk I Mk Vb Mk IX Mk XVIe Mk Ia/Vb Mk II Mk IX Mk Ia/Va Mk VII/VIII Mk IX Mk VIII Mk Vb Mk Vb Mk IX Mk V/VIII/IX Mk LF IXe Mk LF IXe Mk I Mk IX Mk II Mk IX Mk IX 1950s Mk Vb Mk IX

RELEASED 1990s

Mid-70s 1953 1982 1978 1973 1975 1977

1960 1967 1965 1965 1979 1990 1987 mid 80s 1953 1977 1973 1976 1970s 1956 1958 1998 Late 50s

1997 1997 Early 60s 1978 1968 1990 1987 1959 1974 1939 Early 70s 1994

NOTES Ex-Crown Ex-Aurora (Never released) Ex-Crown Later converted to Mk IX Snap’n’Glue Kit

‘Hi-Tech’ Ex-Arii/Otaki (Due 2000) Originally issued as Mk I in 1953 ‘Dogfight Double’ inc. Bf 110 Ex-Airfix Included in ‘Pick-A-Pac’ Set Ex-Airfix Ex-Matchbox Ex-Otaki Ex-Otaki

Ex-Heller (‘Prestige Series’ Packaging) Ex-Fujimi Ex-Monogram Ex-Frog Ex-Lindberg Ex-Lindberg Ex-Frog Ex-Airfix

Ex-Frog Ex-Heller

Ex-Marusan Ex-Heller Ex-Lotnia (2 Seater)

Converted Hasegawa kit Converted Hasegawa kit

1970

‘RAAF’ (Limited Issue) ‘European Aces’ (Limited Issue)

‘I.R. Gleed’ ‘No.401 Sqn’ (Limited Issue) ‘Red Star’ ‘Biggin Hill’ (Limited Issue) Early 70s Late 70s Ex-Airfix 1972 Early 70s Never Issued (Possibly Ex-Starfix) 1970s 1969 Late 50s 1973 Due 2000 Due 2000 1988

1990s 1985 1998 Late 70s Mid 50s Mid 50s 1985 1985 1950s 1960s

Ex-Frog Announced but never released Ex-Frog(Make’n’Paint Kit)

Ex-Otaki Ex-Heller

Ex-Frog Ex-KP Ex-Revell

(2 Seater) Copy of Airfix Kit

Appendix

MANUFACTURER MasterCraft Master Models Master Models Master Models Master Models Matchbox Matchbox Matchbox MC Models Merlin Models Mikro Minicraft Models Minicraft Models Minicraft Models Minix Mir Monogram Monogram MPC MPC MPC MPM Nakamura Sangyo NavAir Nichimo Nichimo Novo Novo Ocidental Ocidental Otaki Pegaso Pegasus Pioneer 2 Pioneer 2 Plasty Modelle Plastyk PM Models PM Models PM Models Polistil POMK Rareplanes Remus Revell Revell Revell Revell Revell Revell Revell Revell Revell-Monogram Revell-Monogram RSL RSL Sankyo Sanwa/Tokyo Plamo Sanwa/Tokyo Plamo Sanwa/Tokyo Plamo Scalecraft SMER SMER SMER SMER SPS Starfix Storia Dell ‘Aviazione Sunil Tamiya Tamiya Tamiya Testors Tokoyo Sharp UPC UPC UPC UPC USAirfix Ventura Ventura Ventura Ventura Ventura Ventura Ventura Ventura Vulcan

SCALE 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/72nd 1/72nd 1/115th 1/72nd 1/72nd 1/32nd 1/72nd 1/72nd 1/48th 1/48th 1/72nd 1/24th 1/72nd 1/48th 1/95th 1/72nd 1/70th 1/48th 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/32nd 1/32nd 1/32nd 1/144th 1/48th 1/72nd 1/48th 1/102nd 1/150th 1/95th 1/50th 1/120th 1/47th 1/72nd 1/72nd 1/72nd 1/72nd 1/115th 1/65th 1/72nd 1/75th 1/48th 1/48th 1/48th 1/72nd 1/89th 1/48th 1/102nd 1/72nd 1/173rd 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/98th

TYPE IM R R R R IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM/R/VF IM IM/WM/VF IM IM IM IM IM IM IM IM IM/WM IM IM IM IM IM IM IM IM R/WM/VF VF IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM N/K IM/R IM IM/EB IM/R IM IM IM IM IM IM IM IM IM IM IM IM IM IM IM/WM/VF IM/WM/VF IM/WM/VF IM/WM/VF IM/WM/VF IM/WM/VF IM/R IM/R IM

SUBJECT Mk IXe Mk VIII Mk IXc Mk IXe PR Mk IX Mk IX Mk IX/XVIe Mk VIII LF Mk IXe ‘Speed Spitfire’ Mk Va Mk Ia/IIa/IIIa Mk I/Ia Mk Vb Mk Ia/Va Mk VIII/IX Mk II Mk IX Mk Vb Mk Ia Mk IX Mk IXc/e Mk V Mk VIII/IX Mk Vb Mk IX Mk Ia/IIa/IIIa MkVIII/IX Mk IXe Mk IXc Mk VIII Mk II Prototype Mk Vb Trop Mk Vc Trop Mk IX LF Mk IXe Mk Vb Mk Vc Mk Vb Floatplane Mk I Mk IX Type 224 Mk VIII/IX Mk I Mk II Mk Vb1998 Mk II Mk I Mk Vc Seafire Mk Ib Mk I Mk II Mk Vb Mk IX Mk II Mk V Mk V

Mk V Mk Vb Mk Vb Mk VI Mk Va Mk IX Mk II Mk IX Mk I Mk Vb Mk Vb Trop Mk Vb Mk IX Mk II

Mk Vb PR Mk II Mk VIII Mk VIII/IX HF Mk VII PR Mk XI PR Mk IX Mk IX Mk IX Mk IX

RELEASED 1993 1993 1993 1993 1973 1989 Early 90s 1987 1976 1972 1970s 1970s Late 60s Late 80s

I

NOTES Ex-Airfix

Ex-Otaki Ex-KP

Ex-Frog Ex-Hasegawa Ex-Hasegawa Ex-Frog Ex-Frog Ex-Revell

1962 1982 1974 1972 1999 Late 60s Late 80’s Early 60s Late 60’s 1977 1979

Ex-Frog Ex-Frog

Mid 70s Late 80s

Ex-Lindberg

Ex-Airfix Ex-Airfix Ex-Airfix Updated Ocidental kit Ex-Sanwa

1986 1989 Ex-Airfix Ex-KP 1980

Early 70s 1997 1984 1977 1963

Ex-Frog

1979 1968 1975 1970 1973 1997 Mid 60s Mid 60s Late 50s Late 50s 1960s Late 50s Early 70s 1992 1990s Early 70s Mid 60s 1973 Early 60s

1985 Mid 70s 1969 1960s 1960s Mid 60s 1980 1989 1991 1989 1992

Pro-Modeler (Ex-Revell) Ex-Monogram Ex-Marusan

Ex-Heller Ex-Heller Ex-Heller (‘Hi-Tech’ version) Ex-Heller (Upgraded)

Ex-Revell Ex-Lindberg

Ex-Heller Ex-Monogram Ex-Marusan Ex-Marusan Ex-Airfix (Never Released) ‘RAAF’ ‘RAAF/RAF’ ‘RAF’ ‘RAF/USAF’ ‘Danish/Norwegian’ ‘USAAF’ ‘RAF’

Mid 50s

Copy of Monogram Kit

Note: This list contains all known Spitfire kits, along with their original release date (if known). Subsequent reissue details are not included, nor are there any listings for these kits if they were released in ‘sets’ or used for special promotions. There is some confusion with regard to the version offered by each manufacturer and you will find a number of occasions where a kit used by one manufacturer, but actually originating from another, will be listed under different marks for each! Usually the original manufacturer’s marks still apply, as the reissued versions rarely included updates or conversion parts.

KEY IM = Injection Moulded Plastic (Inc Limited-Run Injection Moulded Plastic) R = Resin

VF = Vac-formed Plastic WM = White Metal (Inc Pewter) POMK = Pend Oreille Model Kits

Appendix I • Spitfire Kit Listing

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Accessories & Conversions MANUFACTURER Aardvark Aviation A&V Models Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub Aeroclub AeroPoxy Airform Airkit Airkit Airkit Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airparts Airtec Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Airwaves Avion Avion Avion B&B B&B B&B BMW Models BMW Models BMW Models Bringuier Products Canovac Canovac Canovac CMK Cooper Details Cooper Details Cooper Details Cutting Edge Cutting Edge Cutting Edge Cutting Edge Cutting Edge Cutting Edge Cutting Edge Cutting Edge Cutting Edge CzechMaster Delta Bits Delta Bits Delta Bits Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard

144

SCALE 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/32nd 1/72nd 1/48th 1/32nd 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/32nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd

TYPE R/VF R WM WM WM WM WM WM WM WM WM WM/VF WM WM WM/VF VF VF VF WM WM WM VF VF VF VF IM IM/WM IM/WM IM IM/WM WM WM IM IM WM R IM P R R R R R R/VF R R R R R R R R R/VF R/VF R/VF R/VF IM EB EB EB R R R R R R WM EB R WM R/VF R/VF R/VF R R R R R WM WM R/VF/WM R/VF/WM WM WM R R/VF R WM WM WM AC AC AC P P P R VF VF VF R R/EB R/EB R Ma Ma Ma Ma Ma Ma Ma Ma Ma R R/VF R R EB EB EB EB EB EB EB Ma

Appendix II • Accessories & Conversions

PRODUCT NO TR Mk IX Conversion C040 E051 E053 E054 G037 P044 P083 V010 V021 V036 V057 V073 V075 V099 C001 C002 C003 V018 V030 V011 C044 C060 C062 C063 P422 V188A V188B V189 V190 V191 V192 V197 V198 G420 001 C001 005 007 001 002 003 004 005 006 007 008 017 032 039 040 044 045 046 047 001 AC72017 AC72076 AC72139 SC7218 SC7220 SC7221 SC7222 SC72070 SC72073 SC72103 AC48007 AC48064 SC48016 SC48037 SC48038 SC48039 SC48041 SC48042 SC48043 SC48044 SC48045 SC48046 SC48047 SC48050 SC48051 SC48052 SC48056 SC48060 SC48067 SC48068

02 12 22 RC-002 CAN029 CAN030 CAN069 215 7202 4810 4811 BM72044 BM72065 BM48177 BM48178 BM48179 BM48316 BM48180 BM48320 BM32027 056 5011 5031 5047 72147 72222 72225 72234 72288 SS107 SS120 XS023

ITEM Never Released Mk II (LR) Long-range tank Rolls-Royce Merlin II Rolls-Royce Merlin 29 to 55 Rolls-Royce Merlin 61 to 85 4x Cannon Fairings 4-Blade Propeller & Spinner 3-Blade Propeller (Merlin) Merlin, Six Stack Exhausts Merlin, Three Stack Exhausts Link Type U/C Fairings & Wheels Prototype Conversion Tropical Filter Glycol Tank & Engine Bearers ‘Speed Spitfire’ Conversion Spitfire Canopy Set (Inc Mk IX PR Mk Ia Canopy Mk IX (2-Seat) Canopies Four-Slot Main Wheels Five-Slot Main Wheels 6-Stack Exhaust Pipes Mk IX Canopy Mk XVI Canopy (Bubble) Mk V/IX Canopies PR Mk IV/VII Canopies Rotol 4-Blade Propeller & Spinner Mk IX Correction Set Mk XVI Conversion Gull Wing Insert Mk IX Tailplanes & Radiator Spitfire Retractable Tailwheel Undercarriage Legs & (4 & 5 Slot) Wheels Spitfire Mk IX/XVI Pointed Rudder Spitfire Gun Blister Panels (Large & Small, Type C & E) Spitfire Cannon Barrels (x2) Spitfire Floats Mk I/II/VTrop/VII Conv Mk IX Cockpit Placards Gull-Wing Insert Type C Wing Aboukir Filter Vokes Filter 30Gal Slipper Tank Mk IIa (LR) 30Gal Wing Tank Gull-Wing Insert Mk I Propeller/Pitot/Aerial Mast Type C Wing (Standard) Type C Wing (Extended) HF Mk VI Wing Type C Wing (Clipped) 20mm Cannon Stubs Radiator Set PR Mk 1C Conversion PR Mk 1D Conversion PR Mk 1F Conversion PR Mk 1G Conversion Mk I/II/VTrop/VII Conv Spitfire/Seafire Detail Set Detail Set Mk V Detail Set HF Wings Tropical Filter Slipper Tank (Small) Slipper Tank (Large) Flying Controls Mk V (5-Spoke) Wheels Fish Tail Exhaust Stacks Spitfire/Seafire Detail Set Mk V Access Panels Fish Tail Exhaust Stacks PR Mk 1C Type 1 Conversion PR Mk 1C Type 2 Conversion PR Mk 1F Conversion Type B Wing Bulges & Gun Bays Mk IX Early Tailplane/Elevators Mk IX Long Carburettor Intake Mk IX Cannon Barrels Mk IX Broad Cord/Pointed Rudder Mk I/V/IX u/c & 5-Spoke Wheels Mk V/IX u/c & Plain Wheels PR Mk X Conversion PR Mk IX Conversion DH 3-Blade Prop & Spinner Exhaust Stacks (Early) C Wing PR Mk 1G (Mk VII) Conversion Oil Cooler Rotol 3-Blade Propeller DH 3-Blade Propeller Undercarriage Legs Mk I-IX Instrument Panel Mk I-IX Instrument Panel Mk I-IX Instrument Panel Instrument Panels (Inc. Spitfire) Instrument Panels (Inc. Spitfire) Instrument Panels (Inc. Spitfire) Mk Vc Conversion Mk IX Canopy Mk V Canopy PR Spitfire Canopies Wings (Mk VIII/IXe) Cockpit Detail Set Mk I to IV Detail Set Mk Vb Update Set Mk I to IX Wheel Hub Masks Mk Vb Canopy/Wheel Masks Mk I to IX Wheel Masks Mk I to IX Wheel Masks Mk V Camouflage Masks Mk V Camouflage Masks Mk Va/b/c Canopy/Wheel Masks Mk VIII/IX Canopy/Wheel Masks Mk I Canopy/Wheel Masks Mk VIII/IXe Wings PR MK X/XI Conversion 30Gal Slipper (Camera) Tank Tropical Filter Mk V Detail Set Mk VIII Detail Set Mk V Detail Set Mk IX Detail Set Mk IX Detail Set Mk Vb (‘Zoom’ Series) Mk Vb (‘Zoom’ Series) Mk V/IX

Appendix

II

DESIGNED FOR/NOTES

Mk V/VI/PR.VIII/Seafire I/II/III Mk VIII/IX & PR.IX Rotol 4 Bld, 11ft Dia, LH Rotol 3 Bld, 11ft Dia, LH

Airfix Mk Ia kit

Airfix Mk Ia kit

Aeroclub (V188A) Mk IX Correction Set

Ocidental kits Tamiya (Mk V) or Ocidental kits Arii/Otaki/Airfix kits Tamiya (Mk V) kits

Aeroclub (V188B) Mk XVI Conversion

Airfix kit Ex-Airform

Aeroclub (V190) Mk IX Tailplanes & Radiator

Airfix or Academy kits Tamiya (Mk I) kit Tamiya (Mk I) kit Tamiya (Mk I) kit Ocidental kit

Aeroclub (V198) Spitfire Gun Blister Panels (Large & Small, Type C & E) Arii/Otaki & Ocidental kits Arii/Otaki & Ocidental kits Ocidental kit Ocidental kit Mk I to V Spitfire & Hurricane Tamiya (Mk V) kit Tamiya (Mk I) kit Mk Vb Mk Vb Mk Vb Mk Vb

Aeroclub (P044) Four-Blade Propeller & Spinner

Tamiya kit Airfix kit

Hasegawa or Tamiya kits True Details (#72018) Heller kit True Details (#48018) True Details (#48086) ‘A’ Scheme ‘B’ Scheme Tamiya kit Arii/Otaki kits Revell kit Hasegawa kits

Airfix kit Hasegawa kit Revell kit Hasegawa kit Italeri kit Revell kit Italeri kit Italeri kit

Aeroclub (V075) Glycol Tank & Engine Bearers

KEY AC = Acetate Film EB = Etched Brass VF = Vac-form Plastic R = Resin Rb = Rubber M = Metal/Pewter P = Paper A = Acetate

Vi = Vinyl Ma = Mask (Die-Cut) Note: Some of the above manufacturers are no longer in business. Please check with your local hobby shop for availability.

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Aeroclub (V018) Four-Slot Main Wheels

Squadron (9123) Mk I/II Canopy

Aeroclub (C001) Spitfire Canopy Set Aeroclub (V099) ‘Speed Spitfire’ Conversion

True Details (48018) Mk I to IX Wheels

Airwaves (SC7221) Slipper Tank (Small)

Aeroclub (V011) Six-Stack Exhaust Pipes

Aeroclub (C063) PR Mk IV/VII Canopies Airwaves (SC7222) Slipper Tank (Large)

Aeroclub (C002) PR Mk Ia Canopy

Airwaves (SC48037) PR Mk IC Type 1 Conversion

Airwaves (SC48051) PR Mk IX Conversion

Airwaves (SC48052) DH 3-Blade Prop & Spinner

Airwaves (SC7218) HF Wings

Airwaves (SC48038) PR Mk 1C Type 2 Conversion

Airwaves (SC48039) PR Mk 1F Conversion

Airwaves (SC48047) Mk V/IX Undercarriage & Plain Wheels

Airwaves (SC48044) Spitfire Cannon Barrels (x4)

Airwaves (SC48045) Mk IX Broad Chord/Pointed Rudder Airwaves (SC48060) C Wing

Airwaves (SC48016) Fish Tail Exhaust Stacks

Airwaves (SC48050) PR Mk X Conversion

Airwaves (SC48068) Oil Cooler

Airwaves (SC48067) PR Mk IG (Mk VII) Conversion Airwaves (SC7220) Tropical Filter XXX (Mk 30) Aero ‘Vee’ Filter

XXX (Mk 30) Radiator Flaps

Appendix II • Accessories & Conversions

145

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MANUFACTURER Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard Eduard Engines & Things Engines & Things Engines & Things Engines & Things Engines & Things Engines & Things Engines & Things Engines & Things Equipage Equipage Equipage Equipage Equipage Equipage ExtraTech ExtraTech E-Z Masks Falcon Falcon Falcon Falcon F.F. Flying High Flying High Flying High FormaPlane FotoCut FotoCut FotoCut FotoCut Gremlin Models Gryphon Miniatures Hawkeye Designs Hawkeye Designs High Flight Hi-Tech Hi-Tech Hi-Tech Hi-Tech ID Models InSight InSight KMC KMC KMC Koster Kubát Kubát Kubát Master Models MDC MDC MDC MDC MDC Medalion Models M&E Models Missing Link Model Force Model Force Model Force Moskit NCR Paragon Designs Paragon Designs Paragon Designs Paragon Designs Paragon Designs Paragon Designs Paragon Designs Paragon Designs Paragon Designs PART Pavla PD Models POMK POMK Red Roo Models Red Roo Models Red Roo Models Red Roo Models Reheat Replicast Ron’s Resin RS Models Sonic Industries Squadron Squadron Squadron Squadron Tally Ho! Tasman Teknics True Details True Details True Details True Details True Details True Details True Details Ultracast Ultracast Ultracast Ultracast Ultracast Ultracast Waldron Waldron Waldron XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30) XXX (Mk 30)

146

SCALE 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/32nd 1/32nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/32nd 1/32nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/48th 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/32nd 1/72nd 1/72nd 1/48th 1/48th 1/72nd 1/48th 1/32nd 1/48th 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/72nd 1/48th 1/32nd 1/32nd 1/32nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/32nd 1/32nd 1/32nd 1/32nd 1/32nd 1/32nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/72nd 1/72nd 1/72nd 1/72nd 1/48th 1/48th 1/48th 1/72nd 1/48th 1/72nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/24th 1/32nd 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th 1/48th

TYPE EB EB EB EB EB EB EB EB EB EB EB EB R R R R R R R R IM/Rb IM/Rb IM/Rb IM/Rb IM/Rb IM/Rb EB EB Ma VF VF VF VF R WM R WM VF EB EB EB EB R R R R R/WM R R R R F R R R R R VF R R R R R R R R R R IM R/VF VF VF VF WM R R R/VF R/VF R R/VF R/VF R/VF R/VF R/VF EB VF R R R R R R R EB R R R R VF VF VF VF Ma VF R/EB R Ma Ma Ma R R48018 R R R R R R R EB/AC EB/AC EB/AC R R R R R R R R R R R R R

Appendix II • Accessories & Conversions

22/2/01

PRODUCT NO 48099 48100 48103 48106 48107 48117 48277 48279 48293 FE102 32029 32030 72034 72080 72107 48035 48036 48103 32027 32004 19 19B 19C 1 2 3 EX026 EX040 C006 Set 2 Set 3 Set 31 0415 48001 4815 72001 PNA02 SC72 SL72 SC48 SL48 48-14 GM021 120 126 HF-3202 72011 72039 48008 48188 25010 32010 484003 485007 486013 KAE1

CV015 CV023 CV024 CV025 CV026 MM42 K.C.001 17

72010 7266 72013 72046 48114 32029 32030 32031 32036 32042 32043 S72-029 P4802 48POA43 48POA81 RRR72102 RRR72103 RRR72104 48115 RH095 72021 72028 9108 9123 9508 9533 P480001 TA7204 4829 72018 41000 41002 41038 48016 Mk I to IX Wheels 48086 48020 48038 48039 48040 48041 48044 2415 3215 4815 001 002 003 004 005 006 007 008 009 017 021 030A 031

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ITEM Mk IX Flaps Mk IX Detail Set Mk V Detail Set Mk I Detail Set Mk V Flaps Mk I Flaps Mk IXe Detail Set Mk IXe Flaps Mk Vb Detail Set Mk Vb (‘Zoom’ Series) Mk Vb (Interior) Mk Vb (Exterior) Rolls-Royce Merlin II/III Rolls-Royce Merlin XX/XXI Rolls-Royce Merlin 61/68 Rolls-Royce Merlin II/III Rolls-Royce Merlin 61/68 Rolls-Royce Merlin XX/XXI Rolls-Royce Merlin II/III Exhaust Stacks Mk I to IX Main Wheels Mk XVI Main Wheels Mk V Trop Main Wheels Mk I to IX Main Wheels Mk XVI Main Wheels Mk V Trop Main Wheels Mk I to V Detail Set Mk IX Detail Set Mk I/V RAF Fighter Canopy Set WWII Fighter Canopy Set RAF WWII Canopy Set Triple Conversion (Inc PR Mk IX) Merlin 29-55 Entry Doors (x5) Gull-Wing Insert Entry Doors (x5) Floatplane Floats & Fin Cockpit Detail Set Undercarriage Fairings (4 Types) Cockpit Detail Set Undercarriage Fairings (4 Types) Gull-Wing Insert Floatplane Conversion Four-Blade Propeller & Spinner Cockpit Detail Set Mk VII/VIII/IX Conversion Mk IX Detail Set Mk V Detail Set Mk IX Conversion Mk IX Conversion Floatplane Conversion Mk VIII Reflector Gunsight Mk VIII Reflector Gunsight Mk Vb Upgrade Set Mk Vb Control Surfaces Mk Vb Cockpit Set Mk VII/VIII/IX Conversion Hispano (20mm) cannon Engine Bearers (Merlin) Merlin 29-55 Mk Vb Floatplane Conversion Seafire Mk Ib Conversion Seafire Mk II Conversion Type C Wing Seafire Mk III Conversion Mk V Cockpit Detail Set Mk IX Two-Seat Conversion Mk IXe Conversion PR Mk IV Conversion Mk VIII/IX Conversion PR Mk X/XI Conversion Mk VIII/IX/XVI Exhaust Stacks Mk VIII/IX Detail Set 6-Stub Exhaust Stacks Prototype Conversion Prototype Conversion Spitfire Five-Spoke Wheels Prototype Conversion Mk VIII Conversion Mk IX Conversion Mk XVI (Standard Canopy) Conv Mk XVI (‘Bubble’ Canopy) Conv Mk IX Detail Set Mk XVIe Canopy Rotol Propeller & Spinner Mk I to IX Wheels Mk I to V Control Surfaces Mk Vc Tropical Filter Mk Vc Cannon Bulges Mk Vc Oil Cooler Gull Wing Insert Mk I to V Detail Set Five-Spoke Wheels DB605 Spitfire Conversion Access Doors (x5) Mk V to IX Canopy Mk I/II Canopy Mk V Canopy Mk I/II Canopy RAF Roundels - Spitfire Prototypes Canopy Mk I to V Cockpit Update Mk I to IX Wheels Mk Vb ‘Fast Frames’ Mk Vb ‘Fast Frames’ Mk Vb ‘Fast Frames’ Mk X & Later Wheels Smooth Tread Mk I to IX Wheels Seat Control Surfaces Control Surfaces Exhaust Stacks Exhaust Stacks Exhaust Stacks Cockpit Placards & Metal Parts Cockpit Placards & Metal Parts Cockpit Placards & Metal Parts HF Wing Tips LF Wing Tips ‘Long Merlin’ Cowl PR Oil Tank (Short Nose) Radiator Flaps Late Elevators Late Type Rudder Pressure Intake & ‘Coffman’ Bulge Bulged Main Wheels Cannon Bulges PR Centreline Tank/Cameras Beer Barrels & Wing Racks Aero ‘Vee’ Filter

DESIGNED FOR/NOTES Arii/Otaki kit Arii/Otaki kit Hasegawa kit Tamiya kit Hasegawa kit Tamiya kit Ocidental kit Ocidental kit Tamiya kit Tamiya kit Hasegawa kit Hasegawa kit Mk I Mk I Mk V/VIII/IX Mk I Mk V/VIII/IX Mk II Mk I Revell Mk I Smooth or Treaded Smooth or Treaded Smooth or Treaded Smooth or Treaded Smooth or Treaded Smooth or Treaded

XXX (Mk 30) HF Wing Tips

XXX (Mk 30) Pressure Intake & ‘Coffman’ Bulge

Tamiya kits Inc Mk I/II/PR.IV/V/IX/XVI Inc Mk IV/V/IX Inc Mk IV/V Mk V/VI & PR Mk IV ‘Dangly Bits’ Range

XXX (Mk 30) Bulged Main Wheels

‘Dangly Bits’ Range

XXX (Mk 30) LF Wing Tips Hasegawa (Mk V or VI) kits Hasegawa kit Revell kit Hasegawa or Tamiya kits Arii/Otaki kit Mk I to XII Mk I to XII Tamiya kit Hasegawa or Tamiya kits Hasegawa kit

XXX (Mk 30) Late Elevators

Mk V/VI & PR Mk IV Type B & E Wings Hasegawa kit Hasegawa or Tamiya kits Hasegawa or Tamiya kits Hasegawa or Tamiya kits Hasegawa kit Matchbox Mk IX kit Otaki Mk VIII kit

Hollow Metal

Hasegawa kit Tamiya Mk I kit Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Heller kit Mk II/IV

XXX (Mk 30) Beer Barrels & Wing Racks

kit kit kit kit kit kit

Tamiya kits

XXX (Mk 30) Cannon Bulges Tamiya or Hasegawa kits Mk V Floatplane Heller kit

Die-Cut Masks Ex-Falcon Smooth Tread Introductory Set

XXX (Mk 30) PR Centreline Tank/Cameras

Hasegawa kit Smooth Tread (4 Spoke) Smooth Tread Mk I to XIV Tamiya Mk I kit Tamiya Mk Vb & Vb Trop kits Tamiya Mk I kit Tamiya Mk Vb & Vb Trop kit Hasegawa Mk Vb kit

XXX (Mk 30) ‘Long Merlin’ Cowl

Mk VIII/IX

KEY Mk VIII et AC = Acetate Film EB = Etched Brass VF = Vac-form Plastic R = Resin Rb = Rubber M = Metal/Pewter P = Paper A = Acetate

Vi = Vinyl Ma = Mask (Die-Cut) Note: Some of the above manufacturers are no longer in business. Please check with your local hobby shop for availability.

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MDC (CV024) Seafire Mk II Conversion Delta Bits (5011) PR MK X/XI Conversion

Paragon Designs (32030) Prototype Conversion

Cooper Details (4810) Mk I to IV Detail Set

MDC (CV026) Seafire Mk III Conversion

Paragon Designs (48114) Prototype Conversion

Paragon Designs (72046) Prototype Conversion

MDC (CV015) Mk Vb Floatplane Conversion

Paragon Designs (32031) Mk VIII Conversion

Paragon Designs (32036) Mk IX Conversion

Red Roo Models (RRR72103) Mk Vc Cannon Bulges

MDC (CV025) Type C Wing

MDC (CV023) Seafire Mk Ib Conversion KMC (486013) Mk Vb Cockpit Set

Paragon Designs (32029) Spitfire Five-Spoke Wheels

Paragon Designs (32042) Mk XVI (Standard Canopy) Conversion

Cooper Details (4811) Mk Vb Update Set Reheat (RH095) Mk I to V Detail Set

POMK (48POA81) Mk I to V Control Surfaces

Eduard (72234) Mk IX Detail Set Paragon Designs (32043) Mk XVI (‘Bubble’ Canopy) Conversion

Eduard (FE102) Mk Vb Detail Set

Pavla Mk XVIe Canopy Eduard (SS107) Mk Vb Detail Set

Eduard (48277) Mk IXe Detail Set

Eduard (72288) Mk IX Detail Set

Appendix II • Accessories & Conversions

147

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Spitfire Decals MANUFACTURER SCALE SHEET NO. TITLE ADS 1/72nd 010-72 Middle Eastern Spitfires Part 1 Mk IX, D-130, No. 101 Squadron, IAF Mk IX, 2001, ‘Black 10’, No. 101 Squadron, IAF Mk IX. 2004, ‘Black 14’, No. 101 Squadron, IAF Mk IX, 664, ‘Red L’, No. 2 Squadron, REAF ADS 1/48th 010-48 Middle Eastern Spitfires Part 1 Mk IX, D-130, No. 101 Squadron, IAF Mk IX, 2001, ‘Black 10’, No. 101 Squadron, IAF Mk IX. 2004, ‘Black 14’, No. 101 Squadron, IAF Mk IX, 664, ‘Red L’, No. 2 Squadron, REAF AeroMaster 1/72nd 72-003 Battle of Britain Mk I, X4330, QJ•G, No. 616 Squadron, RAF Kirton-on-Lindsey, September 1940. Mk I, R6595, No. 610 (County of Chester) Squadron, RAF Biggin Hill, August 1940. AeroMaster 1/72nd 72-028 Battle of Britain Spitfires Mk I, X4330, QJ•G, No. 616 Squadron, flown by Plt Off J.E.Johnson, RAF Kirton-on-Lindsey, September 1940. Mk I, L1004, LO•Q, No. 602 Squadron, flown by Sqn Ldr Johnstone, RAF Tangmere, August 1940. Mk I, R6595, DW•O, No. 610 (County of Checter) Squadron, RAF Biggin Hill, August 1940. Mk I, P7531, LZ•I, No. 421 Flight, flown by Sqn Ldr C. Greene, RAF Hawkinge, November 1940. Mk I, R6690, PR•Q, No. 609 Squadron, flown by Plt Off M. Appleby, RAF Middle Wallop, September 1940. Mk IX, UM•N, No. 152 Sqn, Italy, 1943 Mk Vb, YT•D, No. 65 (East India) Squadron, Debden Mk I, XT•M, No. 603 Squadron AeroMaster 1/72nd 72-050 RAF Roundels Spitfire & Hurricane AeroMaster 1/72nd 72-051 RAF Roundels Spitfire & Hurricane (Early) AeroMaster 1/72nd 72-068 Spitfire Mk V Collection Part II Mk IIb, P8342, UZ•N, No. 306 (Polish) Squadron, RAF Northolt, August 1941. Mk Vb, AD140, JH•H, No 317 (Wilenski) Squadron, 1941. Mk Vb, EP688, WR•R, No. 40 (SAAF) Squadron, Italy, 1943. Mk Vc, JL316, •2, Free French Air Force, 1944. AeroMaster 1/72nd 72-069 Spitfire Mk IX Collection Part I Mk IXc, ML296, DU•N, No. 312 Squadron, RAF North Weald, 1944. Mk IXc, MJ832, DN•T, No. 416 (RCAF) Squadron, 1944. Mk IXc, SM147, Z•, No. 173 Squadron, Italy, 1945. Mk IXb, NL•P, No. 341 (Free French) Squadron, 1944. Mk VIII, HL•X, 308th Fighter Squadron, 31st Fighter Group, USAAF, Italy, 1943. AeroMaster 1/72nd 72-071 Spitfires Down Under Mk Vc, BS219, ZP•X, No. 457 Squadron, RAAF, Camden NSW, late 1943. Mk Vc, A58-236, QY•G, No. 452 Squadron, RAAF, Darwin, late 1943. Mk VIII, A58-517, UP•F, B Flight, No. 79 Squadron, RAAF, Morotai, New Guinea, 1945. Mk VIII, A58-641, ZP•Q, No. 457 Squadron, RAAF, Morotai, New Guinea, 1945. AeroMaster 1/72nd 72-136 Spitfire Mk IX Collection Mk IXc, ML296, DU•N, No. 312 Squadron, RAF North Weald, 1944. Mk IXc, MJ832, DN•T, No. 416 (RCAF) Squadron, 1944. Mk IXc, SM147, Z•, No. 173 Squadron, Italy, 1945. Mk IXb, NL•P, No. 341 (Free French) Squadron, 1944. Mk VIII, HL•X, 308th Fighter Squadron, 31st Fighter Group, USAAF, Italy, 1943. Mk IXc, MA454, UM•V, No. 152 Squadron, Italy, 1943. AeroMaster 1/72nd 72-141 Spitfires Down Under Mk Vc, BS219, ZP•X, No. 457 Squadron, flown by Fg Off ‘Butch’ Hamilton, Camden NSW, late 1943. Mk Vc, A58-236, QY•G, ‘Junior’, No. 452 Squadron, flown by Plt Off ‘Junior’ Beaton, Darwin, late 1943. Mk VIII, A58-517, UP•F, B Flight, No. 79 Squadron, flown by Flt Lt Norm Smithhell, Morotai, New Guinea, 1945. Mk VIII, A58-641, ZP•Q, No. 457 Squadron, flown by Flt Lt Alf Glendenning, Morotai, New Guinea, 1945. AeroMaster 1/72nd SP72-05 Battle of Britain Special Mk I, L1027, LO•A, No. 602 Squadron, RAF Westhampnett, August 1940. Mk I, X5253, FY•N, No. 611 Squadron, flown by Plt Off W. Duncan Smith DSO & Bar, DFC & Bar, RAF Digby, November 1940. Mk I, N3093 QJ•WII, flown by Flt Lt Gilliam, No. 616 Squadron, RAF, June 1940. Mk II, P7666, EB•Z, No. 41 Squadron, RAF, November 1940. AeroMaster 1/48th 48-009 Red Stars in the Sky Mk Vb, ‘White 65’, Soviet Air Force, 1945. AeroMaster 1/48th 48-026 Spitfire & Hurricane RAF Roundels (Early) AeroMaster 1/48th 48-027 Spitfire & Hurricane RAF Roundels (Late) AeroMaster 1/48th 48-042 Spitfire Mk V Collection Mk Vb, BM144, RF•D, No. 303 (Polish) Squadron, RAF Kirton-on-Lindsey, June 1942 Mk Vb, AA853, WX•C, No. 302 (Polish) Squadron, July 1942 Mk Vc, JK???, DB•R, No. 2 (SAAF) Squadron, North Africa, 1942. Mk Vb, 19, Portuguese Air Foce, 1943. Mk Vc, JK195, Royal Egyptian Air Force. AeroMaster 1/48th 48-078 Battle of Britain Spitfires Mk I, X4330, No. 616 Squadron, RAF Kirton-on-Lindsey, September 1940. Mk I, R6595, No. 610 (County of Chester) Squadron,RAF Biggin Hill, August 1940. Mk I, L1004, No. 602 Squadron, RAF Tamgmere, August 1940. Mk I, R6690, No. 609 Squadron, RAF Middle Wallop, September 1940. Mk I, P7531, No. 421 Flight, RAF Hawkinge, November 1940. AeroMaster 1/48th 48-122 Spitfire Mk V Collection Part II Mk IIb, P8342, UZ•N, No. 306 (Polish) Squadron, RAF Northolt, August 1941. Mk Vb, AD140, JH•H, No 317 (Wilenski) Squadron, 1941. Mk Vb, EP688, WR•R, No. 40 (SAAF) Squadron, Italy, 1943. Mk Vc, JL316, •2, Free French Air Force, 1944. AeroMaster 1/48th 48-123 Spitfire Mk IX Collection Part I Mk IXc, ML296, DU•N, No. 312 Squadron, RAF North Weald, 1944. Mk IXc, MJ832, DN•T, No. 416 (RCAF) Squadron, 1944. Mk IXc, SM147, Z•, No. 173 Squadron, Italy, 1945. Mk IXc, MA454, UM•V, No. 152 Squadron, Italy, 1943 Mk IXb, NL•P, No. 341 (Free French) Squadron, 1944. Mk VIII, HL•X, 308th Fighter Squadron, 31st Fighter Group, USAAF, Italy, 1943. AeroMaster 1/48th 48-124 Spitfires Down Under Mk Vc, BS219, ZP•X, No. 457 Squadron, RAAF, Camden NSW, late 1943. Mk Vc, A58-236, QY•G, No. 452 Squadron, RAAF, Darwin, late 1943. Mk VIII, A58-517, UP•F, B Flight, No. 79 Squadron, RAAF, Morotai, New Guinea, 1945. Mk VIII, A58-641, ZP•Q, No. 457 Squadron, RAAF, Morotai, New Guinea, 1945. AeroMaster 1/48th 48-209 Spitfires at War Part 1 Mk IX, JE•J, flown by Wg Cdr J.E. Johnson, No. 144 Wing Mk VIII, A58-464, CR•C flown by Gp Capt C. Caldwell, No. 80 Wing. LF Mk IXb, MK392, JE•J, No 141 Wing, flown by Wg Cdr ‘Johnny’ Johnson, RAF Ford, 1944. ON•W, No. 124 Squadron AeroMaster 1/48th 48-210 Spitfires at War Part II MD120, NX•D, NO. 131 Squadron EM336, ZX•6, No. 145 Squadron, Tunisia, 1943. RF•M, No. 303 (Polish) Squadron, RAF Kirton-on-Lindsey. Mk V, R7272 AeroMaster 1/48th 48-243 Spitfire RAF Roundels (Early) AeroMaster 1/48th 48-244 Spitfire RAF Roundels (Late War) AeroMaster 1/48th 48-363 The Eagle Squadron Part I Mk Vb, BM590, AV•R, No. 121 (Eagle) Squadron, 1941-2. zAeroMaster 1/48th 48-364 The Eagle Squadron Part II Mk Vb, BL376, XR•B, ‘Stinky’, 344th Fighter Squadron, 4th Fighter Group, flown by Lt Duane Beeson, Debden, October 1942. Mk Vb, BL722, MD•B, 336th Fighter Squadron, 4th Fighter Group, flown by Lt Leroy Gover, Debden, October 1942. Mk Vb, AB271, MD•E, ‘Doreen I’, 336th Fighter Group, 4th Fighter Group, flown by Capt John Du Four, Debden, September 1942. Mk Vb, BM260, MD•C, No. 133 (Eagle) Squadron, flown by Sqn Ldr Sir Eric Hugh Thomas, RAF Biggin Hill, Summer 1942.

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Appendix III • Spitfire Decals

Appendix

Tally Ho! (4206) Portugese Fighters 1940-50

III

Kits at War (K4/2) Dutch Decals (48018) Spitfire LF Mk IX LuchtStrijdKrachten

Tally Ho! (72 004) Wg Cdr Karel Mrázek

Flights of Fantasy (48-002) RAF Spitfire Collection Pt.1 ADS (010-72) Middle Eastern Spitfires 1948 Pt 1

ExtraTech (D-04) Spitfire Mk Vb flown by Czechoslovakian pilots

Eagle Strike (72010) Spitfire Fighters Pt.I

SuperScale (48-561) Spitfire Aces

Aussie Decals (A48014) RAAF Spitfires

Eagle Strike (32004) Eagle Squadron: Spitfire Mk Vbs

SuperScale (48-563) Spitfire Aces

Almarks (C9) ‘Victory in Sight’

SuperScale (48-546) RAAF Spitfires

SuperScale (48-630) Spitfire Mk Is

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SuperScale (48-631) Spitfire Mk Is SuperScale (72-698) Spitfire Mk Vbs

AeroMaster (48-442) Seafires Pt.II

AeroMaster (48-443) Seafires Pt.III

AeroMaster (48-364) The Eagle Squadron Pt.II

AeroMaster (48-122) Spitfire Mk V Collection Pt.II

AeroMaster (72-003) Battle of Britain

AeroMaster (72-050) Spitfire/Hurricane Roundels (Late)

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AeroMaster (48-441) Seafires Pt.I

AeroMaster (48-363) The Eagle Squadron Pt.I

AeroMaster (48-009) Red Stars in the Sky

AeroMaster (72-028) Battle of Britain Spitfires

AeroMaster (72-051) Spitfire/Hurricane Roundels (Early)

AeroMaster (72-068) Spitfire Mk V Collection

AeroMaster (72-136) Spitfire Mk IX Collection

MANUFACTURER SCALE SHEET NO. TITLE AeroMaster 1/48th 48-441 Seafires Pt.I Mk Ib, MD340, flown by Lt Cdr Duncan Hamilton, Port Reitz, Kenya. Mk IIc, MB189, 7•T, No. 880 Squadron, HMS Indomitable, February 1943. Mk Ib, MB345, K•, No. 885 Squadron, HMS Formidable, February 1943. Mk IIc, MB156, 06•G, No. 885 Squadron, HMS Formidable, October 1942. AeroMaster 1/48th 48-442 Seafires Pt.II L Mk III, NN460, H6•X, No. 894 Squadron, HMS Indefatigable, Ceylon, 1944. L Mk III, NN344, K•O, No. 899 Squadron, HMS Khedive, September 1944. L Mk III, NN212, S112, No. 887 Squadron, HMS Indefatigable, BPF, August 1945. Mk III, NF664, A•S, No. 879 Squadron, HMS Attacker, Aegean Sea, 1944. AeroMaster 1/48th 48-443 Seafires Pt.III Mk III, NN300, D5•0, No. 807 Squadron, flown by Lt Cdr George Baldwin, HMS Hunter, Singapore, 1945. L Mk III, PR146, 54S-12, •124, Escadrille 54, de I’Aeronautique Navale Carrier ‘Arromanches’, Indochina, 1948. Mk III, PX932, I.F.22, Escadrille 1.F, de I’Aeronautique Navale Carrier ‘Arromanches’, Indochina, 1948-9. Mk IIc, C•A (or S•A), No.809 Squadron, flown by Maj Al Wright, HMS Stalker (or HMS Unicorn), Italy, 1943. AeroMaster 1/48th 148-009 Spitfire Stencils AeroMaster 1/48th SP48-05 Battle of Britain Special Mk I, L1027, LO•A, No. 602 Squadron, RAF Westhampnett, August 1940. Mk I, X5253, FY•N, No. 611 Squadron, flown by Plt Off W. Duncan Smith DSO & Bar, DFC & Bar, RAF Digby, November 1940. Mk I, N3093 QJ•WII, flown by Flt Lt Gilliam, No. 616 Squadron, RAF, June 1940. Mk II, P7666, EB•Z, No. 41 Squadron, RAF, November 1940. Almarks 1/72nd C1 Battle of Britain Included 2x Spitfire Options Almarks 1/72nd C7209 Victory in Sight Mk VIII, A58-497, RG•V, No 80 (RAAF) Squadron, flown by Wg Cdr H.Gibbs, Morotai, New Guinea. Mk VIII, A58-631, ZP•V, flown by Flt Lt Scrimgeour, No. 457 Squadron, June 1945. Mk IXc, MH660, V•Y, No. 1435 Squadron, Brindisi, 1941.Mk IXc, MH550, V•B, No. 1435 Squadron, Srottoshi, 1944. LF Mk IXc, MH712, WX•D, No. 302 (Polish) Squadron. Almarks 1/48th A4805 Victory in Sight Mk VIII, A58-497, RG•V, No 80 (RAAF) Squadron, flown by Wg Cdr H.Gibbs, Morotai, New Guinea. Mk VIII, A58-631, ZP•V, flown by Flt Lt Scrimgeour, No. 457 Squadron, June 1945. Mk IXc, MH660, V•Y, No. 1435 Squadron, Brindisi, 1941.Mk IXc, MH550, V•B, No. 1435 Squadron, Srottoshi, 1944. LF Mk IXc, MH712, WX•D, No. 302 (Polish) Squadron. Arrow Graphics 1/72nd B-81-72 Spitfire Mk IX Mk IXb, KH•Z, No. 403 (RCAF) Squadron, flown by Wg Cdr Robert McNair, 1943. Aussie Decals 1/72nd A72017 RAAF Spitfires Mk VIII, ZP•, No. 457 Squadron, RAAF Darwin, 1944. Mk Vc, A58-137, UP•T, No. 79 Squadron, RAAF, 1945. Mk Vc, A58-250, SH•K, ‘Marge’, RAAF Pearce, 1945. Aussie Decals 1/48th A48014 RAAF Spitfires Mk VIII, ZP•, No. 457 Squadron, RAAF Darwin, 1944. Mk Vc, A58-137, UP•T, No. 79 Squadron, RAAF, 1945. Mk Vc, A58-250, SH•K, ‘Marge’, RAAF Pearce, 1945. Aviation Usk 1/72nd 7002 Spitfire Mk V/IX Blue Rider 1/144th MS-003 Partisan Spitfires Mk Vb, ES257, •X, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, BR130, DJ•, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, JK608, C•, No. 352 (Yugoslav) Squadron, RAF, September 1944. Mk Vc, MH592, G•, No. 352 (Yugoslav) Squadron, RAF, flown by Sqn Ldr Hinko Soic, Autumn 1944. Mk Vc, EP439, K•, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, JK764, L•, No. 352 (Yugoslav) Squadron, RAF, Vis Airfield, Autumn 1944. Mk Vc, JL168, P•, No. 352 (Yugoslav) Squadron, RAF, Canne Airfield, Termoli, Italy, Autumn 1944. Mk Vc, JK808, B•, No. 352 (Yugoslav) Squadron, RAF, Prkos Airfield, Zadar, Yugoslavia, March 1945. Blue Rider 1/72nd BR249 Partisan Spitfires Mk Vb, ES257, •X, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, BR130, DJ•, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, JK608, C•, No. 352 (Yugoslav) Squadron, RAF, September 1944. Mk Vc, MH592, G•, No. 352 (Yugoslav) Squadron, RAF, flown by Sqn Ldr Hinko Soic, Autumn 1944. Mk Vc, EP439, K•, No. 352 (Yugoslav) Squadron, RAF, ,mid-1944. Mk Vc, JK764, L•, No. 352 (Yugoslav) Squadron, RAF, Vis Airfield, Autumn 1944. Mk Vc, JL168, P•, No. 352 (Yugoslav) Squadron, RAF, Canne Airfield, Termoli, Italy, Autumn 1944. Mk Vc, JK808, B•, No. 352 (Yugoslav) Squadron, RAF, Prkos Airfield, Zadar, Yugoslavia, March 1945. Blue Rider 1/72nd CD-002 Hergé’s Tintin Unknown mark used by Emir of Khemedi’s Air Force in ‘Land of the Black Gold’ Blue Rider 1/48th BR519 Partisan Spitfires Mk Vb, ES257, •X, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, BR130, DJ•, No. 352 (Yugoslav) Squadron, RAF, mid-1944. Mk Vc, JK608, C•, No. 352 (Yugoslav) Squadron, RAF, September 1944. Mk Vc, MH592, G•, No. 352 (Yugoslav) Squadron, RAF, flown by Sqn Ldr Hinko Soic, Autumn 1944. Mk Vc, JL168, P•, No. 352 (Yugoslav) Squadron, RAF, Canne Airfield, Termoli, Italy, Autumn 1944. Carpena 1/72nd 72.04 Indochina 1945-54 Pt.1 Carpena 1/72nd 72.10 Exotic Spitfires Pt.1 Mk IX, BS538, NL•B, RAF. JL316, •2, Free French Air Force. Mk V, AX•D, 107 Squadron. RN135, YB•A, No. 17 Squadron Russian Air Force Mk Vc, JK195, Royal Egyptian Air Force. Seafire Mk III, PX932, I.F.22, Escadrille 1.F, de I’Aeronautique Navale Carrier ‘Arromanches’, Indochina, 1948-9. Mk Vb, AA853, WX•C, No. 302 (Polish) Squadron, July 1942 PT650, GW•D, Free French Air Force. PR Mk XI, MB950, 14th Photo Reconnaissance Sqn, USAAF 5621, RSAAF. Carpena 1/72nd 72.17 Exotic Spitfires Pt.2 TD997 Mk IIB, P8342, UZ•N, No. 306 (Polish) Squadron, RAF Northolt, August 1941. 3W•II, RNethAF Seafire Mk III, 146, No 1 Fighter Squadron, IAC. Mk Vb, 19, Portuguese Air Foce, 1943. N3029, DW•K, No. 610 (County of Chester) Squadron, RAF Biggin Hill JK228, HL•AA, 308th Fighter Squadron, 31st Fighter Group, USAAF. Mk Vc, A58-178, UP•G, No. 79 Squadron, RAAF, Kiriwana Island, 1943. Carpena 1/72nd 72.18 Exotic Spitfires Pt.3 LF Mk IX, TD954, D•Seafire Mk Ib, MB335, 3Y•E Seafire Mk IIc, MB312, 3Q• F Mk IX, MA466, BQ•S, No. 451 Squadron 54.S.22, French Navy LF Mk IX, SL628, HL• RNethAF LF Mk IX, RR194, RAB• Carpena 1/48th 48.14 Exotic Spitfires Mk IX, BS538, NL•B, No. 341 (Free French) Squadron PR Mk XI, MB950, 14th Photo Reconnaissance Sqn, USAAF Carpena 1/48th 48.62 Clostermann & The Spitfire Mk IIA, TO•S, No. 61 OTU, January 1942 Mk IXc, BS538, NL•B, No. 341 (Free French) Squadron HF Mk VII, MD114, DU•G, No. 312 (Czech) Squadron LF Mk Vb, BL686, LO•D, No. 602 (City of Glasgow) Squadron Mk IXc, MH526, LO•D, No. 602 (City of Glasgow) Squadron Carpena 1/48th 48.63 Spitfire Mk VIII & IX Aces Mk IXc, MK392, JE•J, flown by Wg Cdr J.E. Johnson, No. 144 Wing Mk IXc, PT396, EJ•C, flown by Wg Cdr ‘Jack’ Charles, Tangmere Wing Mk VIII, A58-497, RG•V, flown by Wg Cdr Robert Gibbs, No. 80 Wing, RAAF Mk IXc, ML214, 5J•K, flown by Sqn Ldr John Pagis, No. 126 Squadron LF Mk VIII, MD371, FB•, flown by Gp Capt Robert Boyd, No. 239 Wing Carpena 1/48th 48.64 Spitfire Mk IX/XVI Mk IXc, MJ772, NL•R, No. 341 (Free French) Squadron, Biggin Hill Mk IX, MH388, •CM, flown by Sqn Ldr C. Martell, NO. 80 OTU Mk IXc, BS392, GW•S, No. 340 (Free French) Squadron, Biggin Hill Mk XVI, TB858, GW•P, Groupe de Chasse III/2 ‘Ile de France’ Mk IXc, MH497, NL•M, No. 341 (Free French) Squadron Daco Products 1/72nd D7237 Belgian Air Force Roundels & Squadron Codes Daco Products 1/72nd D7238 Belgian Air Force Spitfire Serial Numbers Daco Products 1/48th D4837 Belgian Air Force Roundels & Squadron Codes MANUFACTURER SCALE SHEET NO.

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Page 150

MANUFACTURER SCALE SHEET NO. TITLE Daco Products 1/48th D4838 Belgian Air Force Spitfire Serial Numbers Delta Decals 1/72nd 72-004 RAF Spitfire Collection Part 1 Mk Vb, W3970, JH•Y, No. 317 (Polish) Squadron PR Mk XI, PL975, No.400 (RCAF) Squadron, Schneverdingen, Germany, 1945. Mk I, AR219, LV•N, No. 57 OTU, RAF Hawarden, October 1941. PR Mk X, MD194, No. 541/542 Squadron, RAF Benson. PR Mk VI, BP932, No. 69 Squadron, Malta, 1943. Dutch Decals 1/48th 48018 Spitfire LF Mk IX LF Mk IX, MH424, H•53, No. 322 Squadron, LSK (LuchtStrijdKrachten), Tjililitan, Java, 1948-9. LF Mk IX, MJ893, H•69, No. 322 Squadron, LSK, Tjililitan, Java, 1948-9. LF Mk IX, NH188, H•64, No. 322 Squadron, LSK, Tjililitan, Java, 1948-9. LF Mk IX, MJ143, H•1, Jachtvliegschool, LSK, Twenthe Air Base, 1947. LF MK IX, MK632, H•13, Jachtvliegschool, LSK, Deelene Air Base, 1947. LF Mk IX, MK913, H•34, Jachtviegschool, LSK, Twenthe Air Base, 1949. LF Mk IX, MJ580, H•35, Jachtviegschool, LSK, Twenthe Air Base, 1949. LF Mk IX, MK923, H•104, No. 322 Squadron, LSK,Tjililitan, Java, 1948-9. Eagle Strike 1/72nd 72010 Spitfire Fighters Pt.I Mk Vb, EP688, WR•R, No. 40 (SAAF) Squadron, Southern Italy, August 1943. Mk IXc, ML296, DU•N, No. 312 Squadron, flown by Flt Lt Otto Smik, RAF Lympne, September 1944. Mk IXc, MJ832, DN•T, No. 416 (RCAF) Squadron, 1944. Mk VIII, A58-512, UP•F, No. 79 Squadron, flown by Lt Norm Smithhell, Morotai, New Guinea, 1944. Eagle Strike 1/32nd 32004 Eagle Squadron Mk Vb, BL?22, MD•B, 336th Fighter Squadron, Mk Vb 4th Fighter Group, flown by Lt Leroy Gover, Debden, October 1942. Mk Vb, BL376, XR•B, 334th Fighter Squadron, 4th Fighter Group, flown by Lt Duane Beeson, Debden, October 1942. Mk Vb, BL255, MD•T, No. 133 (Eagle) Squadron, flown by 1st Lt Don Gentile, RAF Biggin Hill, August 1942. Eduard 1/72nd 72-685 RAF Czech Aces Mk Vb, BL973, RY•S, flown by Flt Lt Stanislav Fejfar Also #72003 Mk Vb, EN768, KM•, flown by Wg Cdr Karel Mrazek Mk IXc, ML296, DU•N, flown by Flt Lt Otto Smik Mk IXc, VY•, flown by Wg Cdr Thomas Vybiral ExtraTech 1/72nd D-04 Spitfire Mk Vb Mk Vb, AB133, YT•E, flown by Flt Lt Frantisek Louchy, No. 65 (East India) Squadron, Debden, December 1941. Mk Vb, W3962, RY•X, flown by Fg Off Karlem Vykoukal, No. 313 (Polish) Squadron, 1941. Mk Vb, BL487, DU•Z, flown by Sgt Josef Keprt, No. 312 (Czech) Squadron, RAF Harrowbeer, Summer 1942. Mk Vb, EP660, DU•O, No. 312 (Czech) Squadron, RAF Harrowbeer, 1942. Mk Vb, BL517, NN•E, flown by Fg Off Bohuslav Kimlicka, No. 310 (Czech) Squadron. Mk Vb, EP464, NN•E, flown by Flt Lt Bohuslav Kimlicka, Operation ‘Jubilee’, Redhill, August 1942. ExtraTech 1/72nd D-14 Spitfire Mk V Mk V, flown by Wg Cdr Dolezal Mk V, flown by Wg Cdr Mrázek. Flights of Fantasy 1/48th 48-002 RAF Spitfire Collection Part 1 Mk Vb, W3970, JH•Y, No. 317 (Polish) Squadron PR Mk XI, PL975, No.400 (RCAF) Squadron, Schneverdingen, Germany, 1945. Mk I, AR219, LV•N, No. 57 OTU, RAF Hawarden, October 1941. PR Mk X, MD194, No. 541/542 Squadron, RAF Benson. PR Mk VI, BP932, No. 69 Squadron, Malta, 1943. InTech 1/72nd 80th Anniversary of the Polish Air Force Mk IX, EN315, ZX•6, No. 145 Squadron, Tunisia, 1943. InTech 1/72nd Polish Air Force Part 3 Mk IXc, EN459, ZX•I, ‘Skalski Curcus’, No. 145 Squadron, flown by Lt Eugeniusz Horbaczewski, Tunisia, Spring 1943. Kanga 1/72nd 72.006 Invasion Stripes Mk IX Kits at War 1/72nd K7/3 Mk Vb, JU•H, No. 111 Squadron, RAF Debden, 1941. Kits at War 1/48th K4/2 Mk I, K9797, No. 19 Squadron, Red Flight, RAF Duxford, 1938. Mk I, K9795, No. 19 Squadron, Yellow Flight, RAF Duxford, 1938. Kits at War 1/48th K4/4 Mk I, K9987, RB•V, No. 66 Squadron, RAF Upwood, 1939. Mk Vb, JU•H, No. 111 Squadron, RAF Debden, 1941. Mk IIc, P8131, AQ•C, No. 276 (ASR) Squadron, 1943. Kits at War 1/48th K4/5 FR Mk III, NN621, N, 1•15, No. 801/880 Squadron, HMS Implacable, 1945. Max Decals 1/72nd 72-001 Irish Air Corps 1946-96 T Mk IX, 163, Irish Air Corps. Max Decals 1/72nd 72-002 Irish Air Corps 1938-48 Seafire L Mk III, 149, Irish Air Corps, 1947. Max Decals 1/48th 48-001 Irish Air Corps 1922-97 Seafire L Mk III, 149, Irish Air Corps, 1947. Microdecals 1/32nd 8 RAAF Spitfires N/K MSAP 1/48th 4814 USAAF Mk V, ER120, CF•D, 5th Fighter Squadron, USAAF Mk V, HM•L, 308th Fighter Squadron, USAAF. Mk V, HL•J, 308th Fighter Squadron, flown by Capt Johnson, USAAF. Mk V, AX•D, 107 Squadron. Mk VIII, HL•X, 308th Fighter Squadron, USAAF. Mk VIII, WZ•JJ, ‘Ladt Ellen’, 309th Fighter Squadron, USAAF. MSAP 1/48th 4817 Spitfire Mk V Mk Vb, BM144, RF•D, No. 303 (Polish) Squadron, RAF Kirton-on-Lindsey, June 1942. Mk V, W3185, D•B, flown by Wg Cmdr Douglas Bader. Mk Vb, JL315, •2, Free French Air Force, 1944 (Most list JL316 as •2?). Mk V, BM325, DN•E. MSAP 1/48th 4830 Spitfire Mk I Mk I, P9298, KL•B, No. 54 Squadron, 1940. Mk I, P9386, QV•K, No. 19 Squadron, Battle of Britain. Mk I, P8044, EB•J, No. 41 Squadron. Mk I, ZP•A, No. 74 Squadron, Dunkirk, 1940. Mk I, SD•H, No. 72 Squadron, 1939. MSAP 1/48th 4855 Spitfire Mk V Mk Vb, EP120 AE•A, ‘City of Winnipeg, No. 402 Squadron, flown by Sqn Ldr Jeff Northcott DSO, DFC, Duxford, November 1942. Mk Vc, A58-178, UP•G, No. 79 Squadron, RAAF, Kiriwana Island, 1943. Mk V, AB790, AK•J, Polish Wing, RAF Northolt, flown by Wg Cdr John A. Kent, June 1941. Mk Vc, LZ870, QY•N, No. 452 Squadron, RAAF, flown by Flt Lt John Bisley, Darwin, 1943. Monogram 1/48th 1019 Spitfire Mk Vb N/K Pro-Modeler #881018 PD Models 1/72nd 72015 Spitfire Mk I/V Mk I, R6883, YT•A, No. 65 (East India)Squadron, flown by Flt Lt G. Olive. Mk I, P9546, QV•H, No. 19 Squadron, flown by Flt Sgt G. Unwin. Mk Vb, AB852, UD•W, No. 452 Squadron, flown by Flt Lt B. ‘Paddy’ Finucane. Mk Vb, RS•T, Biggin Hill Wing, flown by Wg Cdr R.S. Tuck. Mk Vb Trop, EP401, QJ•Q, No. 92 Squadron, flown by Flt Lt J. Waddy. Mk Vc, BR387, GL•W, No. 185 Squadron, flown by Plt Off J. Yarra. PD Models 1/48th 48015 Spitfire Mk I/V Mk I, R6883, YT•A, No. 65 (East India) Squadron, flown by Flt Lt G. Olive. Mk I, P9546, QV•H, No. 19 Squadron, flown by Flt Sgt G. Unwin. Mk Vb, AB852, UD•W, No. 452 Squadron, flown by Flt Lt B. ‘Paddy’ Finucane. Mk Vb, RS•T, Biggin Hill Wing, flown by Wg Cdr R.S. Tuck. Mk Vb Trop, EP401, QJ•Q, No. 92 Squadron, flown by Flt Lt J. Waddy. Mk Vc, BR387, GL•W, No. 185 Squadron, flown by Plt Off J. Yarra. Propagteam 1/72nd 01172 Spitfire Stencils Propagteam 1/48th 48007 Spitfire Mk Vb Mk Vb, EN951, RF•D, No. 303 (Kosciuszki) Squadron, flown by Capt Jan E. Zumbach, 1942. Propagteam 1/48th 48008 Spitfire Mk Vb Mk Vb, RS•T, Biggin Hill Wing, flown by Wg Cdr R.S. Tuck. RAFDEC 1/72nd RF7205 Includes Spitfire Mk I, P9323, ZD•F, No. 222 Sqn, Hornchurch, June 1940.

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Appendix III • Spitfire Decals

AeroMaster (72-141) Spitfires Down Under

Kits at War (K4/4) Delta Decals (72-004) RAF Spitfire Collection Pt.I

Kits at War (K4/5) Blue Rider (BR519) Partisan Spitfires

MSAP (4855) Spitfire Mk V

RHS (3B) Spitfire PR Mk XI

Blue Rider (CD-002) Hergé’s Tintin

Max Decals (48-001) Irish Air Corps 1922-1997

MANUFACTURER SCALE SHEET NO. TITLE RHS Dekaler 1/72nd 3B Spitfire PR Mk XI PR Mk XI, PL979, ZB•A, Royal Norwegian Air Force. PR Mk XI, ZA•A, Royal Norwegian Air Force. PR Mk XI, ZC•A, Royal Norwegian Air Force. Superscale 1/72nd 72055 British Empire Aces 8x A/C inc Tuck, Bader, Deere, Finucane, Caldwell Superscale 1/72nd 72105 Israeli Air Force Mk XVI Superscale 1/72nd 72286 Spitfire in US Service PR Mk IV, ZM•P, 12th Reconnassiance Squadron, USAAF, 1943. Mk Vb, BL255, MD•T, No. 133 (Eagle) Squadron, flown by 1st Lt Don Gentile, RAF Biggin Hill, August 1942. Mk VIIIc, HL•J, 308th Fighter Squadron, 31st Fighter Group. Mk VIIIc, ‘Lonesome Polecat’, HL•MM, 308th Fighter Squadron, 31st Fighter Group, flown by Lt William J. Skinner. Mk VIII, HL•X, 308th Fighter Squadron, 31st Fighter Group, USAAF, Italy, 1943. Superscale 1/72nd 72292 RAF Aces Mk V, GL•J, No. 185 Squadron. Mk V, AB502, IR•G, No. 244 Wing, flown by Wg Cdr Ian R. Gleed, Goubrine (North Africa), 1943. Mk V, PP•H Mk V, KH•B, No. 403 (RCAF) Squadron Mk V, AB790, AK•J, Polish Wing, RAF Northolt, flown by Wg Cdr John A. Kent, June 1941. Superscale 1/72nd 72344 Israeli Air Force Mk VIII, flown by Ezer Weizman, No. 101 Squadron, IAF. Superscale 1/72nd 72698 USAAF Mk Vb Trop, ‘Dimples II, MX•Y, 307th Fighter Squadron, 31st Fighter Group, flown by Capt Jerry D. Collingsworth. Mk VIIIc, ‘Lonesome Polecat’, HL•MM, 308th Fighter Squadron, 31st Fighter Group, flown by Lt William J. Skinner. Mk VIIIc, ‘Fargo Express’, HL•X, 308th Fighter Squadron, 31st Fighter Group, flown by Lt L.P. (‘Tommy’) Molland. Mk VIIIc, ‘Lady Ellen III’, WZ•JJ, 309th Fighter Squadron, 31st Fighter Group. Superscale 1/72nd 72758 Spitfire VII/VIII/HF IX Mk VII MD188, PB•, Culmhead Wing, flown by Wg Cdr Brothers, 1944. Mk VIII, JF502, QJ•F, No. 92 Squadron, flown by Flt Lt Edwards, Italy, 1944. HF Mk IX, ML296, DU•N, No. 312 Squadron, flown by Flt Lt, Otto Smik, 1944. Superscale 1/72nd 72759 Spitfire Mk IX Aces Mk IX, PT396, EJ•C, Tangmere Wing, flown by Wg Cdr Charles. Mk IX, ML214, 5J•K, No. 126 Squadron, flown by Sq Ldr John Plagis. Mk IX, MK392, JE•J, No. 14 Wing, flown by Wg Cdr J.E. Johnson. Mk IX, EN522, FU•F, No. 453 Squadron, flown by Sq Ldr John Ratten, RAF Hornchurch, 1943. Superscale 1/72nd 72760 Invasion Stripes Standard & Narrow Widths Superscale 1/48th 48384 Spitfire - Battle of Britain Mk I, P9386, QV•K, No. 19 Squadron. Mk I, R6908, QJ•F, No. 92 Squadron. Mk I, L1067, XT•D, No. 603 Squadron MANUFACTURER SCALE SHEET NO. Superscale 1/48th 48498 USAAF Mk Vb Trop, ‘Dimples II, MX•Y, 307th Fighter Squadron, 31st Fighter Group, flown by Capt Jerry D. Collingsworth Mk VIIIc, ‘Lonesome Polecat’, HL•MM, 308th Fighter Squadron, 31st Fighter Group, flown by Lt William J. Skinner. Mk VIIIc, ‘Fargo Express’, HL•X, 308th Fighter Squadron, 31st Fighter Group, flown by Lt L.P. (‘Tommy’) Molland. Superscale 1/48th 48507 Spitfire Mk VIII/IX Mk VIII, MT928, ZX•M, No. 145 Squadron, flown by Sqn Ldr G.R.S. McKay. Mk IX, ‘White 57, flown by Ezer Weizman, No. 101 Squadron, IAF Superscale 1/48th 48508 Spitfire Mk VIII/IXe Mk VIII, JF814, WFD•, flown by AVM Sir W.F. Dickson Mk IXe, ‘White 26’ Israeli Air Force, 1948.

TITLE

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Third Group Decals (72-012) USAAF Spitfire Mk Vb/c

Ventura (V4820) Spitfires - New Zealand, Danish Norwegian

Third Group Decals (72-011) RAF Spitfire Mk Vb/c

Daco Decals (D7237) Spitfire Mk IX/XIV/XVI BAF Roundels & Sqn Insignia

MANUFACTURER SCALE SHEET NO. TITLE Superscale 1/48th 48546 Spitfire Mk Vb/VIII RAAF Mk Vc, A58178, UP•C, No. 70 Squadron, flown byFlt Sgt G. Gilbert & D, Grinlington, Kieiwina Island, 1943. Mk VIII, A58-464, R•C, No. 80 Squadron, flown by Gp Cpt Clive Cauldwell, Morotai, New Guinea, 1945. Mk VIII, A58-672, ZP•Y, No. 457 (Grey Nurse) Squadron, flown by Wg Cdr Glenn Cooper, Morotai, New Guinea, 1945. Superscale 1/48th 48561 Spitfire Aces HF Mk VII, MD188, PB•, Culmhead Wing, flown by Wg Cdr Peter Brothers, 1944. Mk VIII, JF502, QJ•F, No. 92 Squadron, flown by Flt Lt Eddie Edwards, Marcianise, Italy, 1944. HF Mk IX, ML296, DU•N, No. 312 Squadron, ,flown by Flt Lt Otto Smik, RAF Lympne, 1944. Superscale 1/48th 48563 Spitfire Aces LF Mk IX, PT396, EJ•C, Tangmere Wing, flown by Wg Cdr ‘Jack’ Charles, RAF Biggin Hill, 1944. Mk IXb, EN522, FU•F, No. 453 Squadron, flown by Sqn Ldr John Ratten, RAF Hornchurch, 1943. LF Mk IX, ML214, 5J•K, No. 126 Squadron, flown by Sqn Ldr John Plagis, Culmhead, 1944. LF Mk IXb, MK392, JE•J, No 141 Wing, flown by Wg Cdr ‘Johnny’ Johnson, RAF Ford, 1944. Superscale 1/48th 48564 Invasion Stripes Standard and High Altitude Schemes Superscale 1/48th 48360 Spitfire ‘Phoney War’ Mk I, DL•D, No. 54 Squadron, August 1939. Mk I, SD•H, No. 72 Squadron, May 1939. Mk I, FY•D, No. 611 Squadron, December 1939. Superscale 1/48th 48361 Spitfire March-May 1940 Mk I, N3277, AZ•H, No. 234 Squadron, flown by Plt Off R. Hardy, March 1940. Mk I, RN•N, No. 72 Squadron, Battle of France, May 1940. Mk I, ZP•A, No. 74 Squadron, Dunkirk, May 1940. Tally Ho! 1/72nd 7001 Spitfire LF Mk XIVe Mk XIVe, TD191, 21•P, No. 443 (RCAF) Squadron. Tally Ho! 1/72nd 7012 USAAF Spitfires PR Mk IX, PL914, 67th Photo-Recon Group,8th Air Force, USAAF. PR Mk IX, PA942, 67th Photo-Recon Group, 8th Air Force, USAAF. Tally Ho! 1/72nd 7014 Yugoslavia Spitfire Mk Vc Trop, JK544, •M, No. 352 (Yugoslav) Squadron. Tally Ho! 1/72nd 7020 British Pacific Fleet Seafire Mk III, ‘S112’. Tally Ho! 1/72nd 7115 Irish Air Corps Seafire Mk III, 146, No 1 Fighter Squadron, IAC Tally Ho! 1/72nd 7121 British Eastern Fleet Seafire Mk III, D5•J. Tally Ho! 1/72nd 7134 Portugese Air Force Mk Ia, 370, ZX•A, Esquadrilha XZ, Tancos, 1943. Tally Ho! 1/48th 4105 Mk IXc, ML296, DU•N, No. 312 Squadron, flown by Flt Lt Otto Smik, RAF Lympne, September 1944. Tally Ho! 1/48th 4106 Spitfire Mk IX/XIV Mk IXc, MJ832, DN•T, No. 416 ‘City of Oshawa’ (RCAF) Squadron. Mk XIVe, SM242, AU•Y, No. 421 ‘Red Indian’ (RCAF) Squadron. Tally Ho! 1/48th 4107 Mk IXc, ML296, DU•N, No. 312 Squadron, flown by Flt Lt Otto Smik, RAF Lympne, September 1944. Tally Ho! 1/48th 4206 Portugese Fighters 1940-50 Mk Ia, 370, ZX•A, Esquadrilha XZ, Tancos, 1943. Tally Ho!* 1/72nd 72 004 Wg Cdr K. Mrázek Mk Vb, BM419, RY•A, No. 313 Squadron, flown by Sqn Ldr K. Mrázek, 1942. Mk Vb, EN765, •KM, No. 310 Squadron, flown by Wg Cdr K. Mrázek, Exeter, 1942. Mk Vc, •KM, No. 310 Squadron, flown by Wg Cdr K. Mrázek, Exeter, 1942. Tally Ho!* 1/48th 48 002 Wg Cmdr K. Mrázek Mk Vb, BM419, RY•A, No. 313 Squadron, flown by Sqn Ldr K. Mrázek, 1942. Mk Vb, EN765, •KM, No. 310 Squadron, flown by Wg Cdr K. Mrázek, Exeter, 1942. Mk Vc, •KM, No. 310 Squadron, flown by Wg Cdr K. Mrázek, Exeter, 1942. Tasman 1/72nd TD7204 Spitfire, P-51 & Bf 109E Spitfire Prototype, K5054. Tauro Models 1/72nd 72550 Italian National Insignia Tauro Models

1/48th

48529

MANUFACTURER SCALE SHEET NO. TITLE Third Group 1/48th 48-011 Spitfire Mk Vb/c Mk Vb, EN951, RF•D, No. 303 (Kosciuszki) Squadron, flown by Capt Jan Zumbach, 1942. Mk Vb, RS•T, Biggin Hill Wing, flown by Wg Cmdr R.S.Tuck, January 1942. Mk Vc, BR195, AN•T, No. 417 (RCAF) Squadron, Sicily, Summer 1943. Mk Vb, EP464, NN•E, No. 310 (Czech) Squadron. Third Group 1/48th 48-012 Spitfire Mk Vb/c USAAF Mk Vc, ‘Maj. Levine’ WD•Q, 4th Fighter Squadron, 52nd Fighter Group, USAAF. Mk Vc, ER120, VF•D, 5th Fighter Squadron, 52nd Fighter Group, USAAF, Tunisia, 1943. Mk Vc, ‘Lobo’, HL•M, 31st Fighter Group, USAAF, Tafaraoui, Algeria, December 1942. Mk Vb, VF•K, 5th Fighter Squadron, 52nd Fighter Group, USAAF. Ventura 1/72nd 7208 Spitfire, Sea Fury & F4U Corsair Mk V, A58-178, UP•G, No. 79 Squadron, RAAF. Mk VIII, A58-435, QY•T, No. 452 Squadron, RAAF. Ventura 1/72nd 7210 PR Mk XI, T9+EK, captured by Luftwaffe and used by the ‘Beaute Zirkus Rosarious’, 1944. Mk IXe, RAEF, shot down during Israel’s War of Independence. Ventura 1/72nd 7212 Spitfire Ventura 1/72nd 7255 Mk Vb, ER219, USAAF Mk IX, ‘White 26’, Israeli Air Force Mk IX, ‘64’, Israeli Air Force. Ventura 1/72nd 7258 PR Mk IV, White 01’, Soviet Air Force. PR Mk IV, ZM•P, 12th Reconnassiance Squadron, USAAF, 1943. PR Mk XI, T9+EK, captured example operated by the Luftwaffe. Ventura 1/48th 4808 Mk VIII, A58-???, UP•B, ‘Mac III’, RAAF Ventura 1/48th 4809 Mk VIII, A58-435, QY•T, ‘Pegasus’, RAAF Ventura 1/48th 4811 Ventura

1/48th

4813

Ventura

1/48th

4814

Spitfire Mk V/IX

Spitfire Mk II/IV/IX

Spitfire & Sea Fury Spitfire & Sea Fury Spitfire Mk V

Ventura 1/48th 4815 Mk Vc Trop, JK544, M•, Yugoslav Air Force, April 1945. Ventura 1/48th 4820 Spitfires Mk IX, NH193, CI•A, No. 332 Squadron, RNAF, Gordermoen AFB, 1948. PR Mk XI, PL979, ZB•A, No. 1 Photographic Reconnaissance Wing, RNAF, 1949-54. PR MK XI, 42-453, Royal Danish Air Force. Mk IXe, (ex-MK681), •41-404, No. 4 Squadron, Royal Danish Air Force, 1949. Ventura 1/48th 4856 Foreign Spitfires PR Mk IV, AA848, ZM•P, 12th Reconnaissance Squadron, USAAF, 1943. PR Mk IV, ‘White 01’, Soviet Air Force. Mk V, ER219, USAAF. Ventura 1/48th 4858 Spitfire Mk IX Mk IX, ‘64’, Israeli Air Force. Mk IX, ‘48’, Israeli Air Force. Mk IX, ‘26’, Israeli Air Force. Ventura 1/48th 4860 Spitfires Mk VIII, A58-617, ZP•G, No. 457 Squadron, RAAF. PR Mk XI, T9+EK, captured and operated by the Luftwaffe. Ventura 1/48th 4869 Prototypes Spitfire prototype K5054. Ventura 1/48th 4874 Israeli Spitfires Pt.II Mk IX, 2079, ‘79’, Israeli Air Force. Mk IX, ‘68’, Israeli Air Force. No. 107 Squadron, Israeli Air Force. Ventura 1/48th 4875 Spitfire USAAF Mk IXc, WZ•JJ, USAAF Mk IXc, EP•A, USAAF. Ventura 1/32nd 3260 PR Mk IV, AA848, ZM•P, 12th Reconnaissance Squadron, USAAF, 1943. PR Mk IV, ‘White 01’. Soviet Air Force. Water Mark Decals 1/48th 48001 Canadian Spitfires 1940-42 Mk I, X4107, PR•F, Polish Wing Mk IX, BS119, YO•A, No. 401 Squadron Mk I, AB790, AK•J, No. 411 Squadron Mk II, P7856, VZ•E, No. 412 Squadron Mk V, BM257, AE•A, No. 402 Squadron Mk V, W3131, YO•N, No. 401 Squadron Water Mark Decals 1/48th 48002 Canadian Spitfires 1943 Mk V, EN921, YO•A, No. 401 Squadron Mk IX, BR138, AU•G, No. 421 Squadron Mk V, EP120, AE•A, No. 402 Squadron Mk V, EP548, LV•C, No. 127 Wing Mk V, MH831, HC•G, No. 127 Wing Mk IX, MA585, KH•B, No. 403 Squadron Mk V, W3834, YO•Q, NO. 401 Squadron Mk IX, MJ986, KH•J, No. 403 Squadron Water Mark Decals 1/48th 48003 Canadian Spitfires D-Day Mk IX, MK239, JE•JJR, No. 144 Wing Mk IX, MK636, 2I•E, No. 443 Squadron Mk XIV, RM687, AE•G, No. 402 Squadron PR Mk XI, PJ900, No. 400 Squadron Mk IX, MK941, 9G•H, No. 441 Squadron Mk IX, MK416, Y2•D, No. 442 Squadron Mk IX, ML686, DB•L, No. 411 Squadron Mk IX, MJ255, VZ•S, No. 412 Squadron Water Mark Decals 1/48th 48004 Canadian Spitfire 1944-45 Mk V, MH883, VZ•B, No. 412 Squadron Mk IX, MK392, JE•J, No. 127 Wing Mk V, BR301, UF•S, No. 601 Squadron Mk XVI, TB891, DN•A, No. 416 Squadron Mk IX, ML345, 9G•W, No. 441 Squadron Mk IX, RR201, DB•R, No. 441 Squadron Mk XVI, NH703, AE•B, No. 402 Squadron Water Mark Decals 1/48th 48005 Canadian Spitfires VE Day Mk IX, MJ351, S•, No. 414 Squadron Mk V, PT396, •EJC, Tangmere Wing Mk XVI, TD147, JF•E, No. 127 Wing Mk XVI, TB300, PS•T, No. 127 Wing Mk XVI, TB886, AU•J, No. 421 Squadron Water Mark Decals 1/48th 48006 Canadian Spitfires (Assorted) N/K Water Mark Decals 1/48th 48101 Spitfire 1938-41 Roundels & Fin Flashes, Europe. Water Mark Decals 1/48th 48102 Spitfire 1942-45 Roundels & Fin Flashes, Europe XtraDecal 1/72nd X039-72 Normandy Invasion Mk IX, MK805, SH•B, No. 64 Squadron.

Italian National Insignia

Third Group 1/72nd 72-011 Spitfire Mk Vb/c Mk Vb, EN951, RF•D, No. 303 (Kosciuszki) Squadron, flown by Capt Jan Zumbach, 1942. Mk Vb, RS•T, Biggin Hill Wing, flown by Wg Cmdr R.S.Tuck, January 1942. Mk Vc, BR195, AN•T, No. 417 (RCAF) Squadron, Sicily, Summer 1943. Mk Vb, EP464, NN•E, No. 310 (Czech) Squadron. Third Group 1/72nd 72-012 Spitfire Mk Vb/c USAAF Mk Vc, ‘Maj. Levine’ WD•Q, 4th Fighter Squadron, 52nd Fighter Group, USAAF. Mk Vc, ER120, VF•D, 5th Fighter Squadron, 52nd Fighter Group, USAAF, Tunisia, 1943. Mk Vc, ‘Lobo’, HL•M, 31st Fighter Group, USAAF, Tafaraoui, Algeria, December 1942. Mk Vb, VF•K, 5th Fighter Squadron, 52nd Fighter Group, USAAF.

Note: Some of the above listed manufacturers are no longer in business. Please check with your local hobby shop regarding availability. Tally Ho! – The decals listed under this manufacturer are no longer available. Although the Tally Ho! name is now (1999) available, this is a new manufacturer with no connection whatsoever with the previous company. Items prefixed * are from the latter company and are currently available. Kits at War – These decals are produced by Dutch Decals. MSAP – Ministry of Small Aircraft Production.

Appendix III • Spitfire Decals

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Spitfire Powerplants The Rolls-Royce Merlin Spitfire Usage Merlin ‘C’ This 890hp engine was based on the ‘B’ and featured the supercharged, spur-geared, 0.477:1 compression ratio of that type. It failed the 50-hour civil type-test and Rolls-Royce decided to redesign the coolant system to pure ethylene-glycol. Fitted to: Prototype

Merlin III

Appendix

IV

Merlin 22A

This engine was similar to the Mk II, with a single-speed supercharger. Coolant, boost and propeller reduction were identical to the Mk II. The engine had a necked-down propeller shaft to protect the shaft threads and this was adopted as a universal shaft for all D.H. and Rotol propellers. The power rating of this engine is identical to the Merlin II. Fitted to: Prototype & Spitfire Mk I Production: 6,444 Derby, 2,012 Crewe

This engine was similar to the Merlin 22, which in turn was a development of the XX. It featured a two-piece cylinder block. All 22As were modified Ford built examples that had the two-piece block installed but retained the nickel-steel cylinder studs. The ‘22A’ title was applied because the different material used for the studs resulted in the need to have different torque settings. Power outputs etc are identical to the Mk XX Fitted to: Spitfire Mk III Production: N/K Ford

Total Production: 8,456 Production Period: 1938-41

Total Production: N/K Production Period: 1940-44

Production: 4 Derby Total Production: 4

Merlin 32

Production Period:1935-6

This was a low-level engine for the Royal Navy’s use. The type was similar to the Mk 30 with a two-piece block, Coffman starter and a single-speed (medium) supercharger. Propeller reduction was again 0.477:1.

Merlin ‘E’ This was a development of the Merlin ‘C’, which passed its civil test in December 1935, but failed the 100-hour military test in March 1936. The coolant system was 100% ethylene-glycol.

Fitted to: Seafire Mk I, II, LF Mk IIc, III & PR Mk XIII Production: 3,500 Derby

Fitted to: Prototype

Total Production: 3,500

Production: Derby

Production Period: 1942-5

Total Production: N/K Production Period:1935-6

Merlin II

Rolls-Royce Merlin III

This engine was originally the ‘G’ type and it featured the one-piece flat head cylinder block. The type had 100% ethylene-glycol coolant, a maximum boost of +6.25lb and a propeller reduction of 0.477:1. Piston ring flutter at maximum boost led to their disintegration, swiftly followed by total engine failure. The development of the specialist material 4K6 by Wellworthy Ltd allowed Rolls-Royce to employ this for the rings and overcome the problem. Maximum power of 1,030bhp at +6.25lb boost at 16,500ft was achieved.

This was the first two-speed supercharged engine with a propeller reduction of 0.42:1. Pressurised water-glycol cooling was installed and power at the rated altitude was 2,250hp. Medium supercharger M Gear with +5.75lb/sq in boost, fully supercharged S Gear with +5.75lb/sq in and 87 Octane fuel.

Fitted to: Prototype & Spitfire Mk I

Fitted to: Spitfire Mk III

Production: 1,283 Derby

Production: 312 Derby, 4,589 Crewe

Total Production: 1,283

Total Production: 4,901

Production Period: 1937-9

Production Period: 1938-42

Merlin X

Rolls-Royce Merlin 32 Merlin 45

Merlin XII This single-speed supercharged engine was similar to the Merlin III but had a pressurised 70-30% water/ethylene-glycol coolant system. Propeller reduction was 0.477:1 and the type had a Coffman cartridge engine starter fitted (as per the Merlin VIII).

This engine was basically a modified Merlin III with a single-speed supercharger capable of 1,210hp with +3lb boost at 18,000ft. Fitted to: Seafire Mk I, II, III & Spitfire PR Mk IV, Mk Va, Vb, Vc and PR Mk VI Production: 2,000 Derby, 1,574 Crewe

Fitted to: Spitfire Mk II

Total Production: 3,574

Production: 1,104 Derby

Production Period: 1941-3

Total Production: 1, 104 Production Period: 1939-41

Rolls-Royce Merlin II Merlin II (Special) This engine was similar to the Mk II but was modified for a World Speed Record attempt. Maximum power of 2,160hp was achieved with special fuel at +27lb boost. Fitted to: Spitfire (High-Speed K9834, ‘N-17’) Production: N/A (Modified) Total Production: N/A Production Period: 1939

Rolls-Royce Merlin 45 Rolls-Royce Merlin XII Merlin XX This two-speed supercharged engine was a modified version of the Mk X, for which it was the replacement. A 70-30% ethylene-glycol pressure cooling system was used (like the Mk XII) and a propeller reduction gear of 0.42:1. Maximum boost was +12lb/sq. in. and 100 octane fuel was used. The maximum power output of this engine was 1,390hp. Fitted to: Spitfire Mk III

Merlin 45M This engine was basically a modified Merlin 45 designed for low-level use and fitted with a cropped supercharger rotor. Propeller reduction was 0.477:1 and power output was 1,580hp at 2,600ft. Fitted to: Spitfire LF Mk Va, Vb & Vc Production: N/K Total Production: N/K Production Period: 1941-3

Production: 2,592 Derby, 3,391 Crewe, 9,500 Glasgow, 12,538 Ford Total Production: 28,021 Production Period: 1940-44

Merlin 46 This engine was interchangeable with the Merlin 45 and gave better altitude performance thanks to circular-arc rotating guide-vanes and a larger supercharger impeller. Propeller reduction was 0.477:1 and power output was 1,190hp. Fitted to: Seafire Mk Ib, IIc & Spitfire PR Mk IV, Mk Va, Vb & Vc

Rolls-Royce Merlin II (Special) as fitted to the Speed Spitfire

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Appendix IV • Spitfire Powerplants

Production: 2,372 Derby, 1,297 Crewe Total Production: 3,669 Production Period: 1941-3

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Merlin 47 This engine was a high-altitude engine offering the same power as the Merlin 46 but with a cabin blower fitted. The type featured a single-speed supercharger and offered 1,100hp with a propeller reduction of 0.477:1. Fitted to: Spitfire HF Mk VI Production: 120 Derby Total Production: 120

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Merlin 55MA This engine was similar to the Merlin 45M, but had the two-piece cylinder blocks fitted. Power output was 1,580hp. Fitted to: Spitfire Mk V Production: N/K

Merlin 66 This low-altitude engine was similar to the Merlin 63 and 65 but had interconnected engine controls and a Stromberg carburettor installed. With +25lb/sq.in. boost the engine gave over 2,000hp, although the usual rating was 1,315hp. Propeller reduction 0.477:1 Fitted to: Spitfire Mk VIII, LF Mk IX, T Mk 8 & T Mk 9

Total Production: N/K Production Period: 1943-4

Production Period: 1941-2

Production: 2,992 Derby, 2,588 Crewe, 816 Glasgow Total Production: 6,396 Production Period: 1943-5

Merlin 50

Merlin 61

This engine was purely a service trials engine based on the Merlin 46. It used diaphragm-controlled fuel feed, which was later deleted in favour of Miss Shilling’s ‘restrictor’, and then the RAE anti-G device. The type was installed in two squadrons of Mk Vs at North Weald. Power output was 1,230hp with a propeller reduction ratio of 0.477:1.

This was the first two-speed, two-stage supercharged Merlin installed in fighters. The type was similar to the Merlin 60, but featured two-piece cylinder blocks, a propeller reduction ratio of 0.420:1 and a cabin supercharger. The type could use 100 octane fuel and was rated at +15lb boost. Power was approximately 1,560hp at 15,000ft and 1,300hp at 23,000ft. Supercharger gear ratios of 6.39:1 (MS) and 8.03:1 (FS) applied

Fitted to: Spitfire Mk Va, Vb & Vc

Fitted to: Spitfire HF Mk VII, Mk VIII, Mk IX & PR Mk IX

Production: 629 Crewe

Production: 734 Derby

Total Production: 629

Total Production: 734

Production Period: 1943

Production Period: 1942-3

Merlin 50A This engine was basically a Merlin 45 with the enlarged rotor and circulararc rotating guide-vanes of the Merlin 46. The engine was single-speed supercharged and offered 1,100hp with a propeller reduction ratio of 0.477:1.

Rolls-Royce Merlin 66 Merlin 70

Fitted to: Spitfire Mk Va, Vb & Vc

This engine was similar to the Merlin 66, which in turn was like the Merlin 63 & 65 but with interconnected engine controls and a Stromberg injection carburettor. The type had higher supercharger ratios of 6.39:1 (MS) and 8.03:1 (FS) for better high-altitude performance. Power output was 1,950hp at 5,000ft in MS gear and 1,700hp at 18,000ft in FS gear.

Production: 100 Derby Total Production: 100 Production Period: 1942

Fitted to: Spitfire HF Mk VIII, IX & PR Mk XI

Merlin 50M

Production: 1,000 Crewe

This engine was a modified Merlin 50 developed for low-level use with a cropped supercharger rotor. The type developed 1,230hp with the propeller reduction ratio of 0.477:1. Fitted to: Seafire Mk I, II, III & Spitfire LF Mk Va, Vb & Vc Production: N/K Total Production: N/K Production Period: 1942

Merlin 55

Total Production: 1,000

Rolls-Royce Merlin 60 Series Merlin 63 A two-speed, two-stage supercharged Merlin similar to the 61. This type had a strengthened supercharger drive shaft and no provision for a cabin blower. An S.U carburettor was installed, allowing +21lb/sq. in. boost on 150 octane fuel and giving 1,800hp at 6,000ft. With 100 octane fuel 1,690hp was achieved at 9,000ft (MS gear) and 1,450hp at 21,000ft. Fitted to: Spitfire Mk VIII, Mk IX & PR Mk IX

This engine was a modified Merlin 50 with two-piece cylinder blocks. Power output was 1,230hp with the propeller reduction ratio of 0.477:1.

Production: 375 Derby, 950 Crewe

Fitted to: Seafire Mk I, II & III

Production Period: 1942-4

Total Production: 1,325

Production: 472 Crewe

Merlin 55A Similar to the Merlin 45, this engine only differed in having a lower modification standard. Power output was again 1,230hp with the propeller reduction ratio of 0.477:1. Fitted to: Spitfire Mk V Production: N/K Total Production: N/K

Merlin 63A This was a modified Merlin 63 with Merlin 64 crankcases and no cabin supercharger. An S.U carburettor was again installed, allowing +21lb/sq. in. boost on 150 octane fuel and giving 1,800hp at 6,000ft and 1,580hp at 18,000ft. With 100 octane fuel 1,690hp was achieved at 9,000ft (MS gear) and 1,450hp at 21,000ft.

Fitted to: Spitfire HF Mk VII & PR Mk X Production: 16 Derby Total Production: 16 Production Period: 1944

This engine was broadly similar to the Merlin 66, but had higher supercharger ratios of 6.39:1 (MS) and 8.03:1 (FS) for better high-altitude performance. The type also had a cabin-blower drive installed. Power output was 1,250hp. Fitted to: Spitfire PR Mk X Production: 584 Derby

Fitted to: Spitfire Mk VIII & Mk IX

Total Production: 584

Production: 143 Derby

Production Period: 1944-5

Total Production: 143 Production Period: 1943

Production Period: 1943

Merlin 64 This was a low-level engine similar to the Merlin 50. The type had the cropped supercharger rotor and therefore gave the same power output as the Merlin 45M (1,580hp).

This was similar to the Merlin 63 with the cabin supercharger and the S.U carburettor installed. Once again +21lb/sq.in. boost was available on 150 octane fuel. 1,800hp at 6,000ft and 1,450hp at 21,000ft were achieved with this fuel and 1,690hp (9,000ft) and 1,450hp (21,000ft) could be achieved with 100 octane fuel.

Fitted to: Seafire Mk I, II, III & Spitfire LF Mk Va, Vb & Vc

Fitted to: Spitfire Mk VII & PR Mk X

Production: 1,428 Crewe

Production: 182 Derby

Total Production: 1,428

Total Production: 182

Production Period: 1943-4

Production Period: 1943-4

Merlin 55M

Merlin 71 This engine was similar to the Merlin 70, but had a cabin supercharger installed.

Merlin 77

Total Production: 472 Production Period: 1943

Production Period: 1944-5

The Rolls Royce Merlin The American Connection

Packard Merlin 266 This engine was basically a Merlin 66, but built by Packard. The type was for low-level use and featured the interconnected controls and Stromberg injection carburettor. Propeller reduction ratio was 0.479:1 and power output was 1,315hp. Fitted to: Spitfire LF Mk XVI Total Production: N/K Production Period: 1944-5

Spitfire Mk IXs of the Czech Air Force, Odiham 5th April 1947

Appendix IV • Spitfire Powerplants

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Spitfire Variants Listing of (Merlin) Spitfire Variants

Weight:

Designation: Specification: Type No.: First Flight: Span: Length: Height:

Max Speed: Rate of Climb: Service Ceiling: Range: Armament:

Prototype F.37/34 300 5th March 1936 36ft 10in (11.23m) 29ft 11in (9.12m) 8ft 21⁄2in [Tail Down]. 12ft 8in [Tip of Prop, Tail Down] (3.86m) Engine: Single-speed, Single-stage 990hp (738kW) Rolls-Royce Merlin ‘C’. Later fitted with 1,035hp (772kW) Rolls-Royce Merlin ‘F’ and 1,030hp (768kW) Rolls-Royce Merlin II Weight: (Tare) 5,034lb. Max: 5,200lb Max Speed: 349mph (Merlin ‘C’ & Two-Blade Propeller) at 16,800ft (5,120m) Time to 15k ft: 6min 25sec Service Ceiling: 35,400ft (10,790m) Armament: None. Fitted with eight Browning 0.303in machine guns and 300rpg from December 1936 Propeller: Watts, Two-blade, Fixed pitch, 10.67ft Dia. Fairey-Reed, Three-blade, Fixed pitch. de Havilland, Three-blade, Two pitch Designation: First Flight: Into Service: Type No.: Type: Span: Length: Height:

Mk I (Early) & Mk Ia 14th May 1938 (K9787) August 1938 300 Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 990hp (738kW) Merlin II (first 64 airframes), 1,030hp (768kW) Rolls-Royce Merlin III (remainder) Weight: [Typical Mk Ia] Empty 4,810lb (2.182kg), Loaded 5,844-6,200lb (2,651-2,812kg) Max Speed: 363mph (583km/h) at 18,500ft (5,640m). Later versions due to increased weight had a Max Speed of 353mph (568km/h) at 20,000ft (6,100m). Max Dive: 450mph Stalling Speed: 73mph (flaps & u/c up), 74mph (flaps & u/c down) and 85mph (landing configuration) Time to 20k ft: 9min 25sec Rate of Climb: 2,530ft/min (771m/min) Service Ceiling: 31,900ft (9,723m) Range: 575 miles, (Combat) 395 miles Armament: Eight 0.303in. (7.7mm) Browning machine guns (initially only supplied with four due to supply shortages) with 300rpg Cockpit: Unpressurized Tailwheel: Fixed Propeller: Watts Two-blade, Fixed-pitch 10.67ft Dia (Early), de Havilland Three-blade, Two-pitch, Metal, Type 5/21 (Merlin II) or 5/20 (Merlin III) or Constant-speed Type 5/29 (or 5/30). Small number had Rotol Three-blade, Two-Pitch, Jablo fitted Gunsight: GM.2 Reflector Radio Equipment: TR.9B, TR.9D or TR.1133 Production: 1,567 (Total Mk I Production)

Cockpit: Tailwheel: Propeller:

Production: Designation: First Flight: Entered Service: Type No.: Type: Span: Length: Height:

Engine:

Mk Ib 300 Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin III

Designation: Type No.: Type: Span: Length: Height:

Armament:

Max Speed: Fuel Capacity:

Armament: Cockpit:

Spitfire Mk Vb W3883 WX•O of No. 302 Sqn. after being shot down in Holland, with resistance fighter in the cockpit

154

Appendix V • Spitfire Variants

(© RAF Museum P007407)

Tailwheel: Fitted with:

Mk IIa (LR) 329 Specially Modified Long-range Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Single-speed, Single-stage 1,175hp (876kW) Rolls-Royce Merlin XII 344mph 48 Imp Gals (Upper, Fuselage), 37 Imp Gal (Lower, Fuselage) & 40 Imp Gal Drop Tank Eight 0.303in. (7.7mm) Browning machine guns with 300rpg. Unpressurized (with or without external bullet-proof glass)

V

Spitfire LF Mk XVIe SL617 HX•J No 61 OTU, Keevil 1946

Mk IIa 24th September 1939 August 1940 329 Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,175hp (876kW) (1,050hp at 13,000ft) RollsRoyce Merlin XII. Also 1,210hp Merlin 45 could be fitted. Weight: 4,783lb (Tare), 6,275lb (Take-off) Max Speed: 357mph (575km/h) @ 17,000ft (5,180m) Service Ceiling: 37,200ft Rate of Climb: 2,995ft/min (913m/min) Time to 20k ft: 7 minutes Range: 500 miles (Max) 395 miles (Combat) Fuel: 100 Octane. Fuel Capacity: 48 Imp Gal (Upper, Fuselage), 37 Imp Gal (Lower, Fuselage) Armament: Eight 0.303in. (7.7mm) Browning machine guns with 300rpg. Cockpit: Unpressurized (with or without external bullet-proof glass) Tailwheel: Fixed Propeller Types: (i) Rotol Three-blade Constant-speed, Variable-pitch, Magnesium Alloy, Type RX5/1 (ii) Rotol Three-blade Constant-speed, Variable-pitch, Jablo, Type RX5/3 (iii) Rotol Three-blade Constant-speed, Variable-pitch, Jablo, Type RX5/14 (iv) Rotol Three-blade Constant-speed, Variable-pitch, Jablo, Type RS5/24 and (v) de Havilland, Three-blade, Constant-speed, Variable-pitch, Bracket Type 5/29A. Items (iv) & (v) were only installed on Merlin 45 powered machines. All propellers, except the de Havilland unit are 10ft 3in Dia, while the Type 5/29A is 10ft 9in Dia Gunsight: GM.2 Reflector Radio Equipment: TR.9D or TR.1133 plus R.3002 (IFF) Production: 751

Engine: Designation: Type No.: Type: Span: Length: Height:

(Empty) 4,082lb (1,852kg) (Loaded) 5,339lb (2,431kg) 365mph at 19,000ft 2,530ft/min (771m/min) 34,000ft 395 miles (Combat) Four 0.303in. (7.7mm) Browning machine guns with 300rpg and two 20mm Hispano cannon with 60rpg Unpressurized (with or without external bullet-proof glass) Fixed Watts Two-blade, Fixed-pitch 10.67ft Dia (Early), de Havilland Three-blade, Two-pitch, Metal, Type 5/21 or Constant-speed Type 5/29 (or 5/30). 1,567 (*See Mk I)

Appendix

Fixed 30 Imp Gal (136lt) fuel tank under port wing Gunsight: GM.2 Reflector Radio Equipment: TR.9D or TR.1133 plus R.3002 (IFF) Propeller Types: (*See Mk IIa) Production: 60 Mk IIb 329 Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,175hp (876kW) Rolls-Royce Merlin XII Weight: 4,783lb (Tare), 6,275lb (Take-off) Max Speed: 370mph Service Ceiling: 37,200ft Range: 395 miles (Combat) Fuel: 100 Octane. Fuel Capacity: 48 Imp Gals (Upper, Fuselage), 37 Imp Gal (Lower, Fuselage) & 40 Imp Gal Drop Tank Armament: Two 20mm Hispano (60rpg) cannon and four 0.303in. (7.7mm) Browning machine guns with 300rpg. Cockpit: Unpressurized (with or without external bullet-proof glass) Tailwheel: Fixed Gunsight: GM.2 Reflector Radio Equipment: TR.9D or TR.1133 plus R.3002 (IFF) Propeller Types: (*See Mk IIa) Production: 170

Cockpit: Tailwheel: Propeller:

Designation: Type No.: Type: Span: Length: Height:

Designation: Type No.: Type: Span: Length: Height: Engine:

Weight:

Cockpit: Tailwheel: Fitted With:

Production: Designation: First Flight: Type No.: Type: Span:

(ASR) Mk IIc (‘ASR Mk II’ after late 1942) 375 Air Sea Rescue 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Single-speed, Single-stage 1,175hp (876kW) Rolls-Royce Merlin XII or 1,645hp (1,226kW) Merlin 32 5036lb (Tare), 6,478 (auw) [P7734, weighed May 1944] Two 20mm Hispano (60rpg) cannon and four 0.303in. (7.7mm) Browning machine guns with 300rpg. Unpressurized (with or without external bullet-proof glass) Fixed Small bomb rack inboard of the oil cooler under the port wing to carry rescue markers. Flare tubes in fuselage converted to launch survival (dinghy and flare) packs 50 (All converted from Mk IIb)

Mk III 15th March 1940 330 & 348 Experimental Prototype 30ft 6in (9.30m)[Clipped], 36ft 10in (11.23m)[Standard] Length: 30ft 4in (9.25m) Height: 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Engine: Two-speed, Single-stage 1,280hp (954kW) [+12lb/sq.in boost] Merlin XX. Later tested with Two-speed, Two-stage, 1,565hp (1,167kW) Merlin 61. Weight: 5,127lb (Tare) 6,572lb (auw) @ Eastleigh 14/03/40 Max Speed: 400mph (644km/h) @21,000ft (6,400m) Time to 15k ft: 4min 30sec Service Ceiling: 41,800ft (12,740m) Fuel: 100 octane Fual Capacity: 53 Imp Gal (Upper, Fuselage), 46.5 Imp Gal (Lower, Fuselage). Armament: [Proposed] A. Eight 0.303in (7.7mm) Browning machine guns. B. Two 20mm Hispano cannon and four 0.303in (7.7mm) Browning machine

Production:

guns. C. As A or B or four 20mm Hispano cannon Unpressurized (with internal bullet-proof glass) Retractable (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, 10ft 9in Dia (ii) Rotol Four-blade, Variable-pitch, Constant-speed, Dural, 10ft 9in Dia (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Dural, 10ft 9in Dia and (iv) Rotol, Three-blade, Variable-pitch, Constant-speed, Jablo 10ft 9in. 2

Designation: Type No.: Type: Span: Length: Height: Engine:

Mk Va 331 Single-seat Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Propeller, Tail Up) Single-speed, Single-stage 1,440hp (1074kW) Merlin 45, 1,190hp Merlin 46, 1,230hp Merlin 50 or 1,210hp Merlin 50A. Max Speed: 369mph (594km/h) at 19,500ft (5945m) Weight: (Empty) 4,998lb (2,267kg); Max Take-Off Weight 6,417lb (2,911kg) Service Ceiling: 36,500ft Range: 1,135 Miles (1827km) Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: Eight 0.303in. (7.7mm) Browning machine guns Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, 10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. Gunsight: GM.2 Reflector Production: 94 Designation: Type No.: First Flight: Type: Span: Length: Height:

LF Mk Va 331 29th December 1940 (X4942) Single-seat Lower Level Fighter 32ft 6in (9.91m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) (3.48m) Engine: Single-speed, Single-stage 1,470hp (1096kW) Merlin 45M, 1,470hp (1096kW) Merlin 50M or 1,580hp Merlin 55MA. Weight: Empty 4,981lb (2,259kg) Max Loaded 6,700lb (3,039kg) Max Speed: 357mph (574km/h) at 6,000ft (1,830m) Service Ceiling: 36,500ft Range: 470 miles Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: Eight 0.303in. (7.7mm) Browning machine guns with 350rpg. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, Type RX 5/10,

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Gunsight: Production:

10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic Type 5/39 (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. GM.2 Reflector See Mk Va

Designation: Type No.: Type: Span: Length: Height:

Mk Vb (Inc Vb Trop) 331 (352) Single-seat Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) (3.48m) Engine: Single-speed, Single-stage 1,440hp (1074kW) Merlin 45, 1,190hp Merlin 46, 1,230hp Merlin 50, 1,10hp Merlin 50A. Weight: Empty 5,065lb (2,297kg) Max Loaded 6,700lb (3,039kg) Max Speed: 371mph (597km/h) at 20,000ft (6,095m) Service Ceiling: 37,000ft Range: 470 miles Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: Two 20mm Hispano Mk I or Mk II cannon (60rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, Type RX 5/10, 10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic Type 5/39 (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. Radio Equipment: (Trop) TR.9D, TR.1133 or TR.1143 & R5002 Gunsight: GM.2 Reflector Production: 3, 911 Designation: Type No.: Type: Span: Length: Height:

LF Mk Vb (Inc LF Mk Vb Trop) 331 (352) Single-seat Low level Fighter 32ft 2in 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) (3.48m) Engine: Single-speed, Single-stage 1,470hp (1096kW) Merlin 45M, 1,470hp (1096kW) Merlin 50M or 1,580hp Merlin 55MA. Max Speed: 357mph (574km/h) at 6,000ft (1,530m) Service Ceiling: 36,500ft Range: 470 miles Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: Two 20mm Hispano Mk I or Mk II cannon (60rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, Type RX 5/10, 10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic Type 5/39 (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. Radio Equipment: (Trop) TR.9D, TR.1133 or TR.1143 & R5002 Gunsight: GM.2 Reflector

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Designation: Mk Vc (Inc Mk Vc Trop) Supermarine Type No.: 349 Type: Single-seat Fighter Span: 36ft 10in (11.23m) Length: 29ft 11in (9.12m) Height: 11ft 5 1/2in (Tip of Prop, Tail Up) Engine: Single-speed, Single-stage 1,440hp (1074kW) Merlin 45, 1,190hp Merlin 46, 1,230hp Merlin 50, 1,10hp Merlin 50A. Weight: Empty 5,081lb (2,305kg) Max Loaded 7,420lb (3,346kg) Max Speed: 371mph (597km/h) at 20,000ft (6,095m) Service Ceiling: 37,000ft Range: 470 miles Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: ‘Universal Wing’: (i) Eight 0.303in Browning machine guns (ii) Two 20mm Hispano Mk I or Mk II cannon (120rpg) and four 0.303in browning machine guns (350rpg) (iii) four 20mm Hispano Mk I or Mk II cannon (120rpg) and 250lb (113kg) or 500lb (227kg) bombs Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, Type RX 5/10, 10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic Type 5/39 (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. Note: This version had strengthened main undercarriage. All Tropical versions had an additional cockpit ventilator on the port side of the instrument coaming Radio Equipment: (Trop) TR.9D, TR.1133 or TR.1143 & R5002 Gunsight: GM.2 Reflector Production: 2,467 Designation: Type No.: Type: Span: Length: Height: Engine:

LF Mk Vc (Inc LF Mk Vc Trop) 349 Single-seat Low Level Fighter 32ft 2in 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) Single-speed, Single-stage 1,470hp (1096kW) Merlin 45M, 1,470hp (1096kW) Merlin 50M or 1,580hp Merlin 55MA. Max Speed: 357mph (574km/h) at 6,000ft (1,830m) Service Ceiling: 36,500ft Range: 470 miles Fuel: 100 Octane Fuel Capacity: Main Fuselage (Upper) 48 Imp Gal (Lower) 37 Imp Gal. Auxillary Tanks of 30, 90 or 170 Imp Gal could also be carried. A 29 Imp Gal tank could be installed in the rear fuselage only in conjunction with the 170 Imp gal auxillary tank. Armament: ‘Universal Wing’: (i) Eight 0.303in Browning machine guns (ii) Two 20mm Hispano Mk I or Mk II cannon (120rpg) and four 0.303in browning machine guns (350rpg) (iii) four 20mm Hispano Mk I or Mk II cannon (120rpg) and 250lb (113kg) or 500lb (227kg) bomb Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: (i) Rotol Three-blade, Variable-pitch, Constant-speed, Dural, Type RX 5/10, 10ft 9in Dia (ii) de Havilland Three-blade, Variable-pitch, Constant-speed, Hydromatic Type 5/39 (iii) de Havilland Three-blade, Variable-pitch, Constant-speed, Bracket type. Note: This version had strengthened main

A formation of Spitfire FR Mk IXe of No. 318 Squadron in flight, Italy 1946 (© RAF Museum P005117)

undercarriage. All Tropical versions had an additional cockpit ventilator on the port side of the instrument coaming Radio Equipment: (Trop) TR.9D, TR.1133 or TR.1143 & R5002 Gunsight: GM.2 Reflector Production: Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

HF Mk VI 350 4th July 1941 (X4942) Single-seat High-altitude Fighter 40ft 2in 29ft 11in 11ft 5 1/2in (Tip of Prop Tail Up) Single-speed, Single-stage 1,415hp (1055kW) Merlin 47 Weight: Empty 5,300lb (2,404kg) Max Loaded 7,178lb (3,256kg) Max Speed: 364mph (586km/H) at 22,000ft (6,705m) Service Ceiling: 40,000ft Range: 510 miles (820km) Fuel Capacity: 85 Imp Gal (386lt). Provision for 30 Imp Gal (136lt) or 90 Imp Gal (409lt) Auxillary Fuel Tanks Armament: Two 20mm Hispano cannon (60rpg) & four 0.303in (7.7mm) Browning machine guns (350rpg) Cockpit: Pressurized (Non-sliding) Tailwheel: Fixed Propeller: Rotol, four-blade, Variable-pitch, Constant-speed, Jablo, Type R2/4F5/1 (Jablo) or R2/4F5/2 (Dural), 10ft 9in Dia. Production: 100 Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

Mk VII 351 22nd August 1942 (AB450) Single-seat Fighter 36ft 10in 31ft 3 1/2in (9.54m) 11ft 8 1/2in (Tip of Prop Tail Up) Two-speed, Two-stage 1,560hp (1.167kW) Merlin 61 or 1,710hp (1,275kW) Merlin 64 Max Speed: 408mph (656km/h) at 25,000ft (7,620m) Service Ceiling: 43,000ft (13,106m) Range: 660 miles (1,062km) Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in Browning machine guns (350rpg) Cockpit: Pressurized (Double-skin, Sliding) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Hydrulignum Production: 140 (Total Mk VII Production) Designation: Type No.: Type: Span: Length: Height: Engine:

HF Mk VII 351 High-altitude Single-seat Fighter 40ft 2in (12.24m) 3 1/2in (9.54m) 11ft 8 1/2in (Tip of Prop Tail Up) Two-speed, Two-stage 1,566hp (1,167kW) Merlin 61 of 1,710hp (1,234kW) Merlin 71 Max Speed: 434mph (682km/h) at 29,400ft (8,960m) Service Ceiling: 45,100ft (13,745m) Range: 660 miles Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in Browning machine guns (350rpg) Cockpit: Pressurized (Double-skin, Sliding) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Hydrulignum Production: 140 (Total Production for Mk VII) Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

Formation of Spitfire Mk Vbs of No. 601 Sqn including Wg Cdr I.R. Gleed’s machine (AB502 IR•G) in the foreground

Mk VIII 360 20th November 1942 (JF274) Single-seat Fighter 36ft 10in (11.23m) 31ft 3 1/2in (9.54m) 11ft 8 1/2in (Tip of Prop Tail Up) Two-speed, Two-stage 1,565hp (1,167kW) Merlin 61 or 1,710hp (1,275kW) Merlin 63. Max Speed: 408mph (656km/h) at 25,000ft (7,620m) Service Ceiling: 43,000ft

Range: Armament:

660 miles (1,062km) Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing) Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) [Merlin 61] or Type R12/4F5/4 (Jablo or Hydrulignum) [Merlin 63/63A], 10ft 9in Dia. Radio Equipment: TR.1143, A.1271 (Beam Approach) and ARI. 5000 or ARI. 5025 Production: 267 Designation: Type No.: Type: Span: Length: Height: Engine:

LF Mk VIII 360 Single-seat Low-level Fighter 36ft 10in (11.23m) 31ft 3 1/2in (9.54m) 11ft 8 1/2in (Tip of Prop Tail Up) Two-speed, Two-stage 1,720hp (1,282kW) Merlin 66 Max Speed: 404mph (650km/h) at 21,000ft (6,400m) Service Ceiling: 41,500ft (13,410m) Range: 660 miles (1,062km) Armament: Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing) Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Radio Equipment: TR.1143, A.1271 (Beam Approach) and ARI. 5000 or ARI. 5025 Production: 1,225 Designation: Type No.: Type: Span:

HF Mk VIII 360 Single-seat High-altitude Fighter 36ft 10in (11.23m) Some were fitted with extended tips to give a span of 40ft 2in (12.24m) Length: 31ft 3 1/2in (9.54m) Height: 11ft 8 1/2in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage or 1,950hp Merlin 70 Max Speed: 416mph (669km/h) at 27,500ft Service Ceiling: 44,000ft (13,410m) Range: 660 miles (1,062km) Armament: Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing) Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Radio Equipment: TR.1143, A.1271 (Beam Approach) and ARI. 5000 or ARI. 5025 Production: 160 Designation: Type No.: First Flight: Type: Span: Length:

Mk IXb 361 29th August 1942 (N3927) Single-seat Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,560hp Merlin 61, 1,690hp Merlin 63 or Merlin 63A Max Speed: 408mph at 25,000ft Service Ceiling: 44,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower)

Appendix V • Spitfire Variants

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Armament:

Cockpit: Tailwheel: Wing Type: Propeller:

Production: Designation: Type No.: Type: Span: Length:

Spitfire Mk Vb, DL•K of No 91 Squadron (© RAF Museum P019197)

Armament:

Cockpit: Tailwheel: Wing Type: Propeller:

Note: Production:

37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing) Unpressurized (with internal bullet-proof glass) Fixed Fighter (F) Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) or R12/4F5/4 (Jablo or Hydrulignum). All 10ft 9in Dia. No camera gun installed 1,255 (Total Mk IX Production)

Designation: Type No.: Type: Span: Length:

Mk IXc 361 Single-seat Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,560hp Merlin 61, 1,690hp Merlin 63 or Merlin 63A. Max Speed: 408mph at 25,000ft Service Ceiling: 44,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Wing Type: Fighter (F) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) or R12/4F5/4 (Jablo or Hydrulignum). All 10ft 9in Dia. Production: 1,255 (Total Mk IX Production) Designation: Type No.: Type: Span: Length:

Mk IXe 361 Single-seat Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,560hp Merlin 61, 1,690hp Merlin 63 or Merlin 63A. Max Speed: 408mph at 25,000ft Service Ceiling: 44,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm Hispano cannon (120rpg), two 0.5in (12.7mm) machine guns

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Appendix V • Spitfire Variants

capacity 284 Imp Gal. 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing). Unpressurized (with internal bullet-proof glass) Fixed Low-altitude Clipped (LF) Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. 4,010 (Total LF Mk IX Production)

Cockpit: Tailwheel: Propeller:

Production:

(250rpg) and up to 1,000lb (454kg) of bombs (500lb (227kg) on centreline and one 250lb (113kg) bomb under each wing). Unpressurized (with internal bullet-proof glass) Fixed Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) or R12/4F5/4 (Jablo or Hydrulignum). All 10ft 9in Dia. 1,255 (Total Mk IX Production)

Designation: Type No.: Type: Span: Length:

LF Mk IXb 361 Single-seat Low-level Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,720hp Merlin 66 Max Speed: 404mph at 21,000ft Service Ceiling: 42,500ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) plus capacity to carry 1,000lb of bombs (500lb (227kg) on centreline, and one 250lb (113kg) under each wing). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Note: No camera gun installed Production: 4,010 (Total LF Mk IX Production) Designation: Type No.: Span: Length:

LF Mk IXc 361 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,720hp Merlin 66 Max Speed: 404mph at 21,000ft Service Ceiling: 42,500ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel

LF Mk IXe 361 Single-seat Low-altitude Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,720hp Merlin 66 Max Speed: 404 at 21,000ft Service Ceiling: 42,500ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm Hispano cannon (120rpg), two 0.5in (12.7mm) machine guns (250rpg) and up to 1,000lb (454kg) of bombs (500lb (227kg) on centreline and one 250lb (113kg) bomb under each wing). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Wing Type: Low-altitude Clipped (LF) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 4,010 (Total LF Mk IX Production) Designation: Type No.: Type: Span: Length:

HF Mk IXb 361 Single-seat High-altitude Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,710hp Merlin 70 Max Speed: 416mph at 27,500ft Service Ceiling: 45,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm cannon and four 0.303in. (7.7mm) Browning machine guns. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Wing Type: High-altitude Increased Span (HP) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 400 (Total HF Mk IX Production) Designation: Type No.: Type: Span: Length: Height: Engine: Max Speed:

HF Mk IXc 361 Single-seat High-altitude Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) 11ft 8in (Tip of Prop Tail Up) Two-speed, Two-stage 1,710hp Merlin 70 416mph at 27,500ft

Spitfire MK IXe MJ329 in flight with beer barrels under each wing

Service Ceiling: 45,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Four 20mm cannon. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Wing Type: High-altitude Increased Span (HF) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 400 (Total HF Mk IX Production) Designation: Type No.: Type: Span: Length:

HF Mk IXe 361 Single-seat High-altitude Fighter 36ft 10in (11.23m) 30ft 6in (31ft 1/2in with broad chord rudder [Flying Attitude]) Height: 11ft 8in (Tip of Prop Tail Up) Engine: Two-speed, Two-stage 1,710hp Merlin 70 Max Speed: 416mph at 27,500ft Service Ceiling: 45,000ft Range: 434 miles Fuel Capacity: Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. 30, 45 or 90 Imp Gal Auxillary Tanks could be fitted. 170 Imp Gal Long-range ferry tank could also be carried, along with a 29 Imp Gal fuselage tank, but in this configuation all armament was removed, Maximum Long-range fuel capacity 284 Imp Gal. Armament: Two 20mm cannon, two 0.5in (12.7mm) machine guns and up to 1,000lb (454kg) of bombs. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Wing Type: High-altitude Increased Span (HF) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 400 (Total HF Mk IX Production) Designation: Type: Span: Length: Height: Engine:

LF Mk XVIc Single-seat Fighter 32ft 10in (9.93m) 31ft 4in (9.55m) 12ft 7 3/4in (3.86m) Two-speed, Two-stage 1,315hp Packard Merlin 226 Max Speed: 405mph at 22,000ft Service Ceiling: 42,500ft Range: 434 miles Armament: Four 20mm cannon. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, four-blade, Variable-pitch, Constant-speed, Hydrulignum Production: 1,054 (Total Mk XVI Production) Designation: Type: Span: Length: Height: Engine:

LF Mk XVIe Single-seat Fighter 32ft 10in 31ft 4in 12ft 7 3/4in (3.86m) Two-speed, Two-stage 1,315hp Packard Merlin 226 Max Speed: 405mph at 22,000ft Service Ceiling: 42,500ft Range: 434 miles Armament: Two 20mm cannon, two 0.5in (12.7mm) machine guns and up to 1,000lb (454kg) of bombs. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, four-blade, Variable-pitch, Constant-speed, Hydrulignum Production: 1,054 (* See Mk XVIc)

Photo-Reconnaissance Designation: First Flight: Type: Span: Length: Height:

PR Type A (PR Mk IA) October 1939 (N3069) Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin III Armament: None Cockpit: Unpressurized Tailwheel: Fixed Propeller: de Havilland Three-blade, Two-pitch, Metal, Type 5/21 (or 5/20) or Constant-speed Type 5/29 (or 5/30). Small number had Rotol Three-blade, Two-Pitch, Jablo fitted Radio Equipment: TR.9B or TR.1133 Camera Equipment: Two F.24 under wings & ‘Spotting’ (Eagle or Mk IX) camera Production: 2 (Both converted: N3069 & N3071) Note: Later converted to PR Mk III standard

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Designation: Into Service: Type: Span: Length: Height:

PR Type B (PR Mk IB) January 1940 Photo-Reconnaissance (Short-Range) 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin III Fuel Capacity: Increased to 114 Imp Gal (total) via an additional tank in the rear fuselage Armament: None Cockpit: Unpressurized Tailwheel: Fixed Propeller: de Havilland Three-blade, Two-pitch, Metal, Type 5/21 (or 5/20) or Constant-speed Type 5/29 (or 5/30). Small number had Rotol Three-blade, Two-Pitch, Jablo fitted Camera Equipment: Two F.24 (8in focal length) camera under the wings Note: Later converted to PR Mk III standard Designation: Into Service: Type: Span: Length: Height:

PR Type C (PR Mk IC or PR Mk III) March 1940 Photo-Reconnaissance (Long-Range) 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin II or 1,175hp (876kW) (1,050hp at 13,000ft) Rolls-Royce Merlin XII Fuel Capacity: Increased to 144 Imp Gal (total) via the additional 30 Imp Gal tank in the fuselage and a 30 Imp Gal tank under the port wing Armament: None Cockpit: Unpressurized Tailwheel: Fixed Propeller: de Havilland Three-blade, Two-pitch, Metal, Type 5/21 (or 5/20) or Constant-speed Type 5/29 (or 5/30). Small number had Rotol Three-blade, Two-Pitch, Jablo fitted Camera Equipment: Two F.24 (8in focal length) camera in blisters under the starboard wing and one F.24 (vertical) camera in the rear fuselage Production: 40 (Converted by Heston Aircraft & RAE Farnborough) Designation: Type:

PR Type D (PR Mk ID or PR Mk IV) Photo-Reconnaissance (Super Long-Range) Span: 36ft 10in (11.23m) Length: 29ft 11in (9.12m) Height: 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-stage, Single-speed, 1,210hp Merlin 45 or 1,190hp Merlin 46 Max Speed: 372mph (598km/h) Fuel Capacity: As per PR Type C plus 114 Imp Gal (66.5 per wing) in leading edge tanks. Later increased to 133 Imp Gal (605lt). Max Range: 2,000 miles (3,218km) Armament: None Cockpit: Pressurized (Plain perspex windscreen) Tailwheel: Fixed Camera Equipment: Two Vertical F.8 (20in focal length) or F.24 (14in focal length) plus Eagle IV ‘spotting’ camera in fuselage. Propeller: de Havilland, Three-Blade, Constant-speed Production: 229 Designation: Type No: Type: Span: Length: Height:

PR Mk IV (Production) 333 Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-stage, Single-speed, 1,210hp Merlin 45, Merlin 50, Merlin 55 or Merlin 56 Max Speed: 372mph (598km/h) Max Range: 2,000 miles (3,218km) Fuel Capacity: Two 66 Imp Gal tanks (wing leading edge) increased total tankage to 218 Imp Gal (991lt) Armament: None Cockpit: Pressurized (Plain perspex windscreen) Tailwheel: Fixed Camera Equipment: Three ‘fittings’ available. i) Two F.8 (20in focal length) [‘W’ fitting], ii) One F.24 (14in focal length) [‘X’ fitting] & iii) One F.52 (36in focal length) [‘Y’ fitting] Propeller: Rotol, 3 Blade, Type RX5/10 or de Havilland, 3 Blade, Type 5/39B. Both 10ft 9in diameter Radio Equipment: TR.1133 or TR.1143 Production: See PR Type D Note: These were new-built machines based on the PR Type D and using Mk V airframes

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PR Type E (PR Mk IE or PR Mk V) Low-level Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m)

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Engine:

Single-stage, Single-speed, 1,210hp Merlin 45 372mph (598km/h) 2,000 miles (3,218km) Increased to 114 Imp Gal (total) via an additional tank in the rear fuselage Armament: None Tailwheel: Fixed Camera Equipment: One (oblique) F.24 under each wing with lense at 90º to line of flight Propeller: Rotol, 3 Blade, Type RX5/10 or de Havilland, 3 Blade, Type 5/39B. Both 10ft 9in diameter Production: 1 (Converted PR Mk IV) Max Speed: Max Range: Fuel Capacity:

Designation: Type: Span: Length: Height:

PR Type F (PR Mk IF or PR Mk VI) Photo-Reconnaissance (Long-Range) 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-stage, Single-speed, 1,210hp Merlin 45 Fuel Capacity: (Total) 174 Imp Gal (791lt) Armament: None Cockpit: Pressurized (with ‘teardrop’ side blisters) Tailwheel: Fixed Camera Equipment: One F.8 (20in focal length) Vertical, or two F.8 (20in focal length), or two F.24 (20in focal length) Vertical and one F.24 (14in focal length) Oblique Note: Oil capacity increased via enlarged chin tank Production: 15 (Conversions by Heston Aircraft 1941-2) Designation: Type: Span: Length: Height:

PR Type G (PR Mk IG or PR Mk VII) Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin III or 1,210hp Merlin 45 Weight: (Empty) 4,985lb (2,216kg) (Max Loaded) 6,584lb (2,986kg) Armament: Eight 0.303in (7.7mm) Browning machine guns (350rpg) Cockpit: Pressurized (with internal bullet-proof glass & ‘teardrop’ side blisters) Tailwheel: Fixed Camera Equipment: Two Vertical F.24 (5in or 14in focal length). An additional F.24 could be mounted in the fuselage. Propeller: Rotol, 3 blade, RX5/14, Variable-pitch, Constant-speed, Hydrulignum or de Havilland, 3 blade, Type 5/39 or 5/39A. Production: 45 (Converted Mk Vs by Heston Aircraft) Designation: Type: Span: Length: Height: Engine: Armament:

Camera: Cockpit: Tailwheel: Propeller: Production: Designation: Type: Span: Length: Height: Engine: Armament: Cockpit: Tailwheel: Propeller: Production: Designation: Type No.: First Flight: Type: Span: Length: Height: Engine: Weight: Max Speed:

Designation: Type: Span: Length: Height:

7:12 pm

Fuel: Fuel Capacity:

FR Mk IX Tactical Reconnaissance (Armed) 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Two-speed, Two-stage 1,690hp Merlin 63 or 1,950hp Merlin 70 Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg) or four 20mm Hispano cannon (120rpg) One oblique F.24 in camera bay Pressurized (with plain perspex windscreen) Fixed (Later retractable) Rotol, four-blade, Variable-pitch, Constant-speed, Hydrulignum 471 PR Mk IX Long-range Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Two-speed, Two-stage 1,690hp Merlin 63 or 1,950hp Merlin 70 None Pressurized (with plain perspex windscreen) Fixed (later retractable) Rotol, Four-blade, Variable-pitch, Constant-speed, Hydrulignum 10 (conversions) PR Mk X 362 & 387 March 1944 (MD192) Photo-Reconnaissance 36ft 10in (11.23m) 31ft 3in (Tail Up) 11ft 6 5/8in (Tip of Prop, Tail Up) Two-speed, Two-stage 1,710hp Merlin 64 (Empty) 5,812lb (Max Loaded) 8,159lb 417mph (671km/h) at 24,200ft (7,378m) 100 Octane Fuselage (Top) 47 Imp Gal, (Lower) 48 1/2 Imp Gal & Two 66 Imp Gal tanks (one in each wing leading edge); Total 228 Imp Gal. Also provision to carry

Spitfire Mk I of No. 65 Squadron (© RAF Museum P019367)

90 Imp Gal auxillary tank (Max Total 318 Imp Gal) None Pressurized (Double-skin, Sliding) Retractable Camera Equipment: Universal (‘U’) fit; Two F.8 (20in focal length) Vertical, Two F.52 (20 or 36in focal length) or Two F.24 (8 or 14in focal length) Vertical & one F.24 (Oblique) Radio Equipment: TR.1143 & A.1271 (Beam Approach) Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R.12/4F5/4, Hydrulignum Production: 16 (Converted; Mk VIII fuselage + PR Mk XI wings)

Armament: Cockpit: Tailwheel:

Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

PR Mk XI 365 & 374 21st november 1942 (BS497) Long Range Photo-Reconnaissance 36ft 10in (11.23m) 31ft 3in (Tail Up) 11ft 6 5/8in (Tip of Prop, Tail Up) Two-speed, Two-stage 1,565hp (1,167kW) Merlin 61 or 1,710hp (1,275kW) Merlin 63, 63A or 70 Weight: (Empty) 5,575lb (Max Loaded) 7,930lb Max Speed: 417mph (671km/h) at 24,200ft (7,375m) Service Ceiling: 44,000ft Range: (With 90 Imp Gal auxillary tank) 565 miles (909km) Armament: None Cockpit: Pressurized (with plain perspex windscreen) Tailwheel: Fixed (later Retractable) Propeller: Rotol, 4 blade, R3/4F5/2 (Merlin 61), R3/4F5/3 or R5/4F5/4 (Merlin 63 & 63A) or R12/4F5/4 (Merlin 70), Variable-pitch, Constant-speed, Hydrulignum Radio Equipment: TR.1133 or TR.1143 Production: 471 Designation: Type No.: First Flight: Into Service: Type: Span: Length: Height: Engine:

PR Mk XIII 367 August 1942 (L1004) April 1943 Low-level Photo-Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) Single-speed, Single-stage 1,645hp (1,227kW) Merlin 32 Weight: (Empty) 5,085lb (2,307kg) (Max Loaded) 6,500lb (2,948kg) Max Speed: 345mph (555km/h) at 10,000ft (3,050m) Service Ceiling: 37,000ft (11,280m) Range: 700 miles (1,126km) Armament: Four 0.303in. (7.7mm) Browning machine guns Cockpit: Unpressurized (with internal bulet-proof glass) Tailwheel: Fixed Camera Equipment: Two Vertical F.24 & One Oblique F.24 Propeller: de Havilland, 3 Blade, Type 5/39, Constant-speed, Variable-Pitch

Radio Equipment: TR.1133 Production: 18 (Conversions)

Seafire Variants Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

Seafire Mk Ib 340 6th January 1942 (AB205) Naval Fighter 36ft 10in (11.23m) 30ft 2 1/2in (9.21m) 11ft 5 1/2in (Tip of Prop, Tail Up) Single-speed, Single-stage 1,470hp (1,096kW) Merlin 45 or 1,415hp (1,055kW) Merlin 46 Weight: (Empty) 5,100lb (2,313kg) (Loaded) 6,700lb (3,039kg) Max Speed: 365mph (587km/h) at 16,000ft (4,875m) Service Ceiling: 36,400ft (11,095m) Range: 492 miles (792km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxillary tank Armament: Two 20mm Hispano cannon (60rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook & slinging points Propeller: Rotol, Three-blade, Constant-speed Type RX.5/10, 5/14 or 5/24, Jablo. Radio Equipment: TR. 1196, R.1147 and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 166 (Conversions) Designation: Type No.: First Flight: Type: Span:

Seafire Mk IIc 357 February 1942 (AD371) Naval Fighter 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Length: 29ft 11in (9.12m) Height: 11ft 5 1/2in (Tip of Prop, Tail Up) Engine: Single-speed, Single-stage 1,470hp (1,096kW) Merlin 45 or 1,415hp (1,055kW) Merlin 46 Weight: (Empty) 5,300lb (2,404kg) (Max Loaded) 7,100lb (3,220kg) Max Speed: 352mph (566km/h) at 12,250ft (3,735km) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (793km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxillary tank Armament: Two 20mm Hispano cannon (120rpg), four 0.303in. (7.7mm) Browning machine guns (350rpg) and provision to carry one 250lb (113kg) bomb on centreline Cockpit: Unpressurized (with internal bulet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points & a strengthened undercarriage Propeller: Rotol, Three-blade, Constant-speed

Seafire Mk Ibs of No.736 Squadron in flight

Appendix V • Spitfire Variants

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Camera Equipment: One F.24 (8 or 14in focal length)

Oblique or One F.24 (5, 8, 14 or 20in focal length) Vertical Radio Equipment: TR. 5043, ARI. 5307 and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 1,220 (Total Mk III)

Trainers Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

High Speed Spitfire N.17 on the ground (© RAF Museum P003827)

Type RX.5/10, 5/14 or 5/24, Jablo. Radio Equipment: TR. 1196, R.1147 and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 372 (Total Mk II) Designation: Type No.: Type: Span:

Seafire L Mk IIc 357 Naval Fighter 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Length: 29ft 11in (9.12m) Height: 11ft 5 1/2in (Tip of Prop, Tail Up) Engine: Single-speed, Single-stage 1,645hp (1,226kW) Merlin 32 Max Speed: 352mph (566km/h) at 12,250ft (3,735km) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (793km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxillary tank Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bulet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points & a strengthened undercarriage Propeller: Four-blade, Constant-speed Type R12/4F5/4, Jablo or Hydrulignum. Radio Equipment: TR. 1196A, R.1147 and R.3108 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 372 (Total Mk II) Designation:

Seafire FR Mk IIc (or LR Mk IIc or PR L Mk IIc) 357 Naval Tactical Reconnaissance 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Length: 29ft 11in (9.12m) Height: 11ft 5 1/2in (Tip of Prop, Tail Up) Engine: Single-speed, Single-stage 1,645hp (1,226kW) Merlin 32 Weight: (Empty) 5,310lb (Loaded) 7,043lb Max Speed: 352mph (566km/h) at 12,250ft (3,735km) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (793km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxillary tank Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bulet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points & a strengthened undercarriage Propeller: Rotol, Four-blade, Constant-speed Type R12/4F5/4, Jablo or Hydrulignum. Camera Equipment: One F.24 (8 or 14in focal length) Oblique & One F.24 (5, 8, 14in or 20in focal length) Vertical Radio Equipment: TR. 1196A, R.1147A and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 372 (Total Mk II) Type No.: Type: Span:

Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

Seafire Mk III 358 9th November 1942 Naval Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) Single-speed, Single-stage 1,470hp (1,096kW) Merlin 55 Max Speed: 348mph (560km/h) at 6,000ft (1,830m) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (748km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks &

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provision for 30 Imp Gal (136lt) auxillary tank Two 20mm Hispano cannon (120rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Also had capacity to carry four 25lb or 60lb 3in rockets and two 250lb (113kg) bombs under wings, plus a 500lb (227kg) bomb on a centreline rack. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points, strengthened undercarriage & a double-folding wing Propeller: Rotol, Four-blade, Constant-speed Type R12/4F5/4, Jablo or Hydrulignum. Radio Equipment: TR. 5043, ARI. 5307 and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 1,220 (Total Mk III) Note: Irish Seafire Mk IIIs were ‘denavalised’ to Mk Vc standards but retained four-blade propellers. Armament:

Designation: Type No.: First Flight: Type: Span:

Seafire LF Mk III 358 9th November 1942 Naval Fighter 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Length: 29ft 11in (9.12m) Height: 11ft 5 1/2in (Tip of Prop, Tail Up) Engine: Single-speed, Single-stage Merlin 55M Weight: (Empty) 5,449lb (Loaded) 7,221lb Max Speed: 348mph (560km/h) at 6,000ft (1,830m) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (748km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxillary tank Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points, strengthened undercarriage & a double-folding wing Propeller: Rotol, Four-blade, Constant-speed Type R12/4F5/4, Jablo or Hydrulignum. Radio Equipment: TR. 5043, ARI. 5307 and R.3067 Gunsight: (Early) GM.2 reflector (Later) Gyro Gun Sight Mk IID (when Mod. 300 incorporated) Production: 1,220 (Total Mk III) Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

Seafire FR Mk III (or PR Mk III) 358 9th November 1942 Naval Tactical Reconnaissance 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5 1/2in (Tip of Prop, Tail Up) Single-speed, Single-stage 1,645hp 91,096kW) Merlin 32 or 1,585hp (1,182kW) Merlin 55M. Weight: (Empty) 5,310lb (Loaded) 7,043lb Max Speed: 348mph (560km/h) at 6,000ft (1,830m) Service Ceiling: 32,000ft (9,755m) Range: 493 miles (748km) Fuel Capacity: 85 Imp Gal (386lt) in fuselage tanks & provision for 30 Imp Gal (136lt) auxiliary tank Armament: Two 20mm Hispano cannon (120rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Fixed Naval Equipment: Arrester hook, catapult spools, slinging points, strengthened undercarriage & a double-folding wing Propeller: Rotol, Four-blade, Constant-speed Type R12/4F5/4, Jablo or Hydrulignum.

T Mk 8 (T Mk VIII or TR Mk 8) 502 May 1946 (N32/G-AIDN) Two-seat Trainer 36ft 10in (11.23m) 31ft 4 1/2in (9.56m) 12ft 7 3/4in (Tip of Prop Tail Down) Two-speed, Two-stage 1,720hp (1,282kW) Merlin 66 Weight: (Empty) 5,950lb (2,699kg) (Max Loaded) 7,400lb (3,357kg) Max Speed: 393mph (632km/h) at 20,000ft (6,095m) Service Ceiling: 40,600ft (12,375m) Range: 240 miles (386km) Armament: None. Optional fitment of two 20mm Hispano cannon (120rpg) and four 0.303in (7.7mm) Browning machine guns (350rpg) available. Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Retractable Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) or Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 1 (Conversion) Designation: Type No.: First Flight: Type: Span: Length: Height: Engine:

T Mk 9 (T Mk IX or TR Mk 9) 509 1948 (H-97 ex-MK715) Two-seat Trainer 36ft 10in (11.23m) 31ft 4 1/2in (9.56m) 12ft 7 3/4in (Tip of Prop Tail Down) Two-speed, Two-stage 1,720hp (1,282kW) Merlin 66 Weight: (Empty) 5,850lb (2,654kg) (Max Loaded) 7,300lb (3,311kg) Max Speed: 386mph (621km/h) at 20,000ft (6,095m) Service Ceiling: 41,500ft (12,650m) Range: 234 miles (3776km) Armament: None. Optional fitment of two 20mm Hispano cannon (120rpg) and four 0.303in (7.7mm) Browning machine guns (350rpg) available. Propeller: Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural) or R5/4F5/4 (Jablo or Hydrulignum) or Type R12/4F5/4 (Jablo or Hydrulignum), 10ft 9in Dia. Production: 20 (Conversions)

Projects Designation: First Flight: Type: Span: Length: Height:

Floatplane (Mk I) N/A Floatplane Fighter 36ft 10in (11.23m) 29ft 11in (9.12m) 11ft 5in [Tip of Prop, Tail Down] (3.48m) Engine: Single-speed, Single-stage 1,030hp (768kW) Rolls-Royce Merlin II Weight: N/K Max Speed: N/K. Service Ceiling: N/K Range: N/K Armament: Eight 0.303in. (7.7mm) Browning machine guns (300rpg) Cockpit: Unpressurized Tailwheel: Deleted Propeller: de Havilland Three-blade, Two-pitch,

Metal, Type 5/20 or Constant-speed Type 5/30. Gunsight: GM.2 Reflector Radio Equipment: N/K Note: One example fitted with Blackburn Roc floats, not completed for flight trials Production: 1 (R6722 - Converted) Designation: First Flight: Type: Span:

Floatplane (Mk III) N/A Projected Floatplane Fighter 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Length: N/K Height: N/K Engine: Two-speed, Single-stage 1,280hp (954kW) [+12lb/sq.in boost] Merlin XX. Max Speed: N/K Service Ceiling: N/K Armament: None Cockpit: Unpressurized (with internal bullet-proof glass) Tailwheel: Deleted Propeller: Rotol Three-blade, Variable-pitch, Constant-speed, Dural, 10ft 9in Dia. Note: Never built, only a scale model was ever completed. Production: N/A Designation: Type No.: First Flight: Type: Span:

Floatplane (Mk Vb) 355 September 1943 (W3760) Floatplane Fighter 36ft 10in (11.23m) (30ft 6in (9.30m)[Clipped]) Overall Length: 35ft 4in (10.77m) Height: N/K Engine: Single-speed, Single-stage 1,470hp (1096kW) Merlin 45. Weight: (Empty) 6,014lb (2,728kg) (Max Loaded) 7,580lb (3,438kg) Max Speed: 324mph (521km/h) at 19,500ft (5,945m) Service Ceiling: 33,400ft (10,180m) Armament: Initially None, latter fitted with two 20mm Hispano cannon (60rpg) and four 0.303in. (7.7mm) Browning machine guns (350rpg). Cockpit: Unpressurized Tailwheel: Deleted Fitted With: Folland-built floats (Supermarine design). Vertical fin increased in size and ventral strake added. Propeller: Rotol, Four-blade, Type XH54D, Constant-speed, Variable-pitch & Rotol, Three-blade, Constant-speed, Variable-pitch. Both 10ft 9in Diameter Production: 3 (W3760, EP751 & EP754 Modified) Designation: Type No.: First Flight: Type: Span: Length: Height: Engine: Weight: Max Speed: Fuel Capacity: Armament:

Cockpit: Tailwheel: Propeller:

Production:

Spitfire Mk I K???? LZ•B, No. 66 Squadron, Duxford 1940 (© RAF Museum P000554)

Floatplane (Mk IXb) 385 May 1944 Floatplane Fighter 36ft 10in (11.23m) 35ft 6in 10ft (Tip of tail, Tail down on land) Two-speed, Two-stage Merlin 66 (Empty) 6,500lb (Max) 8,610lb with 50 Imp Gal overload tank 378mph Fuselage (Upper) 48 Imp Gal, (Lower) 37 Imp Gal. Two 20mm Hispano cannon (120rpg) & four 0.303in Browning machine guns (350rpg). Unpressurized (with internal bullet-proof glass) Deleted Rotol, Four-blade, Variable-pitch, Constant-speed, Type R3/4F5/2 (Dural) or R3/4F5/3 (Dural), 11ft 3in Dia. 1 (MJ892 - Converted)

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Spitfire Genealogy

Appendix

VI

F.7/30

Prototype (K5054) Fighter & Fighter-Bomber Variants Photo-Reconnaissance Variants Mk Ia

Mk Ib

PRU Variants Speed Spitfire

PR Mk IA

Mk IIa

PR Mk IC

PR Mk IB

Mk IIb

(PR Mk III)

PR Mk IF

PR Mk IE

PR Mk ID

(PR Mk VI)

(PR Mk V)

(PR Mk IV)

Mk III

ASR Mk IIc

Prototype Only

Mk Va Mk Vb

Mk Vc Mk Vb on Floats

Seafire Variants Mk VI

Mk I (Early)

(NF) Mk Vb

PR Mk VII (PR Mk IG)

Mk I

Night-Fighter Variants *

(Late)

Mk VII

Seafire Mk II Mk IXe

Seafire Mk III

Mk IXc

PR Mk IX Mk IX on Floats

PR. Mk XIII

Mk VIII Mk XVIc

Mk XVIe

PR Mk X Projects Only Trainer Variants

KEY Direct Development

Mk I on Floats

Two-seat Mk IX

Project Only

Indirect Development & Projects Conversions Production Variants Projects & Prototypes * = Not Offical Designation

NOTE: The designations above do not include LF, HF & FR, as these were all modifications based on the main variant shown.

Appendix VI • Spitfire Genealogy

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Spitfire Squadrons No.1 Squadron Code: JX Started Spitfire Operations: North Weald April 1944 UK Based: North Weald, Church Fenton & Ayr (4/44), Predannack (4/44-6/44), Harrowbeer (6/44), Detling (6/44-7/44), Lympne (7/44-8/44), Detling (8/4412/44) Manston (12/44-4/45), Coltishall (4/45-5/45) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: May 1945 (Spitfire F Mk 21) Variants Operated: LF Mk IXb

No.6 Squadron Code: JV Started Spitfire Operations: Palestine February 1946 UK Based: N/A Foreign Based: Petah Tiqva (8/45-?/46), Ramat David (?/46-6/46), Ein Shemer (6/46-9/46,) Nicosia (9/467/47) Reformed: N/A Disbanded: N/A Re-equipped: January 1947 (Tempest F Mk VI) Variants Operated: LF Mk IX

Marville (9/44-11/44), Maldeghem (11/44-12/44), Fassberg (10/45-11/47). Reformed: N/A Disbanded: N/A Re-equipped: December 1944 (Tempest Mk V) & October 1946 (Tempest Mk II) Variants Operated: Mk Vb, Mk Vc, Mk IXc, LF Mk IXe & LF Mk XVIe

No.41 Squadron Code: EB Started Spitfire Operations: Catterick January 1939 UK Based: Catterick (8/36-10/39),Wick (10/39), Catterick (10/39-5/40), Hornchurch (5/40-6/40), Catterick (6/40-7/40), Hornchurch (7/40-8/40), Catterick (8/40-9/40), Hornchurch (9/40-2/41), Catterick (2/41-7/41), Merston (7/41-12/41), Westhampnett (12/41-4/42), Merston (4/42-6/42), Martlesham Heath (6/42), Hawkinge (6/42-7/42), Debden (7/42-8/42), Langtown (8/42), Llanbedr (8/42-3/43), High Ercall (3/43-4/43) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: March 1943 (Spitfire Mk XII) Variants Operated: Mk I, Mk IIa & Mk Vb

No.17 Squadron Code: YB & UT Started Spitfire Operations: Minneriya March 1944 UK Based: N/A Foreign Based: Minneriya (1/44-6/44), Vavuyina (6/44-7/44), China Bay (7/44-9/44), Vavuyina (9/4411/44), Sapam (11/44), Palel (11/44-12/45), Taukkyan (12/44-1/45), Tabingaung (1/45-2/45), Ywadon (2/45-4/45), Meiktela (4/45), Thedaw (4/45), Tenant (4/45-5/45), Thedaw (5/45-6/45) Reformed: N/A Disbanded: N/A Re-equipped: June 1945 (Spitfire FR Mk XIVe) Variants Operated: LF Mk VIII

No.19 Squadron Code: QV Started Spitfire Operations: Duxford August 1938 UK Based: Duxford (8/38-4/40), Horsham St. Faith (4/40-5/40), Duxford (5/40-5/40), Hornchurch (5/40-6/40), Duxford (6/40), Fowlmere (6/40-7/40), Duxford (7/40), Fowlmere (7/40-11/40), Duxford (11/40-2/41), Fowlmere (2/41-6/41), Matlaske (8/41-12/41), Ludham (12/41-4/42), Hutton Cranswick (4/42-5/42), Perranporth (4/42-6/42), Warmwell (6/42), Perranporth (6/42-7/42), Biggin Hill (7/42), Perranporth (7/42), Colerne (7/42), Perranporth (7/42-8/42), Rochford (8/42), Exeter & Fairwood Common (10/42), Perranporth (10/42-3/43)Middle Wallop (3/43), Membury (3/43), Middle Wallop (3/43-5/43), Fairlop (5/43), Digby (5/43-6/43), Matlaske (6/43), Gravesend (6/43), Bognor (6/43-7/43), Newchurch (7/43-8/43), Gravesend (8/43-9/43), Weston Zoyland (9/43-10/43), Gatwick (10/43), Gravesend (10/43-4/44), Molesworth (9/45-6/46), Wittering (6/46-7/47) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: January 1944 (Mustang III) & October 1946 (DH Hornet F Mk 1) Variants Operated: Mk I, Mk Ia, Mk IIa, Mk Vb, Mk Vc, Mk IX & Mk XVIe

No.20 Squadron Code: HN, 6D & TH Started Spitfire Operations: Armarda Road September 1945 UK Based: N/A Foreign Based: Amarda Road 8/45-9/45, Don Muang [Singapore] (9/45-1/46) Reformed: N/A Disbanded: N/A Re-equipped: December 1945 (Spitfire FR Mk XIV) Variants Operated: Mk VIII

No.32 Squadron

No.43 Squadron Code: FT & SW Started Spitfire Operations: Maison Blanche March 1943 UK Based: Foreign Based: Maison Blanche 11/42-3/43, Jemappes (3/43-4/43), Tingley (4/43-5/43), Nefza (5/43), Mateur (5/43-6/43), Hal Far (6/43-7/43), Comiso (7/43-8/43), Pachino (8/43), Panebianco (8/43), Catania (8/43), Cassala (8/43-9/43), Falcone (9/43), Tusciano (9/43-10/43), Capodichino (10/43-1/44), Lago (1/44-5/44), Nettuno (5/44-6/44), Tre Canelli (6/44), Tarquinia (6/44), Grossetto (6/44-7/44), Piombino (7/44), Calvi Main (7/44-8/44), Ramatuelle (8/44), Thieze (8/44), Sisteron (8/44-9/44), Lyon (9/44), La Jasse (9/44-10/44), Peretole (10/44-11/44), Rimini (10/44-1/45), Ravenna (1/45-5/45), Rivilto (5/45), Klagenfurt (5/45-9/45), Zeltweg (9/45), Lavariano (9/45-3/47), Treviso (3/47-5/47) Reformed: N/A Disbanded: 16th May 1947 (Treviso) Re-equipped: N/A Variants Operated: Mk Vc & Mk IXc

No.54 Squadron Code: DL, KL & HF Started Spitfire Operations: Hornchurch March 1939 UK Based: Hornchurch (1/30-11/39), Rochford (11/39-12/39), Hornchurch (12/39), Rochford (12/39-2/40), Hornchurch (2/40-3/40), Rochford (3/40-4/40), Hornchurch (4/40-5/40), Catterick (5/40-6/40), Hornchurch (6/40), Rochford (6/40-7/40), Hornchurch (7/40), Catterick 7/40-8/40), Hornchurch (8/40-9/40), Catterick (9/40-2/41), Hornchurch (2/41-3/41), Rochford (3/41-5/41), Hornchurch (5/41-8/41), Martlesham Heath (8/41), Hornchurch (8/41-11/41), Castletown (11/41-6/42), Digny (6/42-9/42) Foreign Based: en route to Australia (9/42-1/43), Richmond (1/43-6/44), Livingstone (6/44-9/45), Melbourne (9/45-10/45) Reformed: N/A Disbanded: Melbourne 31st October 1945 Re-equipped: October 1945 (Tempest Mk II) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Va, Mk Vb, Mk Vc & Mk VIII

No.56 Squadron Code: US & ON Started Spitfire Operations: Ayr April 1944 UK Based: Ayr (3/44-4/44), Scorton (4/44), Newchurch (4/44-9/44) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: June 1944 (Tempest Mk V) Variants Operated: Mk IX

Spitfire Mk Vb AD562 MY•V of No. 278 Squadron, 1945 (© RAF Museum P000362) No.63 Squadron Code: UB Started Spitfire Operations: Middle Wallop 31st August 1946 UK Based: Middle Wallop (8/46-12/47), Thorney Island (12/47-5/50) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: April 1948 (Meteor F.3) Variants Operated: LF Mk XVIe

No.64 Squadron Code: SH Started Spitfire Operations: Church Fenton April 1940 UK Based: Church Fenton (4/40-5/40), Usworth (5/40), Kenley (5/40-8/40), Leconfield (8/40-10/40), Biggin Hill (10/40), Coltishall (10/40-11/40), Hornchurch (11/40-1/41), Rochford (1/41-3/41), Turnhouse (5/41), Drem (5/41-8/41), Turnhouse (8/41-10/41), Drem (10/41-11/41), Hornchurch (11/41-3/42), Rochford (3/42-4/42), Hornchurch (4/42-9/42), Fairlop (9/42-12/42), Predannack (12/42-1/43), Fairlop (1/43-3/43), Hornchurch (3/43), Ayr (3/43-8/43), Friston (8/43), Gravesend (8/43-9/43), West Malling (9/43), Coltishall (9/43-1/44), Ayr (1/44-2/44), Coltishall (2/44-4/44), Deanland (4/44-6/44), Harrowbeer (6/44-8/44), Bradwell Bay (8/44-12/44) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: November 1944 (Mustang IV) Variants Operated: Mk I, Mk IIa, Mk Vb, LF Mk Vb & Mk IX

No.65 Squadron Code: FZ & YT Started Spitfire Operations: Hornchurch March 1939 UK Based: Hornchurch (8/34-10/39), Northolt (10/39-3/40), Hornchurch (3/40-5/40), Kirton-in-Lindsey (5/40-6/40), Hornchurch (6/40-8/40), Turnhouse (8/40-11/40), Tangmere (11/40-2/41), Kirton-in-Lindsey (2/41-11/41), Westhampnett (10/41-12/41), Debden (12/41-4/42), Great Stampford (4/42-6/42), Martlesham Heath (6/42), Great Stampford (6/42), Hawkinge (6/42-7/42), Great Stampford (7/42), Gravesend (7/42), Gravesend (7/42-8/42), Eastchurch (8/42-9/42), Drem (9/42-10/42), Lympne (10/42), Drem (10/42-1/43), Macrihanish (1/43), HMS Argus (1/43), Drem (1/43-3/43), Perranporth (3/43-5/43), Fairlop (5/43), Selsey (5/43-7/43), Kingsnorth (7/43-10/43), Ashford (10/43), Gatwick (10/43), Gravesend (10/43-4/44), Hethel (5/45-9/46), Linton-on-Ouse (9/46-8/51) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: January 1944 (Mustang III) & October 1946 (DH Hornet F Mk 1) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, Mk IX & Mk XVIe

No.66 Squadron Code: RB, LZ & HI Started Spitfire Operations: Duxford October 1938 UK Based: Duxford (7/36-5/40), Horsham St. Faith

Code: GZ & KT Started Spitfire Operations: Biggin Hill 10/38 UK Based: N/A Foreign Based: Maison Blanche 1/43-5/43, Tingley 5/43-8/43, La Sebala (8/43-10/43). Montecorvino (10/43-11/43), Reghaia (11/43-2/44), Foggia Main (4/22-7/44), Canne (7/44-9/44), Brindisi (9/44-10/44), Kalamaki (10/44-11/44), Sedes (11/44-2/45), Ramat David (2/45-9/45), Petah Tiqva (9/45-3/46), Aqir (3/46-6/46), Ein Shemer (6/46-5/48) Reformed: N/A Disbanded: N/A Re-equipped: May 1947 (Spitfire Mk XVIII) Variants Operated: Mk Vc, Mk VIII & Mk IX

160

(5/40), Coltishall (5/40-9/40), Kenley (9/40), Gravesend (9/40-10/40), West Malling (10/40-11/40), Biggin Hill (11/40-2/41), Exeter (2/41-4/41), Perranporth (4/41-12/41), Porthreath (12/41-4/42), Ibsley (4/42-7/42), Tangmere (7/42-8/42), Ibsley (8/42), Tangmere (8/42), Ibsley (8/42), Zeals (8/42-12/42), Ibsley (12/42-2/43), Skeabrae (2/43-6/43), Church Fenton (6/43-8/43), Redhill (8/43-9/43), Kenley (8/43-9/43), Perranporth (9/43-11/43), Hornchurch (11/43-2/44), Llanbedr (2/44-3/44), North Weald (3/44), Bognor (3/44-5/44), Castletown (5/44), Bognor (5/44-6/44), Tangmere (6/44-8/44), Funtingdon (8/44), Ford (8/44), Fairwood Common (2/45-3/45), Duxford (9/46-10/49) Foreign Based: B.16 (8/44-9/44), Neufcampville [B.33] (9/44), Lille-Nord [B.57] (9/44-10/44), Grimbergen [B.60] (10/44-12/44), Woensdrecht [B.79] (12/44-2/45), Schijindel [B.85] (3/45-4/45), Twente [B.106] (4/45 Reformed: 1st September 1946 Duxford Disbanded: 30th April 1945 Twente Re-equipped: March 1947 (Meteor F.3) Variants Operated: Mk I, Mk IIa, Mk Va, Mk Vb/Vc, Mk VI, LF Mk IX & LF Mk XVIe

No.67 Squadron Code: RD Started Spitfire Operations: Chittagong February 1944 UK Based: N/A Foreign Based: Chittagong (4/43-3/44), Amarda Road (3/44-4/44), Baigachi (4/44-7/44), Comilla (7/44-11/44), Double Moorings (11/44-1/45), Maunghnama (1/45), Akyab (1/45-2/45), Dabaing (2/45-5/45), Akyab (5/45-7/45) Reformed: N/A Disbanded: 31st July 1945 Akyab Main Re-equipped: N/A Variants Operated: Mk VIII

No.71 (Eagle) Squadron Code: XR Started Spitfire Operations: North Weald August 1941 UK Based: North Weald 6/41-12/41, Martlesham Heath 12/41-5/42, Debden 5/42-8/42, Gravesend 8/42, Debden 8/42-9/42 Foreign Based: N/A Reformed: As the 334th FS, 4FG, USAAF 29th September 1942 Disbanded: N/A Re-equipped: N/A Variants Operated: Mk IIa & Mk Vb

No.72 Squadron Code: SD, RN & FG Started Spitfire Operations: Aklington July 1941 UK Based: Acklington (12/40-7/41), Gravesend (7/41), Biggin Hill (7/41-9/41), Gravesend (9/41-3/42), Biggin Hill (3/42-6/42), Lympne (6/42-7/42), Biggin Hill (7/42-8/42), Morpeth (8/42), Ayr (8/42-9/42), Ouston (9/42-11/42), Odiham (1/47-3/50) Foreign Based: Maison Blanche (11/42), Bone (11/42-1/43), Souk-el-Kemis (1/43-5/43), Mateur (5/43-6/43), Hal Far (6/43-7/43), Comiso (7/43-8/43), Pachino (7/43-9/43), Cassala (89/43), Falcone (9/43), Tusciano (9/43-10/43), Naples (10/43-1/44), Lago (1/44-6/44), Tre Canelli (6/44), Taruinia (6/44), Grossetto (6/44-7/44), Piombino (7/44), Calvi (7/44-8/44), Ramatuelle (8/44), Sisteron (8/44-9/44), Bron (9/44-10/44), Florence (10/44-11/44), Rimini (11/44-2/45), Ravenna (2/45-5/45), Rivolto (5/45), Klagenfurt (5/45-9/45), Zeltweg (9/45-12/45) Reformed: By renumbering No. 130 Squadron at Odiham on 31st January 1947 Disbanded: 30th December 1945 Zeltweg Re-equipped: N/A Variants Operated: Mk I, Mk IIa/IIb, Mk Vb, Mk Vc, Mk IX & LF Mk IX

No.73 Squadron

No.33 Squadron Code: RS, 5R & NW Started Spitfire Operations: Benina February 1943 UK Based: North Weald (4/44-5/44), Lympne (5/44-7/44), Tamgmere (7/44), Funtington (7/44-8/44), Selsby (8/44), Fairwood Common (8/44), Tangmere (8/44), Lympne [Detatchment] (9/44). Foreign Based: Benina 11/42-2/43, Bersis 2/43-6/43, Misurata 6/43-9/43, Bersis 9/43-1/44, Mersa Matruh (1/44-4/44), Carpiquet (8/44-9/44), Eu B.35 (9/44),

VII

Appendix

Spitfire LF Mk XVIe SL562 KR•U of No. 203 ATS, after crashing Nr Keevil 30/7/47 (© RAF Museum P002093)

Appendix VII • Spitfire Squadrons

Code: TP Started Spitfire Operations: La Seballa June 1943 UK Based: Foreign Based: La Seballa (5/43-10/43), Montecorvino (10/43-12/43), Foggia Main (12/43-7/44), Canne (7/44), Foggia Main (7/44-9/44), Canne (9/44-4/45), Prkos (4/45-5/45), Brindisi (5/45-7/45), Hal Far (7/45-7/46), Ta Kali (7/46-4/49) Reformed: N/A Disbanded: N/A Re-equipped: December 1947 (Spitfire F Mk 22) Variants Operated: Mk Vc, Mk VIII & Mk IX

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No.74 Squadron Code: ZP & 4D Started Spitfire Operations: Hornchurch February 1939 UK Based: Hornchurch (8/36-11/39), Rochford 11/39), Hornchurch (11/39-12/39), Rochford (12/39)Hornchurch (12/39), Rochford (12/39-1/40), Hornchurch (1/40-2/40), Rochford (2/40-3/40), Hornchurch (3/40-5/40), Leconfield (5/40-6/40), Rochford (6/40), Hornchurch (6/40-8/40), Wittering (8/40), Kirton-in-Lindsey (8/40-9/40), Coltishall (9/40-10/40), Biggin Hill (10/40-2/41), Manston (2/41-4/41), Gravesend (4/41-7/41), Acklington (7/41-10/41), Llanbedr (10/41-1/42), en route to UK (4/44), North Weald (4/44-5/44), Lympne (5/44-7/44), Tangmere (7/44), Selsey (7/44-8/44), Colerne (5/45) Foreign Based: LG106 (5/43-8/43), Edku (8/43-10/43), Peristerona (10/43), Nicosia Main (10/43), Edku (10/43-11/43), Dekheila (11/43-12/43), Edku (12/43-1/44), Dekheila (1/44-3/44), Edku (3/44-4/44), Sommervieu [B.8] (8/44 -9/44), Lille/Vendeville [B.51] (9/44), Courtrai [B.55] (9/44-11/44), Deurne [B.70] (11/44-2/45), Schijndel [B.85] (2/45-4/45), Drope [B.105] (4/45-5/45) Reformed: N/A Disbanded: N/A Re-equipped: May 1945 (Meteor F.3) Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk IX, LF Mk IXe & LF Mk XVIe

No.80 Squadron Code: AP, EY, GK, W2 & YK Started Spitfire Operations: Bu Amoud April 1943 UK Based: en route to UK (4/44), Sawbridgeworth (4/44-5/44), Hornchurch (5/44), Detling (5/44-6/44), Merston (6/44), Gatwick (6/44-7/44), West Malling (7/44-8/44), Manston (8/44) Foreign Based: Bu Amoud 11/42-5/43, Edku (5/43-7/43), Savoia (7/43-8/43), St, Jean (8/43-9/43), Derna (9/43-10/43), Savoia (10/43-11/43), Kabrit (11/43-1/44), Madna (1/44-3/44), Trigno (3/44-4/44), Naples (4/44), Reformed: N/A Disbanded: N/A Re-equipped: August 1944 (Tempest Mk V) Variants Operated: Mk Vc & Mk IX

No.81 Squadron Code: FL Started Spitfire Operations: Turnhouse January 1942 UK Based: Turnhouse (12/41-7/42), Hornchurch (5/42-7/42), Fairlop (7/42-10/42), Wellingore (10/42) Foreign Based: en route to Africa (10/42-11/42), Maison Blanche (11/42), Bone (11/42-1/43), Constantine (1/43-3/43), Tingley (3/43-5/43), Souk-el-Arba (3/43-5/43), La Sebala (5/43), Utique (5/43-6/43), Ta Kali (6/43-7/43), Lentini (7/43-9/43), Milazzo (9/43), Serretelle (9/43-10/43), Bari (10/43-11/43), en route to Far East (11/43-12/43), Alipore (12/43-1/44), Tulihall (1/44-2/44), Ramu (2/44-3/44), Tulihall (3/44-4/44), Khumbirgram (4/44), Minneriya (8/44-12/44), Ratmalana (12/44-4/45), Amarda Road (4/45-6/45) Reformed: N/A Disbanded: 20th June 1945 Amarada Road Re-equipped: N/A Variants Operated: Mk Va, Mk Vb, Mk Vc, Mk VIII & Mk IX

No.87 Squadron Code: LK Started Spitfire Operations: Djidjelli April 1943 UK Based: N/A Foreign Based: Djidjelli (12/42-5/43), Tingley (5/437/43), Monastir (7/43), Tingley (7/43-8/43), La Sebala I (8/43-9/43), Bo Rizzo (9/43-12/43), Palermo (12/433/44), Catania (3/44-6/44), Foggia (6/44), Perugia (6/44-8/44), Loretto (8/44-9/44), Fano (9/44), Borghetto (9/44-10/44), Fano (10/44-11/44), Perstola (11/44-12/44), Pntedera (12/44-5/45), Villafranca de Verona (5/45), Campoformido (5/45-8/45), Treviso (8/45-9/45), Zeltweg (9/45-12/46) Reformed: N/A Disbanded: 30th December 1946 Zeltweg Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc, Mk VIII & Mk IX

No.91 Squadron Code: DL Started Spitfire Operations: Formed by re-numbering No. 421 Flight at Hawkinge on 11th January 1941. UK Based: Hawkinge (1/41-11/42), Lympne (11/42-1/43), Hawkinge (1/43-4/43), Honiley (4/43-5/43), Deanland (8/44-10/44), Biggin Hill (10/44), Manston (10/44-4/45) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: April 1943 (Spitfire Mk XII) & January 1945 (Spitfire F Mk 21) Variants Operated: Mk IIa, Mk Vb & Mk IXb

No.92 Squadron Code: GR, QJ, DL & 8L Started Spitfire Operations: Croydon March 1940 UK Based: Croydon (12/39-5/40), Northolt (5/40-6/40), Hornchurch (6/40), Pembrey (6/40-9/40), Biggin Hill (9/40-1/41), Manston (1/41-2/41), Biggin Hill (2/41-9/41), Gravesend (9/41-10/41), Digby (10/41-2/42) Foreign Based: en route to Egypt (2/42-4/42), Fayid (4/42), Heliopolis (4/42-8/42), LG.173 (8/42-11/42), LG.21 (11/42), Sidi Heneish (11/42), Gambut W (11/42), M’sus (11/42-12/42), El Hassiet (12/42), El Nogra (12/42), El Merdana (12/42-1/43), Hamrat (1/43-2/43), Catel Benito (2/43), Medenin (2/43-3/43), Ben Gardane (3/43), Medenin (3/43), Bu Grara (3/43-4/43), La Fauconnerie (4/43), Bou Goubrine (4/43-5/43), Hergla (5/43), Ben Gardane N (5/43-6/43), Luqa (6/43-7/43), Pachino (7/43),

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Cassibile (7/43), Lentini W. (7/43-9/43), Grottaglie (9/43), Gioia (9/43-10/43), Tortorella (10/43), Triola (10/43-11/43), Canne (11/43-1/44), Marcianise (1/44-4/44), Venafro (4/44-6/44), Littorio (6/44), Fabrica (6/44-7/44), Perugia (7/44-8/44), Loretto (8/44-9/44), Fano (9/44-12/44), Bellaria (12/44-5/45), Treviso (5/45-9/45), Zeltweg (9/46-12/46) Reformed: N/A Disbanded: Zeltweg 30th December 1946 Re-equipped: N/A Variants Operated: Mk I, Mk Vb, Mk Vc, Mk VIII & Mk IX

No.93 Squadron Code: HN Started Spitfire Operations: Andreas 1st June 1942 UK Based: Andreas (6/42-9/42), Wansford (9/42-11/42) Foreign Based: en route to North Africa (10/42-11/42), Maison Blanche (11/42), Souk-el-Arba (11/42-12/42), Souk-el-Kemis (12/42-6/43), Hal Far (6/43-7/43), Comiso (7/43), Pachino (7/43-8/43), Panebianco (8/43-9/43), Cassale (9/43), Falcone (9/43), Battipaglio (9/43-10/43), Capodichino (10/43-1/44), Lago (1/44-6/44), Tre Canelli (6/44), Tarquinia (6/44), Grosseto (6/44-7/44), Piombino (7/44), Calvi (7/44-8/44), Ramatuelle (8/44), Sisteron (8/44-9/44), Bron (9/44), La Jasse (9/44-10/44), Peretola (10/44-11/44), Rimini (11/44-2/45), Ravenna (2/45-5/45), Rivolto (5/45), Klagenfurt (5/45-9/45) Reformed: N/A Disbanded: Klagenfurt 5th September 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No.94 Squadron Code: GO Started Spitfire Operations: El Gamil December 1942 UK Based: N/A Foreign Based: El Gamil (6/42-1/43), Luigi di Savoia (6/43-10/43), El Adem (11/43-4/44), Bu Amoud (4/44-7/44), Savoia (7/44-10/44), Kalamaki (10/44-2/45), Sedes (2/45-4/45) Reformed: N/A Disbanded: Sedes 26th April 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No.111 Squadron Code: JU Started Spitfire Operations: Dyce April 1941 UK Based: Dyce (10/40-7/41), North Weald (7/41-11/41), Debden (11/41-12/41), North Weald (12/41), Debden (12/41-7/42), Kenley (7/42-9/42), Martlesham Heath (9/42), Fowlmere (9/42-10/42), Foreign Based: en route to North Africa (10/42-11/42), Maison Blanche (11/42), Bone (11/42-12/42), Souk-el-Arba (12/42), Souk-el-Kemis (12/42-5/43), Protville (5/43), Mateur (5/43-6/43), Saffi (6/43-7/43), Comiso (7/43), Pachino S. (7/43-8/43), Panebianco (8/43-9/43), Cassala (9/43), Falcone (9/43), Monte Corvino (9/43), Battipaglia (9/43-10/43), Capodichino (10/43-1/44), Lago (1/44-6/44), Tre Canelli (6/44), Tarquinia (6/44), Grosseto (6/44-7/44), Piombino (7/44), Calvi Main (7/44-8/44), Ramatuelle (8/44), Sisteron (8/44-9/44), Bron (9/44), La Jasse (9/44-10/44), Peretole (10/44-11/44), Rimini (11/44-2/45), Ravenna (2/45-5/45), Rivolto (5/45), Klagenfurt (5/45-9/45), Zeltweg (9/45-9/46), Tissano (9/46-1/47), Treviso (1/47-5/47) Reformed: N/A Disbanded: Treviso 12th May 1947 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, Mk Vc & Mk IXc

No.118 Squadron Code: NK Started Spitfire Operations: Filton February 1941 UK Based: Filton (2/41-4/41), Colerne (4/41), Warmwell (4/41), Ibsley (4/41-12/41), Predannock (12/41-7/42), Tangmere (7/42), Ibsley (7/42-8/42), Tangmere (8/42), Zeals (8/42-12/42), Ibsley (12/42-1/43), Wittering (1/43), Coltishall (1/43-8/43), Westhampnett (8/43), Merston (8/43-9/43), Peterhead (9/43-10/43), Castletown (10/43-1/44), Detling (1/44-3/44), Skeabrae (3/44-7/44), Detling (7/44-8/44), Peterhead (8/44), Westhampnett (8/44-9/44), Manston (9/44-12/44), Bentwaters (12/44-8/45) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: January 1945 (Mustang III) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, LF Mk Vb, Mk VII, Mk IXc

Sqn Ldr E.F.J. Charles in Spitfire Mk IXc of No. 611 Sqn talking with the Intelligence Officer before taking off to bring down the 1000th enemy aircraft. Biggin Hill, May 1943 (© RAF Museum P002136)

Hornchurch (12/42-5/43), Eastchurch (5/43-6/43), Bognor Regis (6/43-7/43), Kingsnorth (7/43-10/43), Ashford (10/43), Weston Zoyland (10/43-11/43), Gravesend (11/43-4/44), Dyce (8/44), Wick (8/44-9/44), Hawkinge (9/45-10/45), Wick (10/45-1/46), Dalcross (1/46-4/46) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: February 1946 (Spitfire F Mk 21) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, LF Mk Vb & Mk IX

No.123 (East India) Squadron Code: XE Started Spitfire Operations: Turnhouse May 1941 UK Based: N/A Foreign Based: Mehrabad 11/42-1/43, Abadan 1/435/43, Bu Amud 5/43-11/43, Quassassin 11/43, en route to Far East 11/43-12/43, Feni 12/43-1/44, Patharkandi 1/44-6/44, St. Thomas Mount 6/44-9/44 Reformed: N/A Disbanded: N/A Re-equipped: September 1944 Variants Operated: Mk I, Mk IIa & Mk Vb

No.124 Squadron Code: ON Started Spitfire Operations: Castletown May 1941 UK Based: Castletown (5/41-11/41), Biggin Hill (11/41-5/42), Gravesend (5/42-6/42), Eastchurch (6/42-7/42), Gravesend (7/42), Debden (7/42-9/42), Tangmere (9/42-10/42), Westhampnett (10/42-11/42), North Weald (11/42-12/42), Drem (12/42-1/43), North Weald (1/43-7/43), Northolt (7/43-9/43), West Malling (9/43-3/44), Church fenton (3/44-4/44), Bradwell Bay (4/44-7/44), Detling (7/44-8/44), Westhampnett (8/44-9/44), Manston (9/44-2/45), Coltishall (2/45-4/45), Hawkinge (4/45), Hutton Cranswick (4/45-7/45), Bradwell Bay (7/45-8/45), Hutton Cranswick (8/45), Molesworth (8/45-10/45) Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: August 1945 (Meteor F.3) Variants Operated: Mk I, Mk IIb, Mk Vb, Mk VI, HF Mk VII & Mk IX

No.126 Squadron Code: MK & 5J Started Spitfire Operations: Ta Kali March 1942 UK Based: en route to UK (4/44), Sawbridgeworth (4/445/44), Culmhead (5/44-7/44), Harrowbeer (7/44-8/44), Bradwell Bay (8/44-12/44), Hetchel (2/46-4/46) Foreign Based: Ta Kali 6/41-5/42, Luqa (5/42-6/43), Safi (6/43-9/43), Gerbini (9/43-10/43), Grottaglie (10/43-4/44) Reformed: N/A Disbanded: Hethel 26th April 1946 Re-equipped: December 1944 (Mustang III) & February 1946 (Mk XVIe) Variants Operated: Mk IIa, Mk IIb, Mk Vb, Mk Vc, Mk IX, Mk IXb, Mk XVIe

No.127 Squadron Code: BZ & 9N Started Spitfire Operations: St. Jean May 1943 UK Based: en route to UK (4/44-5/44), North Weald (5/44), Lympne (5/44-7/44), Tangmere (7/44-8/44), Funtingdon (8/44), Ford (8/44-9/44), Fairwood Common (2/45-3/45) Foreign Based: St. Jean 3/43-11/43, Paphos 11/43, St. Jean 11/43-4/44, B.16 (9/44), Neufcampville [B.33] (9/44-10/44), Grimbergen [B.60] (10/44-12/44), Woensdrecht [B.79] (12/44-2/45), Schijindel [B.85] (3/45-4/45), Oldenburg [B.106] (4/45) Reformed: N/A Disbanded: Oldenburg 30th April 1945 Re-equipped: N/A Variants Operated: Mk Vc, HF Mk IX, LF Mk IX & LF Mk XVI

No.128 Squadron Code: WG & M5 Started Spitfire Operations: Hastings (Sierra Leone) 10/41 UK Based: None Foreign Based: Hastings (Sierra Leone) 10/41-3/43 Reformed: N/A Disbanded: 8th March 1943 Re-equipped: N/A Variants Operated: Mk Vb (One Aircraft Only)

No.129 Squadron Code: DV Started Spitfire Operations: Leconfield June 1941 UK Based: Leconfield (6/41-8/41), Westhampnett (8/41-11/41), Debden (11/41-12/41), Westhampnett (12/41-7/42), Thorney Island (7/42-9/42), Grimsetter (9/42-1/43), Sleabrae (1/43-2/43), Ibsley (2/43), Tangmere (2/43-3/43), Ibsley (3/43-6/43), Hornchurch (6/43-1/44), Peterhead (1/44-3/44), Heston (3/44), Llanbedr (3/44-4/44), Coolham (4/44-6/44), Holmesley South (6/44), Ford (6/44-7/44), Brenzett (7/44-10/44), Andrews Field (10/44-12/44), Bentwaters (12/44-5/45), Dyce (5/45), Molesworth (11/45-12/45), Hutton Cranwick (12/45-5/46), Church Fenton (7/46-9/46) Foreign Based: Vaernes (6/45-8/45), Gardermoen (8/45-11/45), Lübeck (5/46-7/46) Reformed: By re-numbering as No 257 Squadron at Church Fenton 1st September 1946 Disbanded: N/A Re-equipped: April 1944-May 1945 (Mustang III) Variants Operated: Mk I, Mk IIa, Mk Vb, Mk VI, Mk IX

No.121 (Eagle) Squadron Code: AV Started Spitfire Operations: Kirton-in-Lindsey October 1941 UK Based: Kirton-in-Lindsey (5/41-12/41), North Weald (12/41-6/42), Rochford (6/42-9/42), Debden (9/42) Foreign Based: None Reformed: N/A Disbanded: Transferred to USAAF as 335th FS, 4th FG, 29th September 1942 Re-equipped: N/A Variants Operated: Mk IIa & Mk Vb

No.122 Squadron Code: MT Started Spitfire Operations: Turnhouse May 1941 UK Based: Turnhouse (5/41-6/41), Ouston (6/41-8/41), Catterick (8/41-10/41), Scorton (10/41-4/42), Hornchurch (4/42-6/42), Fairlop (6/42), Martlesham Heath (6/42-7/42), Hornchurch (7/42-9/42), Martlesham Heath (9/42-10/42), Hornchurch (10/42-11/42), Fairlop (11/42-12/42),

Spitfire Mk I AR212 LV•N of No. 57 OTU, Harwarden 1941. Note the white engine cowlings (© RAF Museum P005104)

Appendix VII • Spitfire Squadrons

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Reformed: N/A Disbanded: N/A Re-equipped: October 1943 (Hurricane Mk IIc) Variants Operated: Mk IIa, Mk Vb & Mk Vc

No.136 Squadron Code: HM Started Spitfire Operations: Baigachi December 1943 UK Based: N/A Foreign Based: Baigachi (6/43-12/43), Lyons (12/43), Alipore (12/43), Lyons (12/43), Hay [Ramu] (12/43-1/44), Rumkhapalong (1/44-3/44), Sapam (3/44), Wangjing (3/44-4/44), Chittagong (4/44-7/44), Ratmalana (7/44-12/44), Minneriya (12/44-3/45), en route to Cocos Island (3/45-4/45), Cocos Island (4/45-10/45) Reformed: N/A Disbanded: N/A Re-equipped: September 1945 (Spitfire Mk XIV) Variants Operated: Mk Vb & Mk VIII

Flt. Lt. I.R. Gleed DFC, No. 87 Squadron (© RAF Museum P021062)

No.130 Squadron Code: PJ & AP Started Spitfire Operations: Portreath June 1941 UK Based: Portreath (6/41-10/41), Harowbeer (10/41-11/41), Warmwell (11/41-12/41), Perranporth (12/41-8/42), West Freugh (8/42), Perranporth (8/42), Thorney Island (8/42), Perranporth (8/42-3/43), Drem (3/43-4/44), Ballyhalbert (4/44-7/44), Honiley (7/44-8/44), West Malling (8/434-9/43), Catterick (9/43-11/43), Scorton (11/43), Ayr (11/43), Scorton (11/43-12/43), Acklington (12/43-1/44), Scorton (1/44-2/44), Lympne (4/44), Horne (4/44-6/44), Westhampnett (6/44), Merston (6/44-8/44), Tangmere (8/44), Lympne (8/44-10/44), North Weald (5/45), Dyce (5/45-7/45), Manston (11/45-7/46), Odiham (7/46-1/47) Foreign Based: Deurne [B.70] (10/44), Grave [B.82] (10/44-11/44), Diest/Scaffen [B.64] (11/44-12/44), Ophoven [Y.32] (12/44-1/45), Eindhoven [B.78] (1/45-4/45), Twente [B.106] (4/450, Celle [B.118] (4/45-5/45), Fassberg [B.152] 95/45), Kristiansand (7/45-10/45) Gardemoen (10/45-11/45) Reformed: By re-numbering No. 186 Squadron at Lympne 5th April 1944 Disbanded: Scorton 13th February 1944 Re-equipped: October 1946 (DH Vampire F.1) Variants Operated: Mk IIa, Mk Vb, Mk Vc, Mk IXb, Mk XVIe

No.131 (Eagle) Squadron Code: NX Started Spitfire Operations: Ouston June 1941 UK Based: Ouston (6/41-7/41), Catterick (7/41-8/41), Tern Hill (8/41-9/41), Atcham (9/41-2/42), Llanbedr (2/42-3/42), Valley (3/42-4/42), Llanbedr (4/42-5/42), Merston (5/42-8/42), Tangmere (9/42-10/42), Westhampnett (10/42-1/43), Castletown (1/43-6/43), Exeter (6/43-8/43), Redhill (8/43-9/43), Church Stanton [later called Culmhead] (9/43-2/44), Colerne (2/44-3/44), Harrowbeer (3/44-5/44), Culmhead (5/44-8/44), Friston (8/44-11/44) Foreign Based: en route to India (11/44-2/45), Amarda Road (2/45-4/45), Dalbumgarh (4/45-6/45) Reformed: N/A Disbanded: Dalbumgarh June 1945 Re-equipped: N/A Variants Operated: Mk Ia, Mk IIa, Mk Vb, Mk Vc, Mk VII, Mk VIII & Mk IX

No.132 Squadron Code: FF Started Spitfire Operations: Peterhead July 1941 UK Based: Peterhead (7/41-2/42), Skeabrae (2/42-6/42), Grimsetter (6/42-9/42), Martlesham Heath (9/42-10/42), Hornchurch (10/42-3/43), Zeals (3/43-4/43), Eastchurch (4/43-5/43), Perranporth (5/43-6/43), Gravesend (6/43-7/43), Newchurch (7/43-10/43), Detling (10/43-1/44), Castletown (1/44-3/44), Detling (3/44-4/44), Ford (4/44-6/44), Hawkinge (9/44-12/44) Foreign Based: B.11 (6/44-8/44), Longues (4/44-9/44), Beauvais [B.24] (9/44), Antwerp (9/44), Grave [B.82] (9/44), en route to India (12/44-1/45), Vavuyina (1/45-5/45), Madura (5/45-9/45), HMS Smiter (9/45), Kai Tak (9/45-4/46) Reformed: N/A Disbanded: Kai Tak 15th April 1946 Re-equipped: N/A Variants Operated: Mk I, Mk IIb, Mk Vb, Mk Vc, LF Mk Vb, HF Mk VIII, Mk IXb & Mk IXe

No.133 (Eagle) Squadron Code: MD Started Spitfire Operations: Fowlmere October 1941 UK Based: Fowlmere (10/41), Eglington (10/41-12/41), Kirton-in-Lindsey (12/41-5/42), Biggin Hill (5/42-9/42), Biggin Hill (9/42), Great Stampford (9/42) Foreign Based: None Reformed: N/A Disbanded: Transferred to USAAF as the 335th FS, 4th FG, 29th September 1942 Re-equipped: N/A Variants Operated: Mk IIa, Mk Va, Mk Vb, Mk IX

No.134 Squadron Code: GO & GA Started Spitfire Operations: Leconfield 7/41 UK Based: Leconfield 7/41-8/41, Catterick 12/41-1/42, Eglinton 1/42-2/42 Foreign Based: en route to Russia 8/41-9/41, Vaenga 9/41-11/41, Shandur 1/43-2/43, LG121 2/43-4/43, LG129 4/43, Matariyah 4/43-5/43, Bu Amoud 5/436/43, Bersis 6/43-10/43

162

Appendix VII • Spitfire Squadrons

No.145 Squadron Code: ZX & SD Started Spitfire Operations: Tangmere January 1941 UK Based: Tangmere 10/40-5/41, Merston (5/41-7/41), Foreign Based: en route to Egypt (7/41-2/42), Helwan (2/42-4/42), Gambut (4/42-5/42), LG.155 (5/42-6/42), LG.154 (6/42-8/42), Edku (8/42), LG.154 (8/42-9/42), LG.92 (9/42-10/42), LG.173 (10/42-11/42), LG.021 (11/42), LG.155 (11/42-12/42), El Haseiat (12/42), Agedabia (12/42), Merduma (12/42), Sidi Azzab (12/42), Chel (12/42-1/43), Hamraiet (1/43), Wadi Sirru (1/43-2/43), Castel Benito (2/43), Medenin (2/43-3/43), Bu Grara (3/43-4/43), Fauconnerie (4/43), Goubrinne (4/43-5/43), Hergla (5/43), Ben Gardane (5/43-6/43), Malta (6/43-7/43), Pachino (7/43), Cassibile (7/43), Lentini West (7/43-9/43), Gioia (9/43-10/43), Tortorelle (10/43), Triolo [Foggie 7] (10/43-11/43), Canne (11/43-1/44), Marcianise (1/44-4/44), Venafro (4/44-5/44), Lago (5/44-6/44), Venafro (6/44), Littorio (6/44), Fabrica (6/44-7/44), Perugia (7/44-8/44), Loreto (8/44-9/44), Fano (9/44-12/44), Belaria (12/44-5/45), Treviso (5/45-8/45) Reformed: N/A Disbanded: Trevisco 19th August 1945 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, Mk Vc, Mk VIII & Mk IX

No.152 Squadron Code: UM Started Spitfire Operations: Acklington December 1939 UK Based: Acklington (10/39-7/40), Warmwell (7/40-4/41), Porthreath (4/41-8/41), Snailwell (8/41), Swanton Morley (8/41-12/41), Coltishall (12/41-1/42), Eglington (1/42-8/42), Anglr (8/42-9/42), Wittering (9/42-11/42) Foreign Based: en route to Africa (11/42), Maison Blanche (11/42), Souk-el-Arba (11/42-12/42), Constantine (12/42-1/43), Setif (1/43-2/43), Souk-el-Khemis (2/43-5/43), Protville (5/43-7/43), Ta Kali (6/43-7/43), Lentini E (7/43-9/43), Milazzo E (9/43), Asa (9/43), Serretelle (9/43), Gioia (10/43-11/43), en route to India (11/43), Baigachi (11/43-2/44), Double Morrings (2/44-3/44), Chittagong (3/44-4/44), Rumkhalong (4/44-5/44), Comilla (5/44), Palel (5/44-7/44), Imphal Main (7/44-9/44), Tulihall (9/44-10/44), Tamu (10/44-1/45, Kan (1/45-2/45), Sinthe (2/45-4/45), Maida Vale (4/45-5/45), Thedaw (5/45-7/45), Taungoo (7/45-8/45), Zayatkwin (8/45-9/45), Tengah (9/45-3/46), Yelahanka (5/45-6/45), Risalpur (6/46-1/47) Reformed: By re-numbering No 136 Squadron at Yelahanka 12th May 1945 Disbanded: Tengah 10th March 1946 & Risalpur 31st January 1947 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk VIII & Mk IX

No.154 Squadron

No.164 (Argentine-British) Squadron Code: UB & FJ Started Spitfire Operations: Turnhouse May 1945 UK Based: Turnhouse 5/45-11/45, Fairwood Common 11/45-1/46, Turnhouse 1/46-3/46, Tangmere 3/46-4/46, Middle Wallop 4/46-8/46 Foreign Based: N/A Reformed: N/A Disbanded: Renumbered No. 63 Squadron, 31st August 1946 Re-equipped: N/A Variants Operated: Mk IX & LF Mk XVI

No.165 Squadron Code: SK Started Spitfire Operations: Ayr 6th April 1942 UK Based: Ayr 4/42-8/42, Eastchurch 8/42, Gravesend 8/42-11/42, Tangmere 11/42-5/43, Peterhead 5/43-6/43, Iblsey 6/43-7/43, Exeter 7/43-8/43, Kenley 8/43-9/43, Culmhead 9/43-2/44, Colerne 2/44-3/44, Predannock 4/44-6/44, Harrowbeer 6/44, Detling 6/44-7/44, Lympne 7/44-8/44, Detling 8/44-12/44, Bentwaters 12/44-5/45, Dyce 5/45-6/45, Vaernes 6/45-12/45, Charter Hall 12/45-1/46, Duxford 1/46-8/46 Foreign Based: N/A Reformed: N/A Disbanded: Renumbered No. 66 Squadron, 1st September 1946 Re-equipped: N/A Variants Operated: Mk Va, Mk Vb, Mk Vc & Mk IX

No.167 Squadron Code: VL & QO Started Spitfire Operations: Scorton 6th April 1942 UK Based: Scorton 4/42-6/42, Castletown 6/42-10/42, Ludham 10/42-5/43, Digby 5/43, Hornchurch 5/43, Westhampnett 5/43-6/43, Woodvale 6/43 Foreign Based: N/A Reformed: N/A Disbanded: Renumbered No. 322 Squadron, 12th June 1943 Re-equipped: N/A Variants Operated: Mk Vb & Mk Vc

No.183 Squadron Code: HF Started Spitfire Operations: Millfield June 1945 UK Based: Millfield 6/45, Chilbolton 6/45-10/45, Fairwood Common 10/45-11/45, Chilbolton 11/45 Foreign Based: N/A Reformed: N/A Disbanded: Re-numbered as No. 54 Squadron 15th November 1945 Re-equipped: N/A Variants Operated: Mk IX

No.184 Squadron Code: BR Started Spitfire Operations: Detling, October 1943 UK Based: Detling 10/43-3/44 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: December 1943 (Typhoon Mk Ib) Variants Operated: Mk Vb

No.185 Squadron Code: GL & YN Started Spitfire Operations: Hal Far, Malta, May 1942 UK Based: N/A Foreign Based: Hal Far 5/42-6/43, Krendi 6/43-9/43, Hal Far 9/43-7/44, Grottaglie 7/44-8/44, Loreto 8/44-9/44, Fano 9/44, Borghetto 9/44-10/44, Fano 10/44-11/44, Florence 11/44-12/44, Pontedera 12/45-4/45, Bologna 4/45-5/45, Villafranca 5/45, Campo Formido 5/45-8/45 Reformed: N/A Disbanded: Campo Formido 14th August 1945 Re-equipped: N/A Variants Operated: Mk Vc, Mk VIII & Mk IX

Code: HT & HG Started Spitfire Operations: Fowlmere November 1941 UK Based: Fowlmere 11/41-3/42, Coltishall 3/42-4/42, fowlmere 3/42-4/42, Church Stanton 5/42-6/42, Hornchurch 6/42-7/42, Fairlop 7/42-9/42, Wellingore 9/42-11/42, Biggin Hill 11/44-3/45 Foreign Based: en route to North Africa 11/42, Djidjelli 11/42-1/43, Bone 1/43, Tingley 1/42-3/43, Souk-elkhemis 3/43-5/43, Protoville 5/43-6/43, Ta Kali 6/43-7/43, Lentini E 7/43-9/43, Serretelle 7/43-9/43, Gioia 10/43-12/43, Minnigh 12/43-2/44, en route to Corsica 2/44-4/44, Alto 4/44, Poretta 4/44-7/44, Calenzana 7/44-8/44, Frejus 8/44-9/44, La Vallon 9/44-10/44 Reformed: Biggin Hill 16th November 1944 Disbanded: Marseilles 29th October 1944 Re-equipped: February 1945 (Mustang IV) Variants Operated: Mk I, Mk IIb, Mk Vb, Mk Vc, Mk VIII & Mk IX

No.186 Squadron Code: AP & XY Started Spitfire Operations: Tain, February 1944 UK Based: Tain 1/44-3/44, Lympne 3/44-4/44 Foreign Based: N/A Reformed: N/A Disbanded: Renumbered as No. 130 Squadron at Lympne, 5th April 1945 Re-equipped: N/A Variants Operated: Mk Vb

No.193 Squadron Code: DP Started Spitfire Operations: Harrowbeer 1/43 UK Based: Harrowbeer 1/43-2/43 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Harrowbeer 2/43 (Typhoon Mk Ib) Variants Operated: Mk I & Mk IIC

No.213 Squadron Code: AK Started Spitfire Operations: El Gamil February 1944 UK Based: N/A Foreign Based: El Gamil 2/44-5/44, Edku 5/44-7/44 Reformed: N/A Disbanded: N/A Re-equipped: Edku, June 1944 (Mustang III) Variants Operated: Mk Vc & Mk IX

No.222 Squadron Code: ZD Started Spitfire Operations: Duxford, March 1940 UK Based: Duxford 3/40-5/40, Digby 5/40, Kirton-in-Lindsey 5/40, Hornchurch 5/40-11/40, Coltishall 11/40-6/41, Matlaske 6/41-7/41, Manston 7/41-8/41, North Weald 8/41-8/42, Winfield 8/42, Drem 8/42-10/42, Ayr 10/42-3/43, Rochford 3/43-4/43, Martlesham Heath 4/43-12/43, Woodvale 12/43-2/44, Catterick 2/44, Acklington 2/44-3/44, Hornchurch 3/44-4/44, Rochford 4/44, Selesey 4/44-6/44, Coolham 6/44-7/44, Funtington 7/44-8/44, Selsey 8/44, Tangmere 8/44, Predannock 12/44-2/45 Foreign Based: Carpiquet (B.17) 8/44-9/44, Eu (B.35) 9/44-11/44, Maldeghem 11/44-12/44 Reformed: N/A Disbanded: N/A Re-equipped: Predannock January 1945 (Tempest Mk V) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, Mk IX & LF Mk IXb

No.229 Squadron Code: X, 9R, HB & RE Started Spitfire Operations: Ta Kali, August 1942 UK Based: en route to UK 4/44, Hornchurch 4/44-5/44, Detling 5/44-6/44, Tangmere 6/44, Merston 6/44, Gatwick 6/44-7/44, Coltishall 7/44-9/44, Manston 9/44-10/44, Matlaske 1044-11/44, Swannington 11/44-12/44, Coltishall 12/44-1/45 Foreign Based: Ta Kali 8/42-12/42, Krendi 12/42-9/43, Hal Far 9/43-1/44, Catania 1/44-4/44 Reformed: N/A Disbanded: By re-numbering as No. 603 Squadron, 10th January 1945 Re-equipped: N/A Variants Operated: Mk Vc, Mk IX & LF Mk XVIe

No.232 Squadron Code: EF Started Spitfire Operations: Atcham, April 1942 UK Based: Atcham 4/42-5/42, Llanbedr 5/42-8/42, Turnhouse 8/42, Gravesend 8/42, Debden 8/42-9/42, Turnhouse 9/42-11/42, Foreign Based: en route to North Africa 11/42-12/42, Phillippeville 12/42, Constantine 12/42-1/43, Bone 1/43, Tingley 1/43-3/43, Souk-el-Khemis 3/43-5/43, Protville 5/43, Sousse 5/43-6/43, Ta Kali 6/43-7/43, Lentini East 7/43-9/43, Milazzo 9/43, Serretelle 9/43-10/43, Gioia 10/43-12/43, Bab-el-haoua 12/43-2/44, Ramat David 2/44-3/44, en route to Corsica 3/44-4/44, Poretta 4/44-7/44, Calenzana 7/44-8/44, Frejus 8/44-10/44, Gragnano 10/44 Reformed: N/A Disbanded: Gragnano, 31st October 1944 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No.155 Squadron Code: DG Started Spitfire Operations: Alipore January 1944 UK Based: N/A Foreign Based: Alipore 1/44-2/44, Baigachi 2/44-3/44, Kalyanpur 3/44-4/44, Baigachi 4/44-8/44, Palel 8/44-10/44, Sapem 11/44-1/45, Tulihall1/45-2/45, Sadaung 2/45-4/45, Dwehla 4/45, Kwetnge 4/45, Tennant 4/45-5/45, Toungoo 5/45-8/45, Zayatkwin 8/45-9/45, Kallang 9/45, Tengah 9/45-2/46 Reformed: N/A Disbanded: N/A Re-equipped: December 1945 (Spitfire Mk XIV) Variants Operated: Mk VIII

Spitfire Mk VIII JF330 •HB with AVM. Harry Broadhurst in the cockpit, Taranto 22.9.43 (© RAF Museum P013906)

28-MDF3-Appendix-VII-Squad.qxd

No.234 Squadron Code: AZ & FX Started Spitfire Operations: Church Fenton, May 1940 UK Based: Church fenton 5/40-6/40, St Eval 6/40-8/40, Middle Wallop 8/40-9/40, st Eval 9/40-2/41, Warmwell 2/41-10/41, Ibsley 10/41-4/42, Porthreath 4/42-8/42, Charmy Down 8/42, Porthreath 8/42-10/42, Perranporth 10/42-1/43, Grimsetter 1/43-4/43, Skeabrae 4/43-7/43, Hornchurch 7/43, Church fenton 7/43-8/43, West Malling 8/43-9/43, Rochford 9/43-10/43, Hutton Cranswick 10/43-12/43, Church Fenton 12/43-1/44, Coltishall 1/44-3/44, Bolt Head 3/44-4/44, Deanland 4/44-6/44, Predannock 6/44-8/44, North Weald 8/44-12/44, Bentwaters 12/44-5/45, Peterhead 5/45-7/45, Dyce 7/45-8/45, Bentwaters 8/45-2/46 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: October 1945 (Mustang III) & February 1946 (Meteor F.3) Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk VI & Mk IX

No. 237 (Rhodesia) Squadron Code: DV Started Spitfire Operations: Savoia, December 1943 UK Based: N/A Foreign Based: Savoia 12/43-1/44, Sidi Barrani 1/44-2/44, Edku 2/44-4/44, Poretta 4/44-5/44, Serragia 5/44-7/44, Calvi 7/44-8/44, Cuers 8/44-10/44, Falconara 10/44-2/45, Rosignano 2/45-9/45 Reformed: N/A Disbanded: Rosignano, 15th September 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No. 238 Squadron Code: KC, FM, VK & WK Started Spitfire Operations: El Gamil, February 1943 UK Based: N/A Foreign Based: El Gamil 1/43-1/44, El Daba 1/44-244, en route to Corsica 2/44-3/44, Poretta 3/44-5/44, Serraggia 5/44-7/44, Calvi 7/44-8/44, Cuers 8/44-9/44, Le Vallon 9/44-10/44, Gragnano 10/44 Reformed: N/A Disbanded: Gragnano, 26th October 1944 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No. 242 (Canadian) Squadron Code: LE & KY Started Spitfire Operations: Turnhouse, April 1942 UK Based: Turnhouse 4/42-5/42, Ouston 5/42-6/42, Drem 6/42-8/42, North Weald 8/42, Manston 8/42, North Weald 8/42-9/42, Digby 9/42-10/42 Foreign Based: en route to North Africa 10/42-11/42, Maison Blanche 11/42, Djidjelli 11/42, Bone 11/42-1/43, Setif 1/43-2/43, Souk-el-Khemis 1/43-3/43, Tingley 3/43-4/43, Marylebone 4/43-5/43, Sidi Athman 5/43-6/43, Ta Kali 6/43-7/43, Lentini E 7/43-9/43, Milazzo E 9/43, Asa 9/43, Serretelle 9/43-10/43, gioia 10/43-12/43, Afisse N 12/43-3/44, Ajaccio 3/44-4/44, Alto 4/44, Poretta 4/44-7/44, Calenzana 7/44-8/44, Frejus 8/44-9/44, Montelimar 9/44, Le Vallon 9/44, Gragnano 9/44-11/44 Reformed: N/A Disbanded: Gragnano, 4th November 1944 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

No. 243 Squadron Code: SN Started Spitfire Operations: Ouston, June 1942 UK Based: Ouston 6/42-8/42, Turnhouse 8/42-11/42 Foreign Based: en route to North Africa 11/42-12/42, Phillippeville 12/42-1/43, Constantine 1/43, Bine 1/43, Tingley 1/43, Souk-el-Khemis 1/43-5/43, La Seballa 5/43, Mateur 5/43-6/43, Hal Far 6/43-7/43, Comiso 7/43, Pachino S &/43-8/43, Panebianco 8/43-9/43, Cassala 9/43, Falcone 9/43, Tusciano 9/43-10/43, Capodichino 10/43-11/43, Gioia 11/43-12/43, Kabrit 12/43, Aleppo 12/43-2/44, Almaza 2/44-3/44, Ajaccio 3/44-4/44, Alto 4/44, Poretta 4/44-7/44, Calenzana 7/44-8/44, Frejus 8/44-10/44, Le Vallon 10/44, Gragnano 10/44 Reformed: N/A Disbanded: Gragnano, 31st October 1944 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc & Mk IX

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No. 249 (Gold Coast) Squadron Code: T & GN Started Spitfire Operations: Ta Kali, March 1942 UK Based: N/A Foreign Based: Ta Kali 3/42-11/42, Krendi 11/42-9/43, Hal Far 9/43-10/43, Grottaglie 10/43-11/43, Brindisi 11/43-12/43, Grottaglie 12/43-7/44, Canne 7/44-9/44, Brindisi 9/44-10/44, Biferno 10/44-4/45, Prkos 4/45-5/45 Reformed: N/A Disbanded: N/A Re-equipped: Campomarino, May 1945 (Mustang III) Variants Operated: Mk Vb, Mk Vc & Mk IX

No. 253 (Hyderbad State) Squadron Code: SW Started Spitfire Operations: Maison Blanche, March 1943 UK Based: N/A Foreign Based: Maison Blanche 3/43-4/43, Jemappes 4/43-6/43, Sousse 6/43-8/43, La Sebala I 8/43-10/43, Monte Corvino 10/43-11/43, Capodichinno 11/43-2/44, Borgo 2/44-5/44, Foggia 5/44-7/44, Canne 7/44-4/45, Pkros 4/45-6/45, Brindisi 6/45-8/45, Treviso 8/45-9/46, Zeltweg 9/46-1/47, Treviso 1/47-5/47 Reformed: N/A Disbanded: Treviso, 16th May 1947 Re-equipped: N/A Variants Operated: Mk Vc, Mk VIII & Mk IX

No. 256 Squadron Code: JT Started Spitfire Operations: La Senia, May 1944 UK Based: N/A Foreign Based: La Senia 5/44-9/44 Reformed: N/A Disbanded: N/A Re-equipped: August 1944 (Mosquito Mk XIII) Variants Operated: Mk VIII

No. 257 (Burma) Squadron Code: ML, DT, FM & A6 Started Spitfire Operations: Hendon, 17th May 1940 & Honiley April 1942 UK Based: Hendon 5/40-7/40, Honiley 4/42-6/42 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Hendon, June 1940 (Hurricane Mk I) & Honiley, May 1942 (Hurricane Mk IIa) Variants Operated: Mk I & Mk Vb

No. 266 Squadron Code: UO, FX, ZH & 8M Started Spitfire Operations: Sutton Bridge, January 1940 UK Based: Sutton Bridge 1/40-3/40, Martlesham Heath 3/40-5/40, Wittering 5/40-8/40, Eastchurch 8/40, Hornchurch 8/40, Wittering 8/40-9/41, Martlesham Heath 9/41-10/41, Wittering 10/41, King’s Cliffe 10/41-1/42, Duxford 1/42-8/42 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Duxford, June 1942 (Typhoon Mk Ib) Variants Operated: Mk I, Mk IIa, Mk IIb & Mk Vb

No. 273 Squadron Code: MS, HH & VY Started Spitfire Operations: Ratmalana, March 1944 UK Based: N/A Foreign Based: Ratmalana 3/44-7/44, Chittagong 7/44-8/44, Cox’s Bazaar 8/44-12/44, Maunghnama 12/44-1/45, Kyaukpyu 1/45-5/45, Mongaladon 5/45-9/45, Don Muang 9/45, Tan Son Nhut 9/45-12/45 Reformed: N/A Disbanded: N/A Re-equipped: Tan Son Nhut [Saigon], December 1945 (Spitfire Mk XIV) Variants Operated: Mk VIII

No. 274 Squadron Code: JJ, NH & YK Started Spitfire Operations: Mellaha, April 1943 UK Based: en route to UK 4/44, Hornchurch 4/44-5/44, Detling 5/44-6/44, Merston 6/44, Gatwick 6/44-7/44, West Malling 7/44-8/44, Manston 8/44 Foreign Based: Mellaha 4/43-8/43, Derna 8/43-10/43Edku 10/43-2/44, Cane 2/44-4/44,

Flt Ltn Brendan Finucane of No. 452 Squadron with others in front of a Spitfire (© RAF Museum P014076)

Reformed: N/A Disbanded: N/A Re-equipped: Manston, August 1944 (Tempest Mk V) Variants Operated: Mk Vb, Mk Vc & Mk IX No. 275 (ASR) Squadron *See ‘Royal Air Force - Others’* No. 276 (ASR) Squadron *See ‘Royal Air Force - Others’* No. 277 (ASR) Squadron *See ‘Royal Air Force - Others’* No. 278 (ASR) Squadron *See ‘Royal Air Force - Others’* No. 283 (ASR) Squadron *See ‘Royal Air Force - Others’* No. 287 (AACU) Squadron *See ‘Royal Air Force - Others’* No. 288 (AACU) Squadron *See ‘Royal Air Force - Others’* No. 290 (AACU) Squadron *See ‘Royal Air Force - Others’*

No. 302 (Poznanski) Squadron Code: WX Started Spitfire Operations: Warmwell, October 1941 UK Based: Warmwell 10/41, Ibsley10/41-11/41, Harrowbeer 11/41-5/42, Warmwell 5/42, Heston 5/42-6/42, Croydon 6/42-7/42, Heston 7/42-2/43, Kirton-in-Lindsey 2/43-4/43, Hutton Cranswick 4/43-6/43, Heston 6/43, Perranporth 6/43-8/43, Fairlop 8/43-9/43, Northolt 9/43-12/43, Fairwood Common 12/43, Northolt 12/43-3/44, Llanbedr 3/44, Northolt 3/44-4/44, Deanland 4/44, Chailey 4/44-7/44, Ford 7/44-8/44, Fairwood Common 8/44-9/44 Foreign Based: Plumetot (B.10) 8/44, Lille/Vendeville (B.51) 9/44-10/44, Deurne (B.70) 10/44, St Denis Westrem (B.61) 10/44-1/45, Grimbergen (B.60) 1/45-4/45, Varrelbusch (B.113) 4/45-8/45, Sylt 8/45-9/45, Ahlhorn (B.111) 9/45-12/46 Reformed: N/A Disbanded: Ahlhorn [B.111], 18th December 1946 Re-equipped: N/A Variants Operated: Mk IIa Mk Vb, Mk Vc, Mk IXc, LF Mk IXe & LF Mk XVIe

No. 303 (Warsaw-Kosciusco) Squadron Code: RF & PD Started Spitfire Operations: Leconfield, January 1941 UK Based: Leconfield 1/41, Northolt 1/41-7/41, Speke 7/41-10/41, Northolt 10/41-6/42, Kirton-in-Lindsey 6/42-2/43, Heston 2/43-3/43, Debden 3/43, Heston 3/43, Martlesham Heath 3/43-5/43, Heston 4/43-6/43, Northolt 6/43-11/43, Ballyhalbert 11/43-4/44, Horne 4/44-6/44, Westhampnett 6/44, Merston 6/44-8/4, Westhampnett 8/44-9/44, Coltishall 9/44-4/45, Andrews Field 4/45 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Andrews Field, April 1945 (Mustang IV) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb, LF Mk Vb & Mk IXc

No. 306 (Torunski) Squadron Code: UZ Started Spitfire Operations: Northolt, June 1941 UK Based: Northolt 6/41-10/41, Speke 10/41-12/41, Church Stanton 12/41-5/42, Kirton-in-Lindsey 5/42-6/42, Northolt 6/42-3/43, Hutton Cranswick 3/43-5/43, Catterick 5/43-8/43, Gravesend 8/43, Friston 8/43-9/43, Heston 9/43-12/43, Llanbedr 12/43-1/44, Heston 1/44-3/44, Llanbedr 3/44, Heston 3/44-4/44, Coolham 4/44 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Coolham, April 1944 (Mustang III) Variants Operated: Mk IIb, Mk Vb & Mk IX

No. 308 (Krakowski) Squadron

Group shot of B Flt No. 130 Sqn with a LR Mk IIa in the background (© RAF Museum P015714)

Appledram 6/44-7/44, Ford 7/44-8/44 Foreign Based: Plumetot (B.10) 8/44-9/44, Londiniere (B.31) 9/44, Evere (B.56) 9/44-10/44, Deurne (B.70) 10/44, Ghent (B.61) 10/44-1/45, Grimbergen (B.60) 1/45-3/45, Gilze-Rijen (B.77) 3/45-4/45, Nordhorn (B.101) 4/45-6/45, Varelbusch (B.113) 6/45-9/45, Ahlhorn (B.111) 9/45-12/46 Reformed: N/A Disbanded: Ahlhorn, 18th December 1946 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk IX & Mk XVI

No. 310 (Czechoslovak) Squadron Code: NN Started Spitfire Operations: Dyce, October 1941 UK Based: Dyce 10/41-12/41, Peranporth 12/41-5/42, Exeter 5/42-6/43, Castletown 6/43-9/43, Ibsley 9/43-2/44, Medlesham 2/44-4/44, Appledram 4/44-6/44, Tangmere 6/44-7/44, Lympne 7/44, Digby 7/44-8/44, North Weald 8/44-12/44, Bradwell Bay 12/44-2/45, Manston 2/45-8/45 Foreign Based: N/A Reformed: N/A Disbanded: Manston, 31st August 1945 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, Mk Vc, Mk VI & LF Mk IX

No.311 (Czechoslovak) Squadron Code: DU Started Spitfire Operations: Ayr, October 1941 UK Based: Ayr 10/41-1/42, Fairwood Common 1/42, Angle 1/42-4/42, Fairwood Common 4/42-5/42, Harrowbeer 5/42-6/42, Redhill 6/42-7/42, Harrowbeer 7/42-10/42, Church Stanton 10/42-2/43, Warmwell 2/43-3/43, Church Stanton 3/43-6/43, Skeabrae 6/43-9/43, Ibsley 9/43-12/43, Llanbedr 12/43, Iblsey 12/43-2/44, Mendlesham 2/44-4/44, Appledram 4/44-6/44, Tangmere 6/44-7/44, Lympne 7/44, Coltishall 7/44-8/44, North Weald 8/44-10/44, Bradwell Bay 10/44-2/45, Manston 2/45-9/45 Foreign Based: N/A Reformed: N/A Disbanded: Flew to Czechoslovakia 8th September 1945, disbanded as an RAF squadron 15th February 1946 Re-equipped: N/A Variants Operated: Mk IIa, Mk IIb, Mk Vb, Mk Vc, LF Mk IXb & HF Mk IX

No.312 (Czechoslovak) Squadron Code: RY Started Spitfire Operations: Catterick, 10th May 1941 UK Based: Catterick 5/41-7/41, Leconfield 7/41-8/41, Porthreath 8/41-12/41, Hornchurch 12/41-6/42, Church Stanton 6/42-6/43, Peterhead 6/43-8/43, Hawkinge 8/43-9/43, Ibsley 9/43-1/44, Ayr 1/44, Ibsley 1/44-2/44, Mendelsham 2/44-7/44, Lympne 7/44, Skaebrae 7/44-10/44, North Weald 10/44-12/44, Bradwell Bay 12/44-2/45, Manston 2/45-8/45 Foreign Based: N/A Reformed: N/A Disbanded: Flew to Czechoslovakia 24th August 1945, disbanded as RAF squadron 15th February 1946 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk VI, Mk VII & Mk IX

No. 315 (Deblinski) Squadron Code: PK Started Spitfire Operations: Northolt, July 1941 UK Based: Northolt 7/41-4/42, Woodvale 4/42-9/42, Northolt 9/42-6/43, Hutton Cranswick 6/43-7/43, BallyHalbert 7/43-11/43, Heston 11/43-4/44 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Heston, March 1944 (Mustang III) Variants Operated: Mk IIa, Mk Vb & Mk IX

Code: ZF Started Spitfire Operations: Baginton, March 1941 UK Based: Baginton 3/41-5/41, Chilbolton 5/41-6/41, Northolt 6/41-12/41, Woodvale 12/41-4/42, Exeter 4/42-5/42, Hutton Cranswick 5/42-7/42, Redhill 7/42, Hutton Cranswick 7/42, Heston 7/42-10/42, Northolt 10/42-4/43, Church Fenton 4/43-7/43, Hutton Cranswick 7/43-9/43, Heston 9/43-11/43, Northolt 11/43-4/44, Deanland 4/44, Chailey 4/44-6/44,

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No. 328 Squadron Code: S8 Started Spitfire Operations: Reghaia, 1st December 1943 UK Based: N/A Foreign Based: Reghaia 12/43-1/44, Taher 1/44-5/44, Borgho 5/44-7/44, Campo d’il Oro 7/44-8/44, Calvi 8/44-9/44, Istres 9/44, Lyon 9/44-10/44, Luxeuil 10/44-3/45, Colmar 3/45-4/45, Grossachsenheim 4/45-11/45 Reformed: N/A Disbanded: Grossachsenheim, November 1945 Re-equipped: N/A Variants Operated: Mk Vc, Mk VIII & Mk IX

No. 329 Squadron

Spitfire Mk IIb R6923, QJ•S of No 92 Squadron (via D. Bell) No. 316 (Warszawski) Squadron Code: SZ Started Spitfire Operations: Church Stanton, October 1941 UK Based: Church Stanton 10/41-12/41, Northolt 12/41-4/42, Heston 4/42-7/42, Hutton Cranswick 7/42-3/44, Northolt 3/44-4/44 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Coltishall, April 1944 (Mustang III) Variants Operated: Mk IIa, Mk Vb, LF Mk Vb & Mk IX

No. 317 (Wilenski) Squadron Code: JH Started Spitfire Operations: Exeter, October 1941 UK Based: Exeter 10/41-4/42, Northolt 4/42-6/42, Croydon 6/42-7/42, Northolt 7/42-9/42, Woodvale 9/42-3/43, Kirton-in-Lindsey 3/43-4/43, Martlesham Heath 4/43-6/43, Heston 6/43, Perranporth 6/43-8/43, Fairlop 8/43-9/43, Northolt 9/43-12/43, Rochford 12/43, Northolt 12/43-4/44, Deanland 4/44, Chailey 4/44-6/44, Appledram 6/44, Ford 6/44-8/44 Foreign Based: Plumetot (B.10) 8/44-9/44, Londiniere S (B.31) 9/44, Lille/Vendeville (B.51) 9/44-10/44, Deurne (B.70) 10/44, Ghent (B.61) 10/44-1/45, Grimbergen (B.60) 1/45-3/45, Gilze-Rijen (B.77) 3/45-4/45, Nordhorn (B.101) 4/45, Warelbursch (B.113) 4/45-9/45, Ahlhorn 9/45-12/45 Reformed: N/A Disbanded: Ahlhorn, 18th December 1946 Re-equipped: N/A Variants Operated: Mk Vb, Mk IX & Mk XVI

No. 318 (Gdanski) Squadron Code: LW Started Spitfire Operations: Trigno May 1944 UK Based: Coltishall 8/46 Foreign Based: Trigno 5/44-5/45, Tissano 5/45-8/46 Reformed: N/A Disbanded: Coltishall 19th August 1946 Re-equipped: N/A Variants Operated: Mk Vb

No. 322 Squadron Code: VL & 3W Started Spitfire Operations: Hornchurch, 12th June 1943 UK Based: Hornchurch 6/43-12/43, Hawkinge 12/43-2/44, Ayr 2/44-3/44, Hawkinge 3/44, Acklington 3/44-4/44, Hatford Bridge Flats 4/44-6/44, West Malling 6/44-7/44, Deanland 7/44-10/44, Fairwood Common 10/44, Biggin Hill 10/44-12/44 Foreign Based: Woensdrecht (B.79) 12/44-2/45, Schijndel (B.85) 2/45-4/45, Twenthe (B.106) 4/45, Warrelbunsch (B.113) 4/45-7/45, Wunstorf (B.116) 7/45-10/45 Reformed: N/A Disbanded: Wunstorf, 7th October 1945 Re-equipped: N/A Variants Operated: Mk Vb, LF Mk IXb & LF Mk XVIe

No. 326 Squadron Code: 9I Started Spitfire Operations: Ajaccio, 1st December 1943 UK Based: N/A Foreign Based: Ajaccio 12/43-8/4, Calvi 8/44-9/44, Le Vallon 9/44, Bron 9/44, Dijon/Longvic 9/44, Luxeuil 9/44-3/45, Colmar 3/45-4/45, Grossachsenheim 4/45-11/45 Reformed: N/A Disbanded: Grossachsenheim, November 1945 Re-equipped: N/A Variants Operated: Mk Vc, LF Mk VIII & Mk IX

No. 327 Squadron Code: 7E Started Spitfire Operations: Ajaccio, 1st December 1943 UK Based: N/A Foreign Based: Ajaccio 12/43-4/44, Borgho 4/44-8/44, Calvi 8/44-9/44, Le Vallon 9/44, Bron 9/44, Dijon/Longvic 9/44, Luxeuil 9/44-3/45, Colmar 3/45-5/45, Sersheim 5/45-11/45 Reformed: N/A Disbanded: Sersheim, November 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk Vc, Mk VIII & Mk IX

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Appendix VII • Spitfire Squadrons

Code: 5A Started Spitfire Operations: Ayr, 5th January 1944 UK Based: Ayr 1/44-2/44, Perranporth 2/44-4/44, Merston 4/44-6/44, Funtingdon 6/44-7/44, Selsey 7/44-8/44, Tangmere 8/44, Turnhouse 3/45-4/45, Skeabrae 4/45-5/45, Harrowbeer 5/45-6/45, Dreux 6/45, Harrowbeer 6/45-7/45, Fairwood Common 7/45-8/45, Exeter 8/45-11/45 Foreign Based: Simmervieu (B.8) 8/44-9/44, Bernay (B.29) 9/44, Lille 9/44, Courtai (B.35) 9/44-11/44, Deurne (NB.70) 11/44-2/44, Schijndel (B.85) 2/45-3/45 Reformed: N/A Disbanded: Exeter, 17th November 1945 Re-equipped: N/A Variants Operated: Mk Vc, Mk IX & Mk XVI

No. 331 (Norwegian) Squadron Code: FN Started Spitfire Operations: Skeabrae, November 1941 UK Based: Skeabrae 11/41-5/42, North Weald 5/42-8/42, Manston 8/42, Manston 8/42, North Weald 8/42-1/44, Llanbedr 1/44, North Weald 1/44-3/44, Bognor 3/44-6/44, Tangmere 6/44-8/44, Funtington 8/44, Ford 8/44-9/44, Fairwood Common 9/44-10/44, Dyce 4/45-5/45 Foreign Based: B.16 9/44, Neufcampville (B.33) 9/44, Lille/Nord (B.57) 9/44, Grimbergen (B.60) 10/44-12/44, Woensdrecht (B.79) 12/44-2/45, Schijndel (B.85) 2/45-4/45, Twenthe (B.106) 4/45, Stavanger 5/45-9/45 Reformed: N/A Disbanded: Stavanger, 21st September 1945 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb & Mk IX

No. 332 (Norwegian) Squadron Code: AH & HG Started Spitfire Operations: Catterick, 16th January 1942 UK Based: Catterick 1/42-6/42, North Weald 6/42-4/44, Bognor Regis 4/44-6/44, Tangmere 6/44-8/44, Funtington 8/44, Ford 8/44-9/44, Fairwood Common 12/44, Dyce 4/45-5/45 Foreign Based: B.16 9/44, Neufcampville (B.33) 9/44, Lille/Nord (B.57) 9/44-10/44, Grimbergen (B.60) 10/44-12/44, Woensdrecht (B.79) 12/44-2/45, Schijndel (B.85) 2/45-4/45, Twenthe (B.106) 4/45, Stavanger 5/45-9/45 Reformed: N/A Disbanded: Stavanger, 21st September 1945 Re-equipped: N/A Variants Operated: Mk Va, Mk Vb & Mk IX

No. 335 (Hellenic) Squadron Code: FG Started Spitfire Operations: Tocra, January 1944 UK Based: N/A Foreign Based: Tocra 1/44, Benina 1/44-2/44, Tocra 2/44-3/44, Bersis 3/44-9/44, Nuova 9/44-10/44, Biferno 10/44-11/44, Hassani 11/45-9/45, Sedes 9/45-7/46 Reformed: N/A Disbanded: Sedes, 31st July 1946 Re-equipped: N/A Variants Operated: Mk Vb & Mk Vc

No. 336 (Hellenic) Squadron Code: None Started Spitfire Operations: LG.121 [Sidi Barrani], October 1943 UK Based: N/A Foreign Based: Sidi Barrani (L.G.121) 10/43-1/44, El Adem 1/44-3/44, Bu Armoud 3/44-4/44, Mersa Matruh 4/44-7/44, El Adem 7/44-9/44, Cane 9/44, Nuova 9/44-10/44, Hassani 11/44-5/45, Sedes 5/45-6/46 Reformed: N/A Disbanded: Sedes, 30th June 1946 Re-equipped: N/A Variants Operated: Mk Vc & Mk IX

No. 341 (France) Squadron ‘Alsace’ Code: NL Started Spitfire Operations: Turnhouse, 18th January 1943 UK Based: Turnhouse 1/43-3/43, Biggin Hill 3/43-10/43, Perranporth 10/43-4/44, Merston 4/44-6/44, Funtington 6/44-7/44, Selsey 7/44-8/44, Tangmere 8/44, Turnhouse 2/45-3/45 Foreign Based: Sommervieu (B.8) 8/44-9/44, Bernay (B.29) 9/44, Corroy (B.37) 9/44, Wevelghem (B.55) 9/44-11/44, Antwerp/Duerne (B.70) 11/44-2/45, Schijndel (B.85) 3/45-4/45, Drope (B.105) 4/45-6/45, Fassberg (B.152) 6/45-11/45 Reformed: N/A Disbanded: Fassberg, 27th November 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk IXb & LF Mk XVI

No. 345 (France) Squadron ‘Berry’ Code: 2Y Started Spitfire Operations: Ayr, 12th February 1944 UK Based: Ayr 2/44-4/44, Shoreham 4/44-8/44, Deanland 8/44-10/44, Biggin Hill 10/44-11/44, Fairwood Common 3/45-4/45 Foreign Based: Wevelghem (B.55) 11/44, Antwerp/Duerne (B.70) 11/44-2/45, Schijndel (B.85) 2/45-3/45, Schijndel (B.85) 4/45, Drope (B.105) 4/45-7/45, Fassberg (B.152) 7/45-11/45 Reformed: N/A Disbanded: Fassberg, 27th November 1945 Re-equipped: N/A Variants Operated: Mk Vb, HF Mk IX & LF Mk XVI

No. 349 (Belgian) Squadron Code: GE Started Spitfire Operations: Wittering, 5th June 1943 UK Based: Wittering 6/43, Collyweston 6/43, Kingscliffe 6/43-8/43, Wellingore 8/43, Digby 8/43, Acklington 8/43-10/43, Friston 10/43-3/44, Hornchurch 3/44-4/44, Selsey 4/44-6/44, Coolham 6/44-7/44, Funtington 7/44, Selsey 7/44-8/44, Tangmere 8/44, Predannock 2/45-4/45 Foreign Based: Carpiquet (B.17) 8/44-9/44, Merville (B.35) 9/44-11/44, Maldeghem (B.36) 11/44-1/45, Gilze-Rijen (B.77) 1/45-2/45, Twenthe (B.106) 4/45, Varrelbusch (B.113) 4/45-6/45, Wunstorf (B.116) 6/45-10/45, Fassberg (B.152) 11/45-10/46 Reformed: N/A Disbanded: Transferred to Belgian Air Force, Fassberg, 24th October 1946 Re-equipped: N/A Variants Operated: Mk Va, LF Mk Vb, Mk Vc, LF Mk IXe & LF Mk XVIe

No. 350 (Belgian) Squadron Code: MN Started Spitfire Operations: Valley, 13th November 1941 UK Based: Valley 11/41-2/42, Atcham 2/42-4/42, Debden 4/42-6/42, Gravesend 6/42-7/42, Martlesham Heath 7/42, Kenley 7/42, Redhill 7/42-9/42, Rochford 9/42-12/42, Hornchurch 12/42-3/43, Fairlop 3/43, Acklington 3/43-6/43, Ouston 6/43-7/43, Acklington 7/43-8/43, Digby 8/43-10/43, Rochford 10/43, Hawkinge 10/43-12/43, Hornchurch 12/43-3/44, Peterhead 3/44-4/44, Friston 4/44-7/44, Westhampnett 7/44-8/44, Hawkinge 8/44-9/44, Lympne 9/44-12/44, Warmwell 3/45-4/45 Foreign Based: Evere (B.56) 12/44, Zwartberg (Y.32) 12/44-1/45, Eindhoven (B.78) 1/45-3/45, Twenthe (B.106) 4/45, Celle (B.152) 4/45-5/45, fassberg (B.152) 5/45-6/45, Husum (B.172) 6/45-7/45, Wunstorf (B.116) 7/45-8/45, Fassberg 8/45-10/46 Reformed: N/A Disbanded: Transferred to Belgian Air Force, Fassberg, 15th October 1946 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, Mk Vc, Mk IX & Mk XVI

No. 352 (Yugoslav) Squadron Code: None Started Spitfire Operations: Lete, June 1944 UK Based: N/A Foreign Based: Lete 6/44-8/44, Cane 8/44-1/45, Vis 1/45-4/45, Prkos 4/45-6/45 Reformed: N/A Disbanded: Prkos, 15th June 1944 Re-equipped: N/A Variants Operated: Mk Vc

No. 401 (Ram) Squadron, RCAF Code: YO Started Spitfire Operations: Digby September 1941 UK Based: Digby 9/41-10/41, Biggin Hill 10/41-3/42, Gravesend 3/42-6/42, Eastchurch 6/42-7/42, Gravesend 7/42, Martlesham Heath 7/42-8/42, Biggin Hill 8/42, Lympne 8/42, Biggin Hill 8/42-9/42, Kenley 9/42-1/43, Catterick 1/43-5/43, Redhill 5/43-7/43, Martlesham Heath 7/43, Redhill 7/43-8/43, Staplehurst 8/43-10/43, Biggin Hill 10/43-4/44, Fairwood Common 4/44, Tangmere 4/44-6/44, Warmwell 10/44-11/44 Foreign Based: Berry-sur-Mer (B.4) 7/44-8/44, Cristot (B.18) 8/44-9/44, Evreux 9/44, St Andre (B.24) 9/44, Poix (B.44) 9/44, Melsbroek (B.58), 9/44, Le Culot (B.68) 9/44-10/44, Rips (B.84) 10/44, Volkel (B.80) 10/44, Volkel (B.80) 11/44-12/44, Heesch (B.88) 12/44-4/45, Volkel (B.80) 4/45, Rheine (B.108) 4/45, Wunstorf (B.116) 4/45-5/45, Fassberg (B.152) 5/45-7/45 Reformed: N/A Disbanded: Fassberg 3rd July 1945 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, Mk IXb and Mk XVI

No. 402 (Winnipeg Bear) Squadron, RCAF Code: AE Started Spitfire Operations: Fairwood Common March 1942 UK Based: Fairwood Common 3/42-5/42, Kenley 5/42, Redhill 5/42-8/42, Kenley 8/42-3/43, Digby 3/43-8/43, Merston 8/43-9/43, Digby 9/43-2/44, Wellingore 2/44-3/44, Digby 3/44-5/44, Horne 5/44-6/44, Westhampnett 6/44, Merston 6/44-8/44, Hawkinge 8/44-9/44 Foreign Based: Antwerp/Duerne (B.70) 9/44-10/44, Grave (B.82) 10/44-11/44, Diest (B.64) 11/44-12/44, Heesch (B.88) 12/44-4/45, Rheine (B.108) 4/45, Wunstorf (B.116) 4/45-5/45, Fassberg (B.152) 5/45-7/45 Reformed: N/A Disbanded: Fassberg 2nd July 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk IX, & Mk XVI

No. 403 (Wolf) Squadron, RCAF Code: KH Started Spitfire Operations: Baginton May 1941 UK Based: Baginton 5/41, Tern Hill 5/41-8/41, Hornchurch 8/41, Debden 8/41-10/41, Martlesham Heath 10/41-12/41, North Weald 12/41-5/42, Rochford 5/42-6/42, Martlesham Heath 6/42, Catterick 6/42-8/42, Manston 8/42, Catterick 8/42-1/43, Kenley 1/43-8/43, Lashenden 8/43, Headcorn 8/43-10/43, Kenley 10/43-2/44, Hutton Cranwick 2/44-3/44, Kenley 3/44-4/44, Tangmere 4/44-6/44, Fairwood Common 9/44-10/44, Warmwell 1/45 Foreign Based: Bazenville (B.2) 6/44-8/44, Illier L’Eveque (B.26) 8/44-9/44, Le Culot (B.68) 9/44, Grave (B.82) 10/44, Nmelbroek (B.58) 10/44-11/44, Evere (B.56) 11/44-1/45, Evere (B.56) 1/45-3/45, Petit Brogel (B.90) 3/45, Eindhoven (B.78) 3/45-4/45, Goch (B.100) 4/45, Diepholz (B.114) 4/45, Soltau (B.154) 4/45-6/45 Reformed: N/A Disbanded: Soltau 30th June 1945 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk IXb & Mk XVI

No. 411 (Grizzly Bear) Squadron, RCAF Code: DB Started Spitfire Operations: Digby 15th June 1941 UK Based: Digby 6/41-11/41, Hornchurch 11/41-3/42, Rochford 3/42, Digby 3/42-6/42, Shawbury 6/42, Digby 6/42-8/42, Shawbury 8/42, Digby 8/42-3/43, Kidlington 3/43, Fowlmere 3/43, Digby 3/43, Kenley 3/43-4/43, Redhill 4/43-8/43, Staplehurst 8/43-10/43, Biggin Hill 10/43-4/44, Tangmere 4/44-6/44, Warmwell 5/45-6/45 Foreign Based: Berry-sur-Mer (B.4) 6/44-8/44, Cristot (B.18) 8/44-9/44, St Andre (B.24) 9/44, Illier L’Eveque (B.26) 9/44, Poix (B.44) 9/44, Evere (B.56) 9/44, Le Collot (B.68) 9/44-10/44, Rips (B.84) 10/44, Volkel (B.80) 10/44-12/44. Heesch (B.88) 12/44-4/45, Rheine (B.108) 4/45, Wunstorf (B.116) 4/45-5/45, Fassberg (B.152) 6/45-7/45, Utersen (B.174) 7/45-3/46 Reformed: N/A Disbanded: Utersen 21st March 1946 Re-equipped: N/A Variants Operated: Mk Ia, Mk IIa, Mk Vb, Mk IXb, Mk IXe & LF Mk XVIe

No. 340 (French) Squadron ‘Il de France’ Code: GW Started Spitfire Operations: Turnhouse, November 1941 UK Based: Turnhouse 11/41-1/42, Ayr 1/42-4/42, Redhill 4/42, Westhampnett 4/42-7/42, Ipswich 7/42, Westhampnett 7/42, Hornchurch 7/42-9/42, Biggin Hill 9/42-3/43, Turnhouse 3/43-5/43, Drem 5/43-11/43, Perranporth 11/43-4/44, Merston 4/44-5/44, Llanbedr 5/44, Merston 5/44-6/44, Funtington 6/44-7/44, Selsey 7/44-8/44, Tangmere 8/44, Biggin Hill 11/44-12/44, Drem 11/44-1/45, Turnhouse 1/45-2/45 Foreign Based: Sommervieu (B.8) 8/44-9/44, Bernay (B.29) 9/44, Corroy (B.37) 9/44, Lille/Vendeville (B.51) 9/44, Wevelghem (B.55) 9/44-11/44, Schijndel (B.85) 2/45-4/45, drope (B.105) 4/45-7/45, Melsbroek (B.58) 7/45, Fassberg (B.152) 7/45-11/45 Reformed: N/A Disbanded: Fassberg, 25th November 1945 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, LF Mk Vb. Mk IXb & LF Mk XVI

Spitfire LF Mk XVIe TB675 4D•V of No.74 Squadron (© RAF Museum P015365)

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Douai 9/44, Deurne (B.70) 9/44 Reformed: Drem 18th June 1942 Disbanded: On arrival at Adelaide 15th March 1942 & Hawkinge 31st May 1945 Re-equipped: N/A Variants Operated: Mk Vb, Mk IXb, Mk IXe & LF Mk XVI

No. 457 Squadron, RAAF Code: BP & ZP Started Spitfire Operations: Baginton 16th June 1941 UK Based: Baginton 6/41-8/41, Jurby 8/41-3/42, Redhill 3/42-5/42, Kirton-in-Lindsey 5/45-6/45, Foreign Based: en route to Australia 9/42-1/43, Richmond 8/42-1/43, Livingstone 1/43-3/43, Guildford 3/44, Livingston 3/44-12/44 Reformed: N/A Disbanded: Transferred to 1st TAF, RAAF December 1941 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vb & Mk VIII

Spitfire Mk IXcs, including MH559 GO•C, of No. 94 Squadron in flight (© RAF Museum P020396) No. 485 Squadron, RNZAF No. 412 (Falcon) Squadron, RCAF Code: VZ Started Spitfire Operations: Digby 30th June 1941 UK Based: Digby 6/41-10/41, Wellingore 10/41-5/42, Martlesham Heath 5/42-6/42, North Weald 6/42, Merston 6/42-11/42, Kenley 11/42-1/43, Angle 1/43-2/43, Fairwood Common 2/43-3/43, Hurn 3/43, Odiham 3/43, Lasham 3/43-4/43, Fairwood Common 4/43, Perranporth 4/43-6/43, Friston 6/43-7/43, Redhill 7/43-8/43, Staplehurst 8/43-10/43, Biggin Hill 10/43-1/44, Hutton Cranswick 1/44, Biggin Hill 1/44-3/44, Fairwood Common 3/44-4/44, Tangmere 4/44-6/44 Foreign Based: Berry-sur-Mer (B.4) 6/44-9/44, St Andre (B.24) 9/44, Illier L’Eveque (B.26) 9/44, Poix (B.44) 9/44, Evere (B.56) 9/44, Le Collot (B.68) 9/44-10/44, Rips (B.84) 10/44, Volkel (B.80) 10/44-12/44. Heesch (B.88) 12/44-4/45, Rheine (B.108) 4/45, Wunstorf (B.116) 4/45-5/45, Fassberg (B.152) 5/45-7/45, Utersen (B.174) 7/45-3/46 Reformed: N/A Disbanded: Utersen 21st March 1946 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, Mk IXb, Mk IXe & LF Mk XVIe

No. 416 (City of Oshawa) Squadron, RCAF Code: DN Started Spitfire Operations: Peterhead 18th November 1941 UK Based: Peterhead 11/41-6/42, Westhampnett 6/42-7/42, Peterhead 7/42, Martlesham Heath 7/42-9/42, Redhill 9/42-11/42, Martleseham Heath 11/42, Redhill 11/42-2/43, Kenley 2/43-5/43, Wellingore 5/43-6/43, Digby 6/43-8/43, Merston 8/43-9/43, Wellingore 9/43-10/43, Digby 10/43-2/44, Kenley 2/44-4/44. Tangmere 4/44-6/44, Foreign Based: Bazenville (B.2) 6/44-8/44, Illier L’Eveque (B.26) 8/44-9/44, Grave (B.82) 9/44-10/44, Melsbroek (B.58) 10/44-11/44, Evere (B.56) 11/44-3/45, Petit Brogel (B.90) 3/45, Eindhoven (B.78) 3/45-4/45, Diepholz (B.114) 4/45, Soltau (B.154) 4/45-7/45, Fassberg (B.152)7/45, Utersen (B.174) 7/45-3/46 Reformed: N/A Disbanded: Utersen 19th March 1946 Re-equipped: N/A Variants Operated: Mk IIa, Mk Vb, Mk IX & Mk XVI

No. 417 (City of Windsor) Squadron, RCAF Code: AN Started Spitfire Operations: Charmy Down 27th November 1941 & Edku October 1942 UK Based: Charmy Down 11/41-1/42, Colerne 1/42-2/42, Tain 2/42-3/42 Foreign Based: Edku 10/42-1/43, Rosetta 1/43-2/43, Misurata 2/43, Castel Benito 2/43, Mellaha 2/43-4/43, La Fauconnerie 4/43, Goubrine 4/43-5/43, Hergla 5/43, Ben Gardane 5/43-7/43, Luqa 7/43, Pachino 7/43, Cassibile 7/43, Lentini West 7/43-9/43, Grottaglie 9/43, Gioia 9/43-10/43, Foggia 10/43, Triolo 10/43-11/43, Canne 11/43-1/44, Marcianise 1/44-4/44, Venafro 4/44-6/44, Littorio 6/44, Fabrica 6/44-7/44, Perugia 7/44-8/44, Loretto 8/44-9/44, Fano 9/44-12/44, Bellaria 12/44-5/45, Treviso 5/45-7/45 Reformed: N/A Disbanded: Treviso 1st July 1945 Re-equipped: Edku, October 1942 Variants Operated: Mk IIa, Mk Vb, Mk Vc, Mk VIII & Mk IX

No. 421 (Red Indian) Squadron, RCAF Code: AU Started Spitfire Operations: Digby 9th April 1942 UK Based: Digby 4/42-5/42, Fairwood Common 5/42-6/42, Exeter 6/42-7/42, Fairwood Common 7/42-8/42, Ibsley 8/42, Fairwood Common 8/42-10/42, Kenley 10/42, Fairwood Common 10/42-11/42, Zeals 11/42, Angle 11/42-1/43, Kenley 1/43-3/43, Redhill 3/43-5/43, Kenley 5/43-8/43, Tangmere 8/43-6/44 Foreign Based: Bazenville (B.2) 6/44-8/44, Illiers L’Eveque (B.26) 8/44-9/44, Beauvechain (B.68) 9/44-10/44, Grave 10/44, Melsbroek (B.58) 10/44-11/44, Evere (B.56) 11/44-3/45, Petit Brogel (B.90) 3/45, Endhoven (B.78) 3/45-4/45, Goch (B.100) 4/45, Diepholz (B.114) 4/45, Reinsehlen (B.154) 4/45-7/45, Fassberg (B.152) 7/45, Utersen (B.174) 7/45 Reformed: N/A Disbanded: Utersen 23rd July 1945 Re-equipped: N/A Variants Operated: Mk Va, Mk Vb, Mk IXb & Mk XVIe

No. 441 (Silver Fox) Squadron, RCAF Code: 9G Started Spitfire Operations: Digby 8th February 1944 UK Based: Digby 2/44-3/44, Holmesley South 3/44-4/44, Westhampnett 4/44-5/44, Ford 5/44-6/44, Hawkinge 9/44-12/44, Skeabrae 12/44-4/45, Hawkinge 4/45, Digby 4/45 Foreign Based: St Croix (B.3) 6/44-7/44, Longues (B.11) 7/44-8/44, B.19 8/44-9/44, Beauvais (B.40) 9/44, Douai (B.25) 9/44, Deurne (B.70) 9/44 Reformed: N/A Disbanded: N/A Re-equipped: Digby April 1945 (Mustang III) Variants Operated: Mk Vb & Mk IX

No. 442 (City of Vancouver; Carbou Squadron, RCAF Code: 9G & Y2 Started Spitfire Operations: Digby February 1944 UK Based: Digby 2/44-3/44, Holmesley South 3/44-4/44, Westhampnett 4/44, Hutton Cranswick 4/44-5/44, Funtington 5/44, Ford 5/44-6/44 Foreign Based: St Croix (B.3) 6/44-7/44, Berry-sur-Mer (B.4) 7/44-8/44, Cristot (B.18) 8/44-9/44, Illiers L’Eveque (B.26) 9/44, Poix (B.44) 9/44, Evere (B.56) 9/44, Le Cullot (B.58) 9/44-10/44, Rips (B.84) 10/44, Volkel (B.80) 10/44-12/44, Heesch (B.88) 12/44-3/45, Reformed: N/A Disbanded: N/A Re-equipped: Hunsdon April 1945 (Mustang IV) Variants Operated: Mk Vb, Mk IXb & Mk IXe

No. 443 (Hornet) Squadron, RCAF Code: 2I Started Spitfire Operations: Digby 13th February 1944 UK Based: Digby 2/44-3/44, Holmesley South 3/44, Hutton Cranswick 3/44-4/44, Westhampnett 4/44, Funtington 4/44-5/44, Ford 5/44-6/44, Warmwell 12/44-1/45 Foreign Based: St Croix (B.3) 6/44-8/44, Illiers L’Eveque (B.26) 8/44-9/44, Le Cullot (B.58) 9/44, Grave (B.82) 9/44-11/44, Evere (B.56) 11/44-12/44, Evere (B.56) 1/45-3/45, Petit Brugel (B.90) 3/45, Eindhoven (B.78) 3/45-4/45, Diepholz (B.114) 4/45, Schneverdingen (B.154) 4/45-7/45, Fassberg (B.152) 7/45, Utersen (B.174) 7/45-3/46 Reformed: N/A Disbanded: Utersen 15th March 1946 Re-equipped: N/A Variants Operated: LF Mk IX & LF Mk XVI

No. 451 Squadron, RAAF Code: BQ & NI Started Spitfire Operations: Idku, 12th February 1943 UK Based: en route to UK 11/44-12/44, Hawkinge 12/44-2/45, Manston 2/45, Swannington 2/45-4/45, Lympne 4/45-5/45, Hawkinge 4/45, Skaebrae 5/45-9/45, Hornchurch 9/45 Foreign Based: Idku 2/43-8/43, El Daba 8/43-2/44, Gamil 2/44, Almaza 2/44-4/44, Poretta 4/44-5/45, Serragia 5/45-7/45, St Catherine 7/45-8/45, Cuers 8/44-10/44, Foggia 10/44-11/44, Fassberg 9/45, Wunstorf 9/45-11/45, Gatow 11/45-12/45, Wunstorf 12/45-1/46 Reformed: N/A Disbanded: Wunstorf 21st January 1946 Re-equipped: N/A Variants Operated: Mk Vc, Mk IX & Mk XVI

No. 452 Squadron, RAAF

Code: OU Started Spitfire Operations: Driffield 1st March 1941 UK Based: Driffield 3/41-4/41, Leconfield 4/41-7/41, Redhill 7/41-10/41, Kenley 10/41-7/42, Kingscliffe 7/42-8/42, West Malling 8/42, Kingscliffe 8/42-10/42, Kirkstown 10/42-11/42, Kingscliffe 11/42-1/43, Westhampnett 1/43-5/43, Merston 5/43-7/43, Biggin Hill 7/43-10/43, Hornchurch 10/43-11/43, Drem 11/43-3/44, Llanbedr 3/44, Hornchurch 3/44-4/44, Selsey 4/44-6/44, Coolham 6/44-7/44, Funtingdon 7/44-8/44, Selsey 8/44, Tangmere 8/44, Predannock 2/45-4/45, Foreign Based: Carpiquet (B.17) 8/44-9/44, Eu (B.35) 9/44, Merville (B.53) 9/44-11/44, Maldeghem (B.65) 11/44-1/45, Gilze-Rujen (B.77) 1/45-2/45, Twenthe (B.106) 4/45, Drope (B.105) 4/45-8/45 Reformed: N/A Disbanded: Drope 26th August 1945 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vb, Mk IXb, LF Mk IXe

No. 549 Squadron Code: ZF Started Spitfire Operations: Lawnton 15th December 1943 UK Based: N/A Foreign Based: Lawnton 12/43-1/44, Strathpine 1/44-5/44, Townsville 5/44-6/44, Darwin (Strauss) 6/44-10/44, Darwin Civil 10/44-9/45, Melbourne 9/45-10/45 Reformed: N/A Disbanded: Melbourne 31st October 1945 Re-equipped: N/A Variants Operated: Mk VIII

No. 601 (County of London) Squadron, RAuxAF Code: UF, HT & RAH Started Spitfire Operations: Digby March 1942 UK Based: Digby 3/42-4/42, Hendon 6/46-3/49, North Weald 3/49-12/49 Foreign Based: en route to Egypt (USS Wasp) 4/42, Luqa 4/42-6/42, Mariut 6/42-7/42, L.G.154 7/42, L.G. 173 7/42, L.G.85 7/42-8/42, L.G.219 8/42, Helwan 8/42, L.G.154 8/42-9/42, L.G. 92 9/42-10/42, L.G.21 11/42, L.G.13 11/42, L.G. 155 11/42, Gambut West 11/42, Msus 11/42-12/42, El Hasseliate 12/42, Melah en Norga 12/42, El Merduma No.2 12/42, El Chel 12/42-1/43, Hamraiet 1/43, Darragh North 1/43-2/43, Castel Benito 2/43, Hazbub Main 2/43-3/43, Ben Gardane South 3/43, Hazbub North 3/43, Bu Graga 3/43-4/43, Gabes Main 4/43, La Fouconnerie 4/43, Ben Goubrine 4/43-5/43, Hergla 5/43, Ben Gardane 5/43-6/43, Luqa 6/43-7/43, Pachino 7/43, Lentini West 7/43-10/43, Tortorella 10/43, Triolo 10/43-11/43, Canne 11/43-1/44, Marcianise 1/44-4/44, Venafro 4/44-6/44, Littorio 6/44, Fabrica 6/44-7/44, Perugia 7/44-8/44, Loretto 8/44-9/44, Fano 9/44- 12/44, Bellaria 12/44-5/45, Treviso 5/45 Reformed: Hendon June 1946 Disbanded: Treviso May 1945 Re-equipped: North Weald December 1949 (Vampire F Mk 3) Variants Operated: Mk Vb, Mk Vc, Mk VIII, Mk IX, Seafire Mk IIc, Spitfire Mk XVIe

No. 501 (County of Gloucester) Squadron RAuxAF

No. 602 (City of Glasgow) Squadron, RAuxAF

Code: SD Started Spitfire Operations: Colerne April 1941 UK Based: Colerne 4/41-6/41, Chilbolton 6/41-8/41, Ibsley 8/41-7/42, Tangmere 7/42, Ibsley 7/42-8/42, Middle Wallop 8/42-10/42, Ballyhalbert 10/42-4/43, Westhampnett 4/43-5/43, Martlesham Heath 5/43-6/43, Woodvale 6/43, Westhampnett 6/43, Hawkinge 6/43-4/44, Friston 4/44-7/44, Westhampnett 7/44-8/44, Filton 10/46-5/49 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Westhampnett August 1944 (Tempest Mk V) and Filton May 1949 (Vampire F Mk 1) Variants Operated: Mk I, Mk IIa, Mk Vb, Mk Vc, Mk IX & LF Mk XVIe

Code: LO Started Spitfire Operations: Abbotsinch May 1939 UK Based: Abbotsinch 5/39-10/39, Grangemouth 10/39, Drem 10/39-8/40, Westhampnett 8/40-12/40, Prestwick 12/40-4/41, Ayr 4/41-7/41, Kenley 7/41-1/42, Redhill 1/42-2/42, Kenley 2/42-5/42, Redhill 5/42-7/42, Peterhead 7/42-8/42, Biggin Hill 8/42, Peterhead 8/42-9/42, Skaebrae 9/42-1/43, Perranporth 1/43-4/43, Lasham 4/43, Fairlop 4/43-6/43, Selsey 6/43, Kingnorth 6/43-8/43, Newchurch 8/43-10/43, Detling 10/43-1/44, Skeabrae 1/44-3/44, Detling 3/44-4/44, Ford 4/44-6/44, Coltishall 9/44-10/44, Matlaske 10/44-2/45, Coltishall 2/45, Ludham 2/45-4/45, Coltishall 4/45-5/45 Foreign Based: Longues (B.11) 6/44-9/44, Beauvais 9/44, Brussels 9/44, Reformed: N/A Disbanded: Coltishall 15th May 1945 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Va, Mk Vb, LF Mk Vb, Mk Vc Mk VI, Mk IXb, Mk IXe & Mk XVI

No. 504 (County of Nottingham) Squadron RAuxAF Code: TM Started Spitfire Operations: Ballyhalbert October 1941 UK Based: Ballyhalbert 11/41-1/42, Kirkstown 1/42, Ballyhalbert 1/42-10/42, Middle Wallop 10/42-12/42, Ibsley 12/42-6/43, Church Stanton 6/43-8/43, Redhill 8/43-9/43, Castletown 8/43-10/43, Peterhead 10/43-1/44, Hornchurch 1/44-3/44, Castletown 3/44-7/44, Lympne 7/44, Detling 7/44-8/44, Manston 8/44-2/45, Hawkinge 2/45, Maldeghem 2/45, Hawkinge 2/45-3/45, Colerne 3/45-4/45 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Colerne April 1945 (Meteor Mk III) Variants Operated: Mk IIa, Mk IIb, Mk Vb, Mk Vc, Mk VI, Mk IX

No. 548 Squadron Code: TS Started Spitfire Operations: Lawnton 15th December 1943 UK Based: N/A Foreign Based: Lawnton 12/43-1/44, Strathpine 1/44-5/44, Amberley 5/44-6/44, Townsville 6/44, Livingstone 6/44, Darwin Civil 6/45-9/45, Melbourne 9/45-10/45 Reformed: N/A Disbanded: Melbourne 31st October 1945 Re-equipped: N/A Variants Operated: Mk VIII

No. 603 (City of Edinburgh) Squadron RAuxAF Code: XT & RAJ Started Spitfire Operations: Turnhouse August 1939 UK Based: Turnhouse 8/39-12/39, Prestwick 12/39-1/40, Dyce 1/40-8/40, Montrose 8/40, Hornchurch 8/40-12/40, Drem 12/40-5/41, Hornchurch 5/41-6/41, Rochford 6/41-7/41, Hornchurch 7/41-12/41, Dyce 12/41-4/42, Coltishall 1/45, Ludham 1/45-4/45, Coltishall 4/45, Turnhouse 4/45-8/45, Turnhouse 6/46-6/48 Foreign Based: N/A Reformed: Coltishall 10th January 1945 & Turnhouse 11th June 1946 Disbanded: Ta Kali (Aircrew Only) 3rd August 1942 & Turnhouse 15th August 1945 Re-equipped: Turnhouse June 1948 (Spitfire F.22) Variants Operated: Mk I, Mk IIa, Mk Va, Mk Vb, LF Mk XVIe

Code: UD Started Spitfire Operations: Kirton-in-Lindsey 8th April 1941 UK Based: Kirton-in-Lindsey 4/41-7/41, Kenley 7/41-10/41, Redhill 10/41-1/42, Kenley 1/42-3/42, Andreas 3/42-6/42 Foreign Based: en route to Australia 6/42-8/42 Richmond 9/42-1/43, Strauss 1/43-3/44, Pearce 3/44, Strauss 3/44-5/44, Sattler 5/44-12/44 Reformed: N/A Disbanded: Transferred to 1st TAF, RAAF 16th December 1944 Re-equipped: N/A Variants Operated: Mk I, Mk IIa, Mk Vc & Mk VIII

No. 453 Squadron, RAAF Code: TD, FU & FN Started Spitfire Operations: Batavia February 1942 UK Based: Drem 6/42-9/42, Hornchurch 9/42-11/42, Martlesham Heath 11/42-12/42, Rochford 12/42-3/43, Hornchurch 3/43-6/43, Ibsley 6/43-8/43, Perranporth 8/43-10/43, Skaebrae 10/43-1/44, Detling 1/44-4/44, Ford 4/44-6/44, Coltishall 9/44-10/44, Matlaske 10/44-4/45, Lympne 4/45-5/45, Hawkinge 5/45 Foreign Based: Batavia 2/42, en route to Australia 2/42-3/42, Longues (B.11) 6/44-9/44, Beauvais 9/44,

Spitfire Mk Ia X4771 KL•D of No. 54 Squadron (© RAF Museum P017217)

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Spitfire Mk IX, MH?29, HT•V of No 154 Squadron after landing in Corsica in February 1944 (©USAAF via D. Bell)

No. 604 (County of Middelesex) RAuxAF Code: NG & RAK Started Spitfire Operations: Hendon August 1946 UK Based: Hendon 8/46-3/49, North Weald 3/49-5/50 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: North Weald May 1950 (Vampire F Mk 3) Variants Operated: LF Mk XVIe

No. 607 (County of Durham) RAuxAF Code: AF & LA Started Spitfire Operations: Alipore September 1943 UK Based: Foreign Based: Alipore 9/43-10/43, Ramu 11/43-2/44, Nidania 2/44-3/44, Rumkhapalong 3/44-4/44, Wangjing 4/44, Imphal 4/44-7/44, Baigachi 7/44-11/44, Sapan 11/44-12/44, Tulihall 12/44-1/45, Tabingaung 1/45-4/45, Dwehla 4/45, Kwetnge 4/45, Kaleywa 4/45-5/45, Mingaladon 5/45-8/45 Reformed: N/A Disbanded: Mingaladon 19th August 1945 Re-equipped: N/A Variants Operated: Mk Vc & Mk VIII

No. 609 (West Riding) Squadron, RAuxAF Code: PR Started Spitfire Operations: Yeadon August 1939 UK Based: Yeadon 8/39-9/39, Catterick 9/39-10/39, Acklington 10/39, Drem 10/39-12/39, Kinloss 12/39-1/40, Drem 1/40-5/40, Northolt 5/40-7/40, Middle Wallop 7/40-11/40, Warmwell 11/40-2/41, Biggin Hill 2/41-7/41, Gravesend 7/41-9/41, Biggin Hill 9/41-11/41, Digby 11/41-3/42, Duxford 3/42-5/42, Yeadon 7/46-10/50, Church Fenton 10/50-2/51 Foreign Based: Reformed: Yeadon 31st July 1946 Disbanded: N/A Re-equipped: Duxford May 1942 (Typhoon Mk Ia) & Church Fenton January 1951 (Meteor F.4) Variants Operated: Mk I, Mk Vb & Mk XVI

No. 610 (County of Chester) Squadron, RAuxAF Code: DW Started Spitfire Operations: Hooton Park, September 1939 UK Based: Hooton Park 9/39-10/39, Wittering 10/39-4/40, Prestwick 4/40-5/40, Biggin Hill 5/40, Gravesend 5/40-7/40, Biggin Hill 7/40-8/40, Acklington 8/40-12/40, Westhampnett 12/40-8/41, Leconfield 8/41-1/42, Hutton Cranswick 1/42-4/42, Ludham 4/42-8/42, West Malling 8/42, Ludham 8/42-10/42, Castletown 10/42-1/43, Westhampnett 1/43-4/43, Perranporth 4/43-6/43, Bolt Head 6/43-12/43 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Bolt Head September 1943 Variants Operated: Mk I, Mk IIa, Mk Vb & Mk Vc

No.611 (West Lancashire) Squardon, RAuxAF Code: FY Started Spitfire Operations: Speke, May 1939 UK Based: Speke 5/39-8/39, Duxford 8/39-10/39, Digby 10/39-7/40, Tern Hill 7/40-8/40, Digby 8/40-9/40, Tern Hill 9/40-12/40, Rochford 12/40-1/41, Hornchurch 1/41-5/41, Rochford 5/41-7/41, Hornchurch 7/41-11/41, Drem 11/41-6/42, Kenley 6/42-7/42, Redhill 7/42-9/42, Biggin Hill 9/42-7/43, Matlaske 7/43, Ludham 7/43-8/43, Coltishall 8/43-4/44, Deanland 4/44-6/44, Harrowbeer 6/44-7/44, Predannock 7/44, Bolt Head 7/44-8/44, Bradwell Bay 8/44-10/44, Skeabrae 10/44-12/44, Hawkinge 12/44-3/45, Hunsdon 3/45 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Hunsdon March 1945 (Mustang Mk IV) Variants Operated: Mk I, Mk IIa, Mk Vb LF Mk Vb & Mk IX

No. 612 (County of Aberdeen) Squadron, RAuxAF Code: RAS, WL & 8W Started Spitfire Operations: Dyce November 1948 UK Based: Dyce 11/48-7/51 Foreign Based: N/A Reformed: N/A Disbanded: N/A

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Re-equipped: Dyce July 1951 (Vampire FB.5) Variants Operated: LF Mk XVIe

No. 614 (County of Glamorgan) Squadron, RAuxAF Code: RAT, 7A, LJ & YX Started Spitfire Operations: Llandow August 1947 UK Based: Llandow 8/47-7/48 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Llandow July 1948 (Spitfire F.22) Variants Operated: LF Mk XVIe

No. 615 (County of Surrey) Squadron, RAuxAF Code: KW & V6 Started Spitfire Operations: Alipore September 1943 UK Based: N/A Foreign Based: Alipore 9/43-11/43, Chittagong 11/43-12/43, Dohazari 12/43-2/44, Nazir 2/44-3/44, Silchar West 3/44-5/44, Deragaon 5/44, Palel 5/44-8/44, Baigachi 8/44-2/45, Nidania 2/45-3/45, Ramree Island 3/45-4/45, Charra 4/45-5/45, Chakulia 5/45, Cuttack 5/45-6/45 Reformed: N/A Disbanded: Cuttack 10th June 1945 Re-equipped: N/A Variants Operated: Mk Vc & Mk VIII

No. 616 (South Yorkshire) Squadron, RAuxAF Code: QJ & YQ Started Spitfire Operations: Leconfield October 1939 UK Based: Leconfield 10/39-5/40, Rochford 5/40-6/40, Leconfield 6/40-8/40, Kenley 8/40-9/40, Coltishall 9/40, Kirton-in-Lindsey 9/40-2/41, Tangmere 2/41-5/41, Westhampnett 5/41-10/41, Kirton-in-Lindsey 10/41-1/42, King’s Cliff 1/42-7/42, West Malling 7/42, King’s Cliff 7/42, Kenley 7/42, Great Sampford 7/42-9/42, Tangmere 9/42-10/42, Westhampnett 10/42-1/43, Ibsley 1/43-9/43, Exeter 9/43-3/44, West Malling 3/44-4/44, Fairwood Common 4/44-5/44, Culmhead 5/44-7/44 Foreign Based: N/A Reformed: N/A Disbanded: N/A Re-equipped: Manston July 1944 (Meteor III) Variants Operated: Mk I, Mk IIa, Mk IIb, Mk Vb Mk VI & Mk VII

No. 1435 Squadron Code: V Started Spitfire Operations: Luqa 2nd August 1942 UK Based: N/A Foreign Based: Luqa 8/42-10/43, Grottaglie 10/43-11/43, Brindisi 11/43-5/44, Grottaglie 5/44-6/44, Brindisi 6/44-7/44, Grottaglie 7/44-2/45, Falconara 2/45-4/45 Reformed: N/A Disbanded: Falconara 29th April 1945 Re-equipped: N/A Variants Operated: Mk Vc & Mk IX

No. 775 Squadron (Spitfire Mk I/V & Seafire Mk I/II) No. 776 Squadron (Mk II) No. 777 Squadron (Mk III) No. 778 Squadron (Spitfire Mk I/V & Seafire Mk I/II/III) No. 779 Squadron (Mk I) No. 781 Squadron (Mk I/III) No. 782 Squadron (Mk III) No. 787 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 790 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 791 Squadron (Spitfire Mk I) No. 794 Squadron (Spitfire Mk I & Seafire Mk II/III) No. 798 Squadron (Spitfire MK V/IX & Seafire Mk I/II) No. 799 Squadron (Mk II/III) No. 801 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 805 Squadron (Mk III) No. 807 Squadron (Mk I/II/III) No. 808 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 809 Squadron (Spitfire Mk V & Seafire Mk II/III) No. 816 Squadron (Mk II) No. 833 Squadron (Mk II/III) No. 834 Squadron (Mk II/III) No. 842 Squadron (Mk I/II) No. 879 Squadron (Spitfire Mk V & Seafire Mk II/III) No. 880 Squadron (Spitfire Mk V & Seafire Mk I/II) No. 884 Squadron (Spitfire Mk V & Seafire Mk II) No. 885 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 886 Squadron (Spitfire Mk V & Seafire Mk II/III) No. 887 Squadron (Spitfire Mk V & Seafire Mk I/II/III) No. 889 Squadron (Mk II/III) No. 894 Squadron (Mk I/II/III) No. 895 Squadron (Mk II) No. 897 Squadron (Spitfire Mk I/V & Seafire Mk I/II) No. 899 Squadron (Spitfire Mk V & Seafire Mk II/III)

Other Units which have used the Spitfire Army Anti-aircraft Co-operation and Calibration Units No. 287 (AACU) Squadron (Code: KR) No. 288 (AACU) Squadron (Code: RP) No. 290 (AACU) Squadron No. 527 Squadron (Code: WN) Castle Camps/Snailwell/Digby/Watton Jul 1944-Apr 1946 (Mk V) No. 567 Squadron (Ex-1624 Flt) Hawkinge/Manston/West Malling June 1945-June 1946 (Mk Vb/LF Mk XVIe) No. 577 Squadron (Non-operational) Castle Bromwich May 1945-June 1946 (Mk Vb/LF Mk XVIe) No.631 Squadron (Code: 6D) Llanbedr May 1945-Feb 1949 (LF Mk XVIe) No. 667 Squadron (Ex-1631 & 1662 Flts) Gosport 1945-Dec 1945 No. 691 Squadron Roborough/Exeter/Weston Zoyland/Fairwood Common/Chivenor 1945-Feb 1949 No. 695 Squadron (Code: 4M) (Ex-1611 & 1612 Flts) Bircham Newton Dec 1943-Dec 1948 (Mk Vb & ,LF Mk XVIe)

No.4 Photo-Reconnaissance Unit (See No 682 Sqn) No. 541 Squadron (Ex-B & F Flt, PRU) Benson Oct 1942-Late 1944 (PR Mk IV/XI & Mk IX) No. 542 Squadron (Ex-A & E Flt, PRU) Benson Oct 1942-Late 1944 (PR Mk IV/XI) No. 543 Squadron Benson/Grasnaya(Russia) Oct 1942-Oct 1943 (PR Mk IV) No. 544 Squadron Benson Oct 1942-Apr 1943 (PR Mk IV) No. 680 Squadron (Ex-A Flt, No 2 PRU) Manariya/San Seveno/Deversoir/Ein Shemer (PR Mk IV & Mk IX) No. 681 Squadron (Ex-No 3 PRU) Dum Dum/Hong Kong/Kuala Lumpur/Seletar/Palama Jan 1943-Aug 1946 (PR Mk IV/XI) No. 682 Squadron (Ex-No 4 PRU) Maison Blanche/Foggia/Alghero/Borgo/Poretola Feb 1943-Sept 1945 (PR Mk IV) No. 683 Squadron (Ex-B Flt, No. 69 Sqn) Luqa/San Seveno Feb 1943-Sept 1944 (PR Mk IV & Mk IX) Meteorological Squadrons No. 518 Squadron Aldergrove Sept 1945-Oct 1946 (Mk VII) No. 519 Squadron (Ex-1406 Flt) Wick/Skitten/Wick/Tain/Leauchars Aug 1943-May 1946 (Mk VI & VII) No. 520 Squadron (Ex-1402 Flt) Birchan Mewton Aug 1952-Mar 1943 (Mk V) Air-Sea Rescue Units No. 275 (ASR) Squadron Warmwell/Harrowbeer April 1944-Feb1945 (Mk Vb) No. 276 (ASR) Squadron, Harrowbeer/Amiens-Glisy/Norway/Andrews Field/Dunsfold Oct 1941-Nov 1945 (Mk IIa & Mk Vb) No. 277 (ASR) Squadron, Stapleford Tawney Dec 1941-Feb1945 (Mk IIa & Mk Vb) No. 278 (ASR) Squadron, Maylaske (Mk Vb) No. 283 (ASR) Squadron (Mk IX) Flight Leaders’ School Central Fighter Establishment Empire Central Flying School. Hullavington No. 5 O.T.U. No. 7 O.T.U. No. 8 O.T.U. Code: BE & LP No. 41 O.T.U. Code: 6R, HX & JO No. 52 O.T.U. Code: CT, EH, GK, NS, OQ & TJ No. 53 O.T.U. Code: MV & QG No. 57 O.T.U. Code: JZ, LV, PW & XO No. 58 O.T.U. Code: P9, PQ & XB No. 61 O.T.U. Code: DE, HX & KR No. 71 O.T.U. No. 73 O.T.U. No. 74 O.T.U. No. 80 O.T.U. 3H No. 151 O.T.U. No. 226 O.C.U. No. 237 O.C.U. No. 421 Flight (Mk II) No. 1353 Flight (Mk V/IX/XVI) No. 1401 Flight (Mk II/IV/V/VI/IX) No. 1402 Flight (Mk II/V/VI/VII) No. 1406 Flight (Mk I/II) No. 1412 Flight (Mk V) No. 1413 Flight (Mk V) No. 1414 Flight (Mk V) No. 1415 Flight (Mk V) No. 1416 Flight (PR Type G & Mk IV) No. 1435 Flight (Mk V) No. 1561 Flight (Mk XI) No. 1562 Flight (Mk XI) No. 1563 Flight (Mk V) No. 1564 Flight (Mk V) No. 1565 Flight (Mk V) No. 1566 Flight (Mk V) No. 1567 Flight (Mk V) No. 1569 Flight (Mk V) No. 1676 Flight (Mk V/VIII/IX) No. 1687 Flight (Mk II/V) No. 1688 Flight (Mk V) No. 1689 Flight (Mk V/XVI) No. 1690 Flight (Mk XVI) No. 1694 Flight (Mk II) No. 1695 Flight (Mk V) No. 1696 Flight (Mk I/II/V) Government & Research R.A.E. Franborough A. & A.E.E. Boscombe Down Foreign Service For details of all the foreign operators of the Merlin powered Spitfires please refer to Appendix VIII.

Royal Air Force - Others Naval Spitfires The squadrons of the Royal Navy which used the Seafire No. 700 Squadron (Mk I/II/III) No. 706 Squadron (Mk III) No. 708 Squadron (Mk I/II/III) No. 709 Squadron (Mk III) No. 715 Squadron (Spitfire Mk V & Seafire Mk I/III) No. 718 Squadron (Mk II/III) No. 719 Squadron (Mk I/II) No. 721 Squadron (Mk III) No. 728 Squadron (Mk II/III) No. 731 Squadron (Mk I/II/III) No. 733 Squadron (Mk III) No. 736 Squadron (Spitfire Mk V & Seafire Mk I/III) No. 736 Squadron B Flight (Mk III) No. 741 Squadron (Mk III) No. 748 Squadron (Spitfire Mk I/V & Seafire Mk I/II/III) No. 757 Squadron (Mk III) No. 759 Squadron (Spitfire Mk I/V & Seafire Mk I/II/III) No. 760 Squadron (Mk III) No. 761 Squadron (Spitfire Mk I/V & Seafire Mk I/II/III) No. 762 Squadron (Spitfire Mk I) No. 766 Squadron (Mk III) No. 767 Squadron (Mk III) No. 768 Squadron (Spitfire Mk I/V & Seafire Mk I/II/III) No. 770 Squadron (Spitfire Mk V & Seafire Mk II) No. 771 Squadron (Mk III) No. 772 Squadron (Mk III)

Photo-reconnaissance Squadrons No.1 Photo-Reconnaissance Unit (Code: LY) No.2 Photo-Reconnaissance Unit (See No 680 Sqn) No.3 Photo-Reconnaissance Unit (See No 681 Sqn)

A Line up of MK VIIIs of No 136 Squadron on Cocus Island in 1945 (©USAAF via D. Bell)

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Foreign Operators

Appendix

VIII

What follows is a brief run-down of the countries that operated Merlin powered Spitfires and Seafires. ARGENTINA No Squadrons were ever formed with the Spitfire in Argentina, but three machines did go to this country. The first was a PR Mk XI (ex-PL972), which was given the Argentinian registration LV-NMZ and flown via Hurn, Gibraltar, Dakar and Natal to Buenos Aires by Capt J. Storey in April 1947. The other two machines were a Mk VIII (ex-JF275) and a Mk IX (PL194), which were shipped to Argentina. LV-NMZ was used by the Argentine government for photo-mapping, and it is presumed that the other two machines were also used for a similar task. An order for ten TR Mk IX trainers was placed by the Argentine government, but it was cancelled before any were delivered. AUSTRALIA Royal Australian Air Force (RAAF) 1 Fighter Wing Squadrons No. 54 Squadron No. 452 Squadron No. 257 Squadron Other RAAF Squadrons No. 79 Squadron (Mk V & VIII) Code: UP No. 85 Squadron (Mk V) Code: SH Other RAF Squadrons & Units operating in Australia/Western Pacific Theatre No. 54 Squadron No. 548 Squadron No. 549 Squadron 2 OTU (Mk V & VIII) 5 OTU (Mk V & VIII) 8 OTU (Mk V & VIII) Serial Number Allocation Mk Vc: A58-1 to A58-185, A58-200 to A58-259 & EE731 Mk VIII: A58-300 to A58-550 HF Mk VIII: A58-600 to A58-758 BELGIUM Force Aérieene Belge & Belgische Luchtmacht Eleven ex-RAF machines were handed over to the Belgian Air Force in 1946 for training purposes. These were supplemented by twenty-eight fur ther ex-RAF machines in 1947-8. These were mainly Mk IXs, but there were also a few Mk XVIs as well. Fifteen more Mk IXs were acquired from the Dutch in 1952 and were refurbished by Fokker prior to their movement to Belgium. See Chapter 7 for a more detailed look at the Belgian Air Force’s use of the Spitfire. BURMA Union of Burma Air Force After Independence in 1948, the Union of Burma Air Force was equipped with Seafire Mk XVs, supplied from Britain in 1952. This was supplemented in 1954 and 1955 by a batch of thir ty Mk IXs purchased from Israel. The type was quickly replaced though, as in 1958 the Hawker Sea Fury star ted to be received for frontline service. Squadron Allocation No. 1 Squadron, Mingaladon (Mk IX) Serial Numbers All Burmese Spitfires & Seafires carried serials in the UB400 range. CZECHOSLOVAKIA Ceskoslovenske Vojenske Letectvo At the end of World War II, Nos 310, 311 and 313 (Czech) Squadrons returned to their homeland with their RAF equipment and formed the basis of the reborn Czechoslovkian Air Force. Their service use was shor t

Czechoslovakian Air Force Mk IX, TE54?, IV-8 in post-war markings (via P. Skulski)

Danish Mk IX (41-422) in flight (© RDAF via P. Skulski)

however, as in 1948 all these machines were sold to Israel. Squadron Allocation 1st Air Division, 10th Regiment (Mk IX) Code: KR 1st Air Division, 12th Regiment (Mk IX) Code: DZ 2nd Air Division, 4th Regiment (Mk IX) Code: JT 2nd Air Division, 5th Regiment (Mk IX) Code: MP 3rd Air Division, 7th Regiment (Mk IX) Code: IV 3rd Air Division, 8th Regiment (Mk IX) Code: LS Flying Academy (Mk IX) Code: ADENMARK Flyvevabnet In 1947 the Danish government obtained twenty-eight Mk IXs and three Mk XIs, along with a number of non-airwor thy air frames for instructional purposes, as par t of their post-war re-equipping schedule. These machines operated from Karup AFB in the Spitfireskolan, but in 1950 the Royal Danish Air Force was formed and the Spitfires were reassigned to No. 725 Eskadrille at Karup AFB and No. 722 Eskadrille at Vaerlose AFB. The first squadron operated the type in the fighter role, while the latter under took training with them. Squadron Allocation Søvaernets Flyvevaesen Spitfireskolan (Mk IX & PR Mk XI) II Luftflotille (Mk IX & PR Mk XI) Haerens Flyver tropper 4 Eskadrille (Mk IX & PR Mk XI) 5 Eskadrille (Mk IX) Kongelige Danske Flyvevåben No. 725 Eskadrille, Karup AFB (Mk IX & PR Mk XI) No. 722 Eskadrille, Vaerlose AFB (Mk IX) Serial Number Allocations Mk IX : 41-401 to 41-436 PR Mk XI: 42-451 to 41-453 EGYPT Royal Egyptian Air Force An entire squadron of fifteen Mk Vcs was supplied to Egypt before the end of World War II, and this was supplemented by a fur ther for ty-one Mk IXs. The RAEFs strength of Spitfires stood at twenty Mk Vcs, for ty-one Mk IXs and a single TR Mk IX. All of these machines saw service in the initial stages of the Israeli War of Independence, and at

Spitfire Mk IXb of the Egyptian Air Force, Luqa 1948 (© RAF Museum P013680)

A pair of Danish Mk IXs (41-419 & 41-422) in flight (© RDAF via P. Skulski)

least one machine shot down during the war was rebuilt and flown by the IAF against the REAF. Squadron Allocation No. 1 Squadron, El Arish (Mk IX) No. 2 Squadron, El Arish (Mk V & IX) No. 6 Squadron, El Arish (Mk V & IX) FRANCE Armée de l’Air A single Mk I was supplied to France before World War II, for evaluation purposes, but the first French squadrons to equip with the type were in fact the Free French Squadrons (Nos 326, 327, 328, 329, 340, 341, 345) of the RAF. All of these were briefly par t of the Allied occupational forces in Germany post-war, but in November 1945 all the machines were transferred to the Armée de l’Air. Unrest in Indochina, lead to the formation of GC.II/7 with MK VIIIs borrowed from the RAF in late 1946. This squadron was officially equipped with thir ty Mk IXs from RAF stock in January 1947, and it remained in the ground attack role in the theatre until November 1950. Squadron Allocation GC I/1 (Mk IX) GC II/1 (Mk IX) GC I/2 (Mk IX) GC III/2 (Mk IX) GC I/3 (Mk IX) GC II/3 Champagne & Dauphine (Mk IX) GC I/4 (Mk IX) GC II/4 (Mk IX) GC II/5 (Mk IX) GC I/6 (Mk IX) GC I/7 (Mk VIII & IX) GC II/7 (Mk VIII & IX) GC II/18 (Mk V & IX) GC II/33 (Mk V) Ecole de Chasse (Mk IX) Aéronavale Apar t from the Seafires operated by the French Navy (Aéronavale), twenty Mk IXs were also used as land-based training aircraft for Seafire pilots at Cuers.

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replaced by twelve ‘de-navalised’ Seafire Mk IIIs in 1947. To train pilots for these machines, six TR Mk IXs were purchased, arriving by June 1951. All of these machines saw service as late as 1961. Squadron Allocation No. 1 (Fighter) Squadron (Seafire III) Central Flying School (T Mk 9) Serial Number Allocation Seafire Mk III: 146 to 157 TR Mk IX: 158 to 163 ISRAEL

Mk Vc Trop JK707 of the 307th Fighter Squadron was shot down by ‘friendly’ fire over the Salerno beachhead in September 1943, although the pilot (Lt Pryblo) was able to ditch close to the shore. (©USAAF via D. Bell)

Israeli Air Force (Heyl Ha’Avir) The first two Spitfires owned by the IAF were made up from a scrapped example and a shot down REAF example. These were supplemented by a fur ther 59 that were bought from Czechoslovakia. All of these machines were Mk IXs and saw service during the War of Independence. A fur ther thir ty machines were supplied from Italy in 1953, although the type was retired from IAF service by 1956. Squadron Allocation No. 101 Squadron No. 105 Squadron (Operational Training) No. 107 Squadron ITALY

Spitfire Mk IXb HN•Y RR239, No. 93 Squadron after transfer to the Italian Air Force

Aeronautica Cobelligerante del Sud & Aeronautica Militare Italiana Thir ty-three airwor thy machines were made from some fifty-three surplus RAF air frames supplied to the Co-Belligerent Air Force after the Italian surrender. These machines (Mk Vc) were operated by 20º Gruppo, 51º Stormo from October 1944, but were withdrawn from service by the end of WWII. In June 1947 a number of ex-RAF Mk IXs were taken on charge by the new Italian Air Force (AMI) and operated until 1953. Squadron Allocation 20º Gruppo, 51º Stormo (Mk Vc & IX) 3º Gruppo Scuola di Volo, Lecce AFB (Mk IX)

(© RAF Museum P017681)

THE NETHERLANDS

Royal Hellenic Air Force The two RAF Greek squadrons (Nos 335 and 336) integrated their Mk Vbs and Mk Vcs into the Greek Air Force on their return to Greece towards the end of 1944. These were supplemented in 1947 with a fur ther 110 LF and HF Mk IXs which were purchased by the newly reformed Royal Hellenic Air Force and a fur ther 66 Mk XVIs followed in 1949. Squadron Allocation No. 335 Squadron (Mira 335), Hassani AFB (Mk V, IX & XVI) No. 336 Squadron (Mira 336), Hassani AFB (Mk V & IX) No. 337 Squadron (Mira 337), Sedes AFB (Mk IX & XVI) Advanced Training Squadron of the Scholi Icaron, Tatoi AFB (Mk XVI) Serial Number Allocation All aircraft retained their original RAF serial numbers

Luchstridkrachten (LSK) During WWII No. 322 Squadron was manned by Dutch personnel and after the cessation of hostilities, this squadron transferred to The Netherlands. During 1946 to 1948, one hundred Mk Vb, Mk XVIc and Mk XVIe air frames were supplied, along with fifty-five Mk IXs. These all equipped No. 322 Squadron as it built up to operations in the East Indies. With the squadron’s move to the East Indies, their machines remained in The Netherlands and were used to equip the Jachtvliegschool, and twenty ex-RAF Mk IXs were supplied directly to No. 322 Squadron for ground attack operations. During early 1948 three two-seat Mk IXs were supplied to The Netherlands, and by late 1948 all of the East Indies Air Force machines returned. Of the twenty supplied, eighteen survived and these were refurbished by Fokker, who made fifteen airwor thy. These were later sold to Belgium. The last LSK operation with the type was under taken in 1954, when it was retired from service. Squadron Allocation No. 322 Squadron (Mk IX) Code: 3W Jachtvliegschool Twenthe AFB (Mk IX & T Mk 9) Jachtvliegschool Deelene AFB (Mk IX & T Mk IX) Serial Number Allocation H-1 to H-35 (Home Based) H-101 to H-120 (East Indies Air Force) H-50 to H-69 (Serial numbers allocated to the ex-East Indies machines on their return)

INDIA

NORWAY

(Royal) Indian Air Force By the end of World War II, four squadrons were operating the Mk Vc and Mk VIII, and they saw action against the retreating Japanese forces. When the country was par titioned in 1947, these Merlin Spitfires had mostly been replaced with Griffon powered versions, but No. 2 Squadron still remained in operation with the Mk VIII. With rising tension in the Kashmir region, these machines along with examples left by the RAF at Karahi, were used in the ground attack role. The Indian Air Force also operated about twenty TR Mk IXs in the operational and advanced training role from 1947 until about 1953.

Royal Norwegian Air Force (Kongelige Norske Flyvapen) Nos 331 & 332 Squadron RAF transferred to the RNoAF in November 1945, and took their Spitfires with them. In 1947 a fur ther for ty-seven Mk IXs and three PR Mk XIs were

Squadron Allocation 1ere Flotille (Mk V & Seafire III) Code 1.F 12ieme Flotille (Seafire III) Code 12.F Escadrille de Servitude No. 1 (Mk V, IX & Seafire III) Code: 1.S Escadrille de Servitude No. 2 (Mk V) Code: 2.S Escadrille de Servitude No. 3 (Seafire III) Code: 3.S Escadrille de Servitude No. 4 (Seafire III) Code: 4.S Escadrille de Servitude No. 10 (Seafire III) Code: 10.S Escadrille de Servitude No. 11 (Mk V, IX) Code: 11.S Escadrille de Servitude No. 54 (Seafire III) Code: 54.S GREECE

Spitfire Mk Ia HK856 ‘C’. This aircraft is believed to be either P9566 or P9567, as the ‘HK’ series was reserved for captured aircraft. This machine later served with No. 1 M.E. Training School, El Ballah, with the Turkish Air Force

purchased by the Norwegian government., joining the twenty-four examples already serving with Nos 331 & 332 Squadrons. Twenty-five of these were subsequently lost in accidents before the entire Spitfire fleet was retired in 1954. Serial Allocation All machines retained their RAF serial numbers until refurbished or repainted Squadron Allocations No. 331 Squadron. (Mk IX & PR Mk XI) Code: FN No. 332 Squadron. (Mk IX) Code AH No 1 Fotorekognoseringsving (PR Mk XI) PORTUGAL Aeronautica Militar & Força Aérea Portuguesa Before WWII, the Por tuguese government had placed an order for fifteen Mk Is, but this was cancelled in May 1940. Eighteen Mk Ias were delivered in 1942 however, and these served with Esc. ZX. A fur ther thir ty-four Mk Vs were supplied in line with the terms of the Azores Agreement from October 1943 and served with Escuadrilhas MR and RL, along with a few which served with Esc. ZE. Sixty more Mk Vs were supplied in 1947 & 1948 and the entire Spitfire fleet was concentrated into Escuadraos 20 & 21. The Spitfires remained in service with these two squadrons until they disbanded and reformed with the F-84 towards the end of 1952. Squadron Allocation Aeronáutica Militar Escuadraos ZX, Tancos AB (Mk Ia) Escuadrilhas MR, Ota AB (Mk V) Escuadrilhas RL, Ota AB (Mk V) Escuadraos ZE, Ota AB (Mk V) Força Aérea Por tuguese Escuadraos 20 (Mk V) Escuadraos 21 (Mk V) SOUTH AFRICA South African Air Force (SAAF) Squadron Nos 1, 2, 3, 4, 7, 8, 10, 11, 40 & 41 (SAAF) all operated the MK V and IX as par t of the Deser t Air Force in Nor th Africa and Italy during WWII. After the war Nos 1, 2 & 4 Squadrons were reformed at Waterkloof, using ex-RAF Mk IXs donated by the British government. No 2 Squadron used Spitfires to train, before moving to Korea to fly the P-51, while No. 60 Squadron also operated the Spitfire Mk IX in the PR role, with an oblique camera fitted in the radio bay. All of these Spitfires were replaced in the Fighter Wing by D.H. Vampires in 1952. Squadron Allocation No. 1 (SAAF) Squadron, RAF (Mk V, VIII & IX) Code: AX No. 2 (SAAF) Squadron, RAF (Mk V & IX) Code: DB & SD No. 3 (SAAF) Squadron, RAF (Mk V & IX) Code: SA No. 4 (SAAF) Squadron, RAF (Mk V & IX) Code: KJ No. 5 (SAAF) Squadron, RAF (Mk V) Code: GL

Squadron Allocation No. 1 Squadron (Mk VIII) No. 2 Squadron (Mk VIII) No. 3 Squadron (Mk VIII) No. 4 Squadron (Mk Vc & Mk VIII) No. 6 Squadron (Mk VIII) No. 7 Squadron (Mk VIII) No. 8 Squadron (Mk Vc & Mk VIII) No. 9 Squadron (Mk VIII) No. 10 Squadron (Mk VIII) No. 12 Squadron (Mk VIII) No. 101 Flight (PR Mk XI) No. 101 Squadron (Mk VIII) Advanced Training School, Hakimpet (TR Mk IX) IRELAND Irish Air Corps (Aer Chor na h-Eireann) The Hurricane Mk IIs of No. 1 Fighter Squadron IAC, were

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An unidentified Mk IXc of the USAAF. The spinner colour probably denotes this as a 308th Fighter Squadron machine in Italy in 1943/4. (© USAAF via D. Bell)

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Spitfire Mk IXc ex-14 Squadron after transfer to the Italian Air Force (© RAF Museum P017682)

No. 7 (SAAF) Squadron, RAF (Mk V & IX) Code: ND No. 9 (SAAF) Squadron, RAF (Mk V & IX) No. 10 (SAAF) Squadron, RAF (Mk V & IX) No. 11 (SAAF) Squadron, RAF (Mk V & IX) No. 35 (SAAF) Squadron, RAF (Mk IX) Code: AX No. 40 (SAAF) Squadron, RAF (Mk V, IX & PR Mk XI) Code: WR No. 41 (SAAF) Squadron, RAF (Mk V & IX) No. 1 Squadron, SAAF (Mk IX) No. 2 Squadron, SAAF (Mk IX) No. 4 Squadron, SAAF (Mk IX) No. 60 Squadron, SAAF (Mk IX) Code: JS Bombing, Gunnery & Navigation School (Mk IX) Central Flying School (Mk IX) Air Operational School (Mk IX) Serial Number Allocation All SAAF Squadrons in RAF service retained RAF serial numbers. Those machines operated by the SAAF post-war were allocated a four-figure serial in the 5000 range. TURKEY Türk Hava Kuvvetleri Just two of the fifteen Mk Is ordered by Turkey were actually delivered in 1940, and during the rest of hostilities a fur ther eighty-four Mk Vbs and Mk Vcs were also delivered. These equipped two Companies (Boluks) of the 6th Air Regiment (6nci Alay), four Companies of the 7th Air Regiment and one Company of the 8th Air Regiment. Post-war the Turkish government received 203 Mk IXs and four PR Mk XIXs and these were used by the 4th, 6th and 7th Air Regiments. The 1951 restructuring of the Turkish Air Force created Squadrons (Filos) Nos 141-143, 161-163 and 171-173. Squadron Allocations 6th Air Regiment (2 Companies), Gaziemir AFB (Mk Vb, Vc & IX) 7th Air Regiment (4 Companies), Kutahya AFB (Mk Vb, Vc & IX) 8th Air Regiment (1 Company), Erzincan AFB (Mk Vb, Vc & IX) 4th Air Regiment (4 Companies) (Mk IX) No 141 Squadron (Mk IX) No 142 Squadron (Mk IX) No 143 Squadron (Mk IX) No 161 Squadron (Mk IX) No 162 Squadron (Mk IX) No 163 Squadron (Mk IX) No 171 Squadron (Mk IX) No 172 Squadron (Mk IX) No 173 Squadron (Mk IX)

Another shot of Mk Vc Trop JK707 from the 307th Fighter Squadron after crashlanding on the Salerno beachhead in September 1943. (© USAAF via D. Bell)

transferred to the 12th Air Force and later were re-equipped with Mk IXs and a few Mk VIIIs. The training role was carried out by the 350th Fighter Squadron. flying the Mk V, and the type was also used by the 67th Observation Group. The PR Mk IX was used by the 14th Photo-Reconnaissance Squadron. Squadron Allocation No. 71 (Eagle) Squadron, RAF (Mk Vb) No. 121 (Eagle) Squadron, RAF (Mk Vb) No. 133 (Eagle) Squadron, RAF (Mk Vb) 334th Fighter (Pursuit) Squadron, 4th Fighter Group, USAAF (Mk Vb) 335th Fighter (Pursuit) Squadron, 4th Fighter Group, USAAF (Mk Vb) 336th Fighter (Pursuit) Squadron, 4th Fighter Group, USAAF (Mk Vb) 307th Fighter Squadron, 31st Fighter Group, 8th Air Force (Mk Vb & IX) 308th Fighter Squadron, 31st Fighter Group, 8th Air Force (Mk Vb & VIII) 309th Fighter Squadron, 31st Fighter Group, 8th Air Force (Mk Vb & IX) 2nd Fighter Squadron, 52nd Fighter Group, 8th Air Force (Mk Vb & IX) 4th Fighter Squadron, 52nd Fighter Group, 8th Air Force (Mk Vb & IX) 5th Fighter Squadron, 52nd Fighter Group8th Air Force (Mk Vb & IX) 12th Reconnaissance Squadron, 67th Observation Group (Mk V) 107th Reconaissance Squadron, 67th Observation Group (Mk V)

109th reconnaissance Squadron, 67th Observation Group (Mk V) 153rd Reconnaissance Squadron, 67th Observation Group (Mk V) 345th Fighter Squadron, 350th Fighter Group (Mk V) 346th Fighter Squadron, 350th Fighter Group (Mk V) 347th Fighter Squadron, 350th Fighter Group (Mk V) 555th Training Squadron, 496th Training Group (Mk V) 7th Photographic Group, 14th Photo-Reconnaissance Squadron (PR Mk IX) YUGOSLAVIA Jugoslovensko Ratno Vazduhoplovstvo No. 352 (Yugoslav) Squadron, RAF operated their Mk Vcs in suppor t of the Tactical wing of the Balkan Air Force from 1944, and carried Yugoslavian roundels and RAF serials. This unit was disbanded on the 15th June 1945, but became par t of the Yugoslav Air Force, where it operated the Mk V and Mk IX until August 1952. Squadron Allocation No. 352 (Yugoslav) Squadron, RAF (Mk Vc) No. 352 Squadron, JRV (Mk V & IX) Serial Number Allocation During RAF service the Mk Vcs retained their RAF serial numbers In JRV service the machines were allocated numbers from 9476 to 9503.

USSR Voenno Vozdushnyye Sily (VVS) From the early stages of 1943 the VVS took delivery of 1,188 Mk IXs, 143 Mk Vs and two PR Mk IVs. These machines were all rebuilt or repaired ex-RAF machines and they were shipped to Russia via Iran. Some of these machines were fitted with Russian calibre machine guns and cannon, and a number were also modified into two-seat configuration. It is rumoured that a small number of these machines may later have been transferred to China. Squadron Allocations 118 ORAP (Mk IV & V) 7 IAP (Mk V) 25 ZAP (Mk V) 36 IAP (Mk V) 57 GIAP (Mk V) 821 IAP (Mk V) 11 GIAP (Mk IX) 16 IAP (Mk V & IX) 26 GIAP (Mk V & IX) 27 GIAP (Mk IX) 67 IAP (Mk V) 102 GIAP (Mk IX) 177 IAP (Mk IX) 767 IAP (Mk IX) 20 IAP (Mk IX) UNITED STATES OF AMERICA United States Army Air Force (USAAF) By the time they moved to USAAF control in 1942, the Eagle Squadrons (Nos 71, 121 & 133) were equipped with the Mk Vb and they became the 334th, 335th and 336th Fighter (Pursuit) Squadron, 4th Fighter Group respectively. Most of these machines were replaced in March 1943 with the P-47. Another 600 air frames were supplied under ‘reverse Lend-Lease’ in mid-1942 and these equipped the 31st and 52nd Fighter Groups of the 8th Air Force. In November 1942, in suppor t of Operation Torch, these groups

Spitfire Mk IXe ex-No. 318 Sqn after transfer to the Italian Air Force (© RAF Museum P017680)

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Spitfire Production

Appendix

IX

Prototype Air Ministry Specification F.37/34 K5054 (first flown 5th March 1936)

Contract Number B527113/36 • First Order - 310 (Supermarine Built) Ordered as Mk I Mk I: K9787 - K9999 & L1000 - L1096 First 74 (to K9960) fitted with Merlin II, and first 77 (to K9963) with Watts two-blade propeller. All later retrofitted with de Havilland constant speed threeblade propeller. Aircraft after K9960 fitted with Merlin III. First delivery (K9787) 17/7/38

Contract Number B980383/39 • First Order - 200 (Supermarine Built) Ordered as Mk I Mk I: P9305-9339, P9360-9399, P9420-9469, P9490-9519, P9540-9550. Contract dated 20th April 1939. All built as F Mk Ia with Merlin III.

Contract Number B19713/39

Four Danish Mk IXs and a Mk XVI in formation

• First Order - 450 (Supermarine Built) Ordered as Mk I, built as Mk IA, Va, Vb & PR Mk IV

(© RDAF via P. Skulski)

Mk I: R6595-6644, R6683-6722, R6751-6780, R6799-6818, R6829-6840, R6879-6928, R6957-6996, P7015-7028, R7057-7074, R7114-7163, R7192-7206, R7211-7212, R7214-R7216, R7250-7252, R7257 Total built 348, deliveries commenced 29/4/40 Mk Va/b: R7029-7044, R7055-7056, R7207-7210, R7213, R7217-7231, R7253-7256, R7258-7259, R7290-7309, R7333-7350 PR Mk IV: R7053-7044, R7055-7056

BR563, BR567, BR569, BR571, BR575, BR577-579, BR585, BR587-588, BR590, BR593, BR595, BR597-599, BR979, BR983-984, BR987, BS106, BS108, BS111, BS114-115, BS117, BS122, BS133-134, BS141, BS146, BS149, BS228, BS245, BS436-437, BS442, BS448, BS453, BS460, BS465, BS472 F & HF Mk VII: BS121, BS142, BS229, BS253, BS427 Mk IX: BR581, BR592, BR594, BR596, BR600-605, BR997-978, BR980-982, BR985-9986, BS104-105, BS107, BS109-110, BS112-113, BS116, BS118-120, BS122-123, BS125-132, BS135-140, BS143-145, BS147-148, BS150-152, BS157, BS159, BS167, BS170, BS172, BS176-177, BS179-180, BS183, BS185, BS189, BS192, BS194-196, BS198, BS200, BS202, BS227, BS239-244, BS246-252, BS254-255, BS292, BS294, BS296, BS297, BS299, BS301-304, BS306-319, BS383-411, BS428-435, BS438-441, BS443-447, BS449-452, BS454-459, BS461-464, BS466-471, BS473-474, BS506-515 PR Mk XI: BS497-499, BS501-502

• Second Order - 450 (Supermarine Built) Ordered as Mk I, built as Mk Va & Vb Mk Va & Vb: W3109-3138, W3168-3187, W3207-3216, W3226-3265, W3305-3334, W3364-3383, W3403-3412, W3422-3461, W3501-3530, W3560-3579, W3599-3608, W3618-3657, W3697-3726, W3756-3775, W3795-3804, W3814-3853, W3893-3902, W3931-3970

• Third Order - 500 (Supermarine Built) Ordered as Mk I, built as Mk I, Va & Vb Mk I: X4009-4038, X4051-4070, X4101-4110, X4159-4188, X4231-4280, X4317-4356, X4381-4390, X4409-4428, X4471-4505, X4538-4562, X4585-4624, X4641-4662, X4671-4685, X4708-4722, X4765-4789, X4815-4859, X4896-4945, X4988-4997. Mk V: X4663-4670

• Fourth Order - 500 (Supermarine Built) Ordered as Mk I, built as PR Mk IV, Vb, Vc & HF Mk VI PR Mk IV: AA781-815, AB118-132, AB300-319, AB421-430, AB466 Mk Va/Vb: AA718-767, AA813-882, AA902-946, AA963982, AB133-152, AB167-175, AB177-199, AB201-210, AB212-216, AB240284, AB320-349, AB362-382, AB401-420, AB450-469, AB487-497, AB499-502, AB504-505, AB507-512, AB514-515, AB517-522, AB524-526, AB531-532, AB535-536 HF Mk VI: AB176, AB200, AB211, AB498, AB503, AB506, AB513, AB516, AB523, AB527-530, AB533-534

• Fifth Order - 1,100 (Supermarine Built) Ordered as Mk IA/B, built as PR Mk IV, Vb, Vc, VI, VII, IX & PR Mk XI PR Mk IV: BP879-892, BP904-937, BR410-435, BR641-670, BS355-367, BS489-490, BS492-497, BS500, BS503-505 Mk Vb/Vc: BP844-878, BP950-993, BR106-143, BP160, BP161, BP163, BP165, BP166, BP168, BP169, BP170, BP173, BP175-177, BP179, BP180, BP182-185, BP187-188, BP190, BP192, BP194-196, BP198-199, BP201-204, BP226-242, BP244-246, BP248-249, BP251, BP253-254, BP256, BP282-285, BP288, BP290-296, BP299-301, BP303, BP304, BP306, BP308, BP311-313, BP315-317, BP320-325, BP327-328, BP344-393, BP459-499, BP515-549, BP562, BP564-566, BP568, BP570, BP572-574, BP576, BP580, BP582-584, BP586, BP589, BP591, BP621-640, BS158, BS160-166, BS168-169, BS171, BS173-175, BS178, BS181-182, BS184, BS186-188, BS190-191, BS193, BS197, BS199, BS201, BS218-226, BS230-238, BS271-291, BS293, BS295, BS298, BS300, BS305, BS335-354, BS530-559 HF Mk VI: BR159, BR162, BR164, BR167, BR171, BR172, BR174, BR178, BR181, BR186, BR189, BR191, BR193, BR197, BR200, BR205, BR243, BR247, BR250, BR252, BR255, BR286-287, BR289, BR297, BR298, BR302, BR304, BR307, BR309-310, BR314, BR318-319, BR326, BR329-330,

• Seventh Order - 500 (Supermarine Built) Ordered as Mk Vc, built as PR Mk IV, Mk Vc, VI, VII, IX, PR Mk XI, XII *Sixty deleted from order - EN686-695, EN710-759 PR Mk IV: EN155, EN262, EN264, EN386-389 Mk Vc: EN112-121, EN239-258, EN351-370, EN515-534, EN551-583, EN628-637 HF Mk VI: EN176, EN189 F & HF Mk VII: EN178, EN192, EN285, EN297, EN310, EN457, EN465, EN470, EN474, EN494-497, EN499, EN505-506, EN509, EN511-512 Mk IX: EN122-148, EN152, EN156, EN171-175, EN177, EN179-188, EN190, EN191, EN193-207, EN259, EN261, EN265-270, EN286-296, EN298-309, EN311-315, EN329, EN333-336, EN339-340, EN344-345, EN349-350, EN390, EN392-394, EN397-406, EN444-456, EN458-464, EN466-469, EN500-502, EN510, EN513-514, EN617 PR Mk XI: EN149-151, EN153-154, EN260, EN330-332, EN337-338, EN341-343, EN346-348, EN385, EN395-396, EN407-430, EN503-504, EN507-508, EN652-685

• Ninth Order - 70 (Supermarine Built) Ordered as PR aircraft, built as Mk VIII Mk VIII: LV643-681, LV726-756

• Tenth Order - 426 (Supermarine Built) Ordered as Mk Vc, built as Mk VII, VIII, IX, X, XI & XIII F & HF Mk VII: MB761-769, MB806, MB808, MB820-828, MB883-887, MB912-916, MB929-935, MD100-146, MD159-190 Mk VIII: MB959-976, MD214-256, MD269-303, MD315-356, MD369-403 PR Mk X: MD191-199, MD213 PR Mk XI: MB770-793, MB881-911, MB936-958

• Thirteenth Order - 6 (Supermarine Built) Ordered as Mk VII, Built as PR Mk X PR Mk X: SR395-400

Contract Number. B124305/40 First Order - 300 (Westland Built) Ordered as Mk I, built as Mk I, PR Mk IV, Mk Vb & Vc Mk I: AR212-261 PR Mk IV: AR257, AR258, AR260 Mk Vb/Vc: AR274-298, AR318-347, AR362-406, AR422-471, AR488-532, AR546-570, AR592-621

• Second Order - 200 (Westland Built) Ordered as Mk V, built as Mk Vc Mk Vc: EE600-644, EE657-690, EE713-753, EE766-811, EE834-867

• Third Order - 185 (Westland Built) Ordered as Mk V, built as Mk Vc Mk Vc: EF526-570, EF584-616, EF629-656, EF671-710, EF715-753

Contract Number B981687/39/C.23(C), 12/4/39. • First Order - 1,000 (Vickers-Armstrong Built) Ordered as Mk II, built as Mk IIa, IIb, Va & Vb Mk IIa/IIb: P7280-7329, P7350-7389, P7420-7449, P7490-7509, P7520-7569, P7590-7629, P7661-7669, P7730-7759, P7770-7789, P7810-7859, P7880-7929, P7960-7999, P8010-8049, P8070-8099, P8130-8149, P8160-8209, P8230-8279, P8310-8439, P8360-8399, P8420-8449, P8460-8479, P8500-8531, P8553-8536, P8540-8541, P8543-8549, P8562-8563, P8565-8577, P8579-8580, P8582-8584, P8586-99, P8601-8602, P8605, P8608, P8641-8679, P8690-8698, P8701-8702, P8704-8706, P8725-8729. Mk Va/Vb: P9532, P8537-8539, P8542, P8560-8561, P8564, P8571, P8578, P8585, P8600, P8603, P8604, P8606, P8607, P8609, P8640, P8699, P8700, P8703, P8707-8724, P8740-8759, P8780-8799

• Second Order - 500 (Supermarine Built) Ordered as Mk II, built as Mk Vb Mk Vb: AB779-828, AB841-875, AB892-941, BP960-994, AD111-140, AD176-210, AD225-274, AD288-332, AD348-397, AD411-430, AD449-478, AD498-517, AD535-584

• Third Order - 1000 (Supermarine Built) Ordered as Mk III, built as Mk Vb Mk Vb: BL231-267, BL285-304, BL311-356, BL391, BL403-450, BL461-500, BL509-551, BL562-600, BL613-647, BL655-699, BL707-736, BL748-789, BL801-833, BL846-864, BL887-909, BL918-941, BL956-998, BM113-162, BM176-211, BM227-274, BM289-392, BM343-386, BM399-430, BM447-493, BM508-543, BM556-597, BM624-653

• Fourth Order - 904 (Supermarine Built) Ordered as F Mk V, built as Mk Vb & Vc Mk Vb/Vc: EN763-800, EN821-867, EN888-932, EN944-981, EP107-152, EP164-213, EP226-260, EP275-316, EP327-366, EP380-417, EP431-473, EP485-523, EP536-579, EP594-624, EP636-669, EP682-729, EP747-795, EP812-847, EP869-915, EP951-990, ER114-146, ER159-200

• Fifth Order - 750 (Supermarine Built) Ordered as F Mk IV, built as Mk Vb & Vc Mk Vb/Vc: ER206-229, ER245-283, ER299-345, ER461-510, ER524-571, ER583-626, ER634-679, ER695-744, ER758-791, ER804-834, ER846-894, ER913-948, ER960-998, ES105-154, ES168-214, ES227-264, ES276-318, ES335-369

• Sixth Order - 989 (Supermarine Built) Ordered as Mk Vb, built as Mk Vc & Mk IX Mk Vc: JG713-752, JG769-810, JG835-852, JG864-899, JG912-960, JK101-145, JK159-195, JK214-236, JK249-285, JK303-346, JK359-394, JK396-408, JK425-472, Jk506-551, JK600-610, JK612-620, JK637-640, JK642-649, JK651-678, JK705-742, JK756-769, JK771-795, JK803-842, JK860-880, JK885-892, JK922-950, JK967-979, JK981-992, JL104-133, Jl139, JL140, JL159-176, JL181-188, JL208-225, JL231-251, JL301-338, JL346-374, JL378-382, JL385-395 Mk IX: JK395, JK611, JK641, JK650, JK770, JK 881-884, JK980, JL134-138, JL177-180, JL226-230, JL252-256, JL375-377, JL383-384

• Seventh Order - 300 (Supermarine Built) Ordered as Mk Vc, cancelled March 1942 • Eight Order - 680 (Supermarine Built) Ordered as Mk Vc, built as Mk Vc & Mk IX

Spitfire Mk IXc ex-14 Squadron after transfer to the Italian Air Force (© RAF Museum P017682)

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Mk Vc: LZ807-815, LZ817-830, LZ834-835, LZ844-848, LZ862-887, LZ926-946, LZ969-988, MA261-266, MA279-298, MA328-368, MA383-397, MA643-657, MA670-682, MA684-686, MA688-689, MA691-692, MA694-704, MA850-853, MA855-859, MA861-863, MA877, MA880-883, MA885-906 Mk IX: LZ816, LZ831-833, LZ836-843, LZ861, LZ888-899, LZ915-925, LZ947-956, LZ989-998, MA221-260, MA299-315, MA369, MA398-428,

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MA443-487, MA501-546, MA559-601, MA615-642, MA683, MA687, MA690, MA693, MA705-713, MA726-767, MA790-819, MA813-849, MA854, MA860, MA878-879, MA884

• Ninth Order - 2,190 (Supermarine Built) Ordered as Mk Vc, built as Mk Vc, IX & XVI Mk Vc: MH298-311, MH564-568, MH581-596, MH600, MH605, MH637-646, MH750-755 Mk IX: MH312-336, MH349-390, MH413-456, MH470-512, MH526-563, MH597-599, MH601-604, MH606-623, MH635-636, MH647-678, MH691-738, MH756-796, MH813-856, MH869-912, MH924-958, MH970-999, MJ114-156, MJ169-203, MJ215-258, MJ271-314, MJ328-369, MJ382-428, MJ441-485, MJ498-536, MJ549-555, MJ557-589, MJ602-646, MJ656-698, MJ712-756, MJ769-801, MJ814-858, MJ870-913, MJ926-967, MJ979-999, MK112-158, MK171-213, MK226-268, MK280-326, MK339-379, MK392-428, MK440-486, MK499-534, MK547-590, MK602-646, MK659-699, MK713-756, MK769-812, MK826-868, MK881-926, MK939-969, MK981-999, ML112-156, ML169-216, ML229-277, ML291-323, ML339-381, ML396-428 Mk XVI: MJ556

• Tenth Order - 600 (Supermarine Built) Ordered as Mk IX Mk IX: NH148-159, NH171-218, NH230-276, NH289-326, NH339-381, NH393-438, NH450-496, NH513-558, NH570-611

• Eleventh Order - 800 (Supermarine Built) Ordered as Mk IX, built as Mk IX, F Mk 22 Mk IX: PK991-998, PL123-169, PL185-228, PL313-356, PL369-408, PL423-466, PL488-499

• Twelfth Order - 1,500 (Supermarine Built) Contract cancelled, then reinstated for 673 Mk IX, XVI Mk IX: PT355-380, PT395-436, PT451-498, PT523-567, PT582-627, PT639-683, PT697-738, PT752-795, PT818-859, PT873-915, PT929-970, PT986-999, PV115-160, PV174-215, PV229-270, PV283-287, PV289-294, PV296-305, PV308-326, PV341-348, PV350-359 Mk XVI: PV288, PV295, PV307, PV327, PV349

• Thirteenth Order - 100 (Supermarine Built) Ordered as Mk IX, built as Mk IX, XVI Mk IX: RK789-819, RK835-839, RK841, RK843-848, RK850-858, RK860-864, RK867, RK884-887, RK889, RK890, RK894, RK898-901, RK906-909, RK911-912, RK914-917, RK919-920, RK922-924 Mk XVI: RK840, RK842, RK849, RK859, RK865-866, RK868, RK888, RK891-893, RK895-897, RK902-905, RK910, RK913, RK918, RK921, RK925-926

• Fourteenth Order - 73 (Supermarine Built) Ordered as Mk IX Mk IX: RR181-211, RR228, RR231-232, RR235, RR237-239, RR241, RR244, RR246, RR251-254, RR258-260, RR262, RR264 Mk XVI: RR205, RR212-213, RR226-227, RR229-230, RR234, RR236, RK240, RK242-243, RK245, RK247-250, RK255-257, RK261, RK263, RK265

• Fifteenth Order - 800 (Supermarine Built) Ordered as F Mk 21, cancelled then reinstated for 40 Mk IX, built as Mk XVI Mk XVI: RW344-359, RW373-396

• Sixteenth Order - 800 (Supermarine Built) Ordered as F Mk 21 cancelled August 1944. Partially reinstated for 558 Mk IXs, built as Mk IX, XVI Mk IX: SL594, SL595, SL625-635, SL648-665, SM135-150, SM170-177, SM240, SM425, SM411-463, SM486, SM504-506, SM508-510, SM513-515, SM517-537, SM539-548, SM563-597, SM610-645, SM647, SM663, SM666, SM668-669 Mk XVI: SL541-565, SL567-571, SL573-579, SL596-602, SL604-605, SL607-611, SL613-618, SL620-624, SL666, SL668-676, SL678-681, SL685, SL687-690, SL713, SL717-721, SL724-725, SL727-728, SL733, SL745, SM178-213, SM226-239, SM241-258, SM273-316, SM329-369, SM383-424, SM426-427, SM464-485, SM487-488, SM503, SM507, SM511-512, SM516, SM538, SM646, SM648, SM664-665, SM667, SM670-671 Cancelled: SL667, SL682-684, SL686, SL722-723, SL726, SL729-732, SL734-744, SL746-747, SL759-798, SL812-857, SL873-915, SL928-959, SL971-999, SM112-134.

• Seventeenth Order - 1,884 (Supermarine Built) Ordered as Mk IX, built as Mk IX, XVI Mk IX: TA738, TA740, TA742-758, TA760-780, TA793-808, TA810-840, TA844, TA850-851, TA854-888, TA905-948, TA960-999, TB115-129, TB133-135, TB142-150, TB168-193, TB195-197, TB213-231, TB233-236, TB238-243, TB249, TB251, TB253, TB393, TB413-450, TB464-474, TB477, TB479, TB482-491, TB499, TB500, TB503, TB516, TB518, TB523-524, TB527, TB529-548, TB563-571, TB573, TB575-577, TB579, TB584, TB586, TB587, TB638, TB640-659, TB674, TB676-701, TB703, TB708, TB710-712, TB717-718, TB736, TB740, TB771-808, TB824-827, TB830, TB837-857, TB909, TB914, TB918, TB920, TB924-925, TB938-959, TB971-988, TB992, TB992, TD155, TD175, TD178-183, TD192-213, TD287, TD290-292, TD294-315, TD352-368, TD370-1, TD373-4, TD378-9, TD395, TD399, TD952-958, TD970-999, TE115, TE117-118, TE121-158, TE197, TE205, TE211, TE213, TE215, TE230-234, TE236, TE238, TE289-90, TE292-299, TE301, TE303-309, TE312-313, TE315, TE329, TE331, TE333, TE336-337, TE343, TE493-535, TE549-578 Mk XVI: TA739, TA741, TA759, TA809, TB130-132, TB136-141, TB232, TB237, TB244-248, TB250, TB252, TB254-256, TB269-308, TB326-349, TB352-392, TB394-396, TB475-476, TB478, TB480-481, TB492-498, TB501-502, TB515, TB517, TB519-522, TB525-526, TB528, TB549, TB572, TB574, TB578, TB580-583, TB585, TB588-598, TB613-637, TB639, TB675, TB702, TB709, TB713-716, TB733-735, TB737-739, TB741-759, TB828-829, TB831-836, TB858-868, TB883-908, TB910-913, TB915-917, TB919, TB921-923, TB989-991, TB993, TB995-999, TD113-154, TD156-158, TD176-177, TD184-191, TD229-267, TD280-286, TD288-289, TD293, TD316-325, TD338-351, TD369, TD372, TD375-377, TD400-408, TE116, TE119-120, TE174-196, TE198-204, TE206-210, TE214, TE228-229, TE235, TE237, TE239-259, TE273-288, TE291, TE300, TE302, TE310-311, TE314, TE328, TE330, TE332, TE334-335, TE338-342, TE344-359, TE375-385, TE387-408, TE434-471, TE473-480 Cancelled: TE386, TE472, TD409-428, TD443-490, TD515-546, TD560-605, TD618-649, TD660-706, TD720-766, TD783-815, TD829-866, TD884-925, TD937-951

Danish Mk XVI with auxiliary tank fitted (© RDAF via P. Skulski)

Mk VIII: MT502-527, MT539-581, MT593-635, MT648-689, MT703-748, MT761-802, MT815-846, MT872-915, MT952-969, MT981-999, MV112-156, MV169-208, MV231-245, MV321-329, MV342-346, MV398-441, , MV456-487, MV499-514

• Third Order - 225 (Supermarine Built) Ordered as Mk VIII, built as Mk VIII, XIV, XVIII Mk VIII: NH614-636

• Fifth Order - 100 (Supermarine Built) Ordered as Mk VIII, built as LF Mk VIII, PR Mk XI PR Mk XI: PA838-871, PA884-913, PA926-951, PA959-961

• Sixth Order - 592 (Supermarine Built) Ordered as Mk VIII, built as PR Mk XI, XIX PR Mk XI: PL758-799, PL823-866, PL881-925, PL949-998, PM123-160

Contract Number B19913/39 • Ninth Order - 2,190 (Supermarine Built) Ordered as Mk Vc, built as Mk Vc • Tenth Order - 426 (Supermarine Built) Ordered as Mk Vc, built as Mk VII, IX, X, XI & XII Mk IX: MB807

SEAFIRE Spitfires Issued to RN Mk I ‘A’ Frame Hook: X4172, X4997 F Mk II: P3716, P7909 Mk Vb: W3230, 3235, 3604, 618, 3756, AD113, 114, 316, 385, 583, AR337, BL253, 383, 421, 483, 489, 512, 537, 562, 567, 582, 613, 756, 776, 778, 891, BM289, 309, 371, 561, 586, 629, 649, EN821, 866, 897, 898, 949, 965, EP130 174, 180, 686 Mk IIB ‘A’ Frame Hook: P8537, 8707, 8708 Mk Vb ‘A’ Frame Hook: W3136, 3522, 3769, 3775, 3796, 3846, 3933, 3938, 3941, 3953, AA742, 866, 872, 904, 905, 964, 971, AB190, 205, 213, 273, 845, 857, 899, 913, 929, 940, 967, AD187, 226, 359, 360, 467, 535, 578, 584, AR297, 318, 384, 434, BL252, 366, 419, 443, 628, 759, 818, 858, 895, BM255, 576, EN914, 927, EP170, 762

Seafire Mk Ib converted from Spitfire Mk Vb Contract Number B981687/39 Mk Ib: MB328-375, NX879-916, NX918-928, NX940-967, NX980-989, PA100-129

NEW BUILD

Contract Number B124305/40 • First Order - 200 (Westland Built) Ordered as Seafire Mk IIc, built as Seafire Mk IIc, III Mk III: LR765-769, LR783-820, LR835-881 *First 30 fitted with ‘C’ (Universal) wing*

• Fourth Order - 213 (Westland Built) Ordered as Seafire Mk IIc, built as Seafire Mk IIc, Mk III Mk IIc: LR631-667, LR680-712, LR725-764

Contract Number B19713/39 • Eighth Order - 202 (Supermarine Built) Ordered as Seafire Mk IIc Mk IIc: MA970-999, MB113-158, MB178-222, MB235-281, MB293-326

• Twelfth Order - 260 (Supermarine Built) Ordered as Seafire Mk IIc Mk IIc: NM910-949, NM963-983

Contract Number Aircraft/2605/C,23(C) • Second Order - 200 (Westland Built) Ordered as Seafire Mk IIc, built as III Mk III: NF418-445, NF480-526, NF531-570, NF575-607, NF624-665

• Third Order - 200 (Westland Built) Ordered as Seafire Mk III Mk III: NM984-999, NN112-157, NN169-214, NN227-270, NN283-330

• Fourth Order - 250 (Westland Built) Ordered as Seafire Mk III. Part of order later cancelled Mk III: PP921-957, PP969-999, PR115-156, PR170-215, PR228-271, PR285-334 *PR175, PR210-215, PR228-230 cancelled*

• Fifth Order - 300 (Westland Built) Ordered as Seafire Mk III Mk III: RX156-194, RX210-256, RX268-313, RX326-353

Contract Number Aircraft/2777/C.23(C) • First Order - 250 (Cunliffe-Owen) Ordered as Seafire Mk III Mk III: NN333-367, NN397-418, NN431-476, NN488-528, NN542-586, NN599-641

• Second Order - 50 (Cunliffe-Owen) Ordered as Seafire Mk III Mk III: PX913-962

Contract Number Aircraft/1877/C.23(C) • First Order - 800 (Supermarine Built) Ordered as Mk VIII, built as VII & VIII Mk VII: JF274-300, JF316-364, JF392-427, JF443-485, JF501-528, JF557-592, JF613-630, JF658-676, JF692-716, JF740-789, JF805-850, JF869-902, JF926-967, JG104-124, JG157-204, JG239-275, JG312-356, JG371-387, JG404-432, JG465-500, JG527-568, JG603-624, JG646-695

• Second Order - 700 (Supermarine Built) Ordered as Mk VIII, built as Mk VIII & XIV

Danish PR Mk XI, PL794 (© RDAF via P. Skulski)

Appendix IX • Spitfire Production

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Spitfire Bibliography Spitfire - The History E.B. Morgan & E. Shacklady Key Publishing ©1987 The Seafire: The Spitfire That Went to Sea D. Brown Greenhill Books ©1989 Spitfire Special T. Hooton Ian Allan ©1972 Supermarine Spitfire Mk I-XVI in RAF, SAAF, RAAF, RNZAF, RCAF & Foreign Service T. Hooton Osprey Publishing Spitfire: The Combat History R. Jackson Airlife ©1995 Dutch Spitfires - A Technical Study H van der Meer Spitfire Society ©1994 Les Seafires dans l’Aeronautique Navale Francaise C.A. Pierquet Quest © 1983 Les Spitfire Francaise C.A. Pierquet Quest © 1980 Numero Special Spitfire C.A. Pierquet Quest © 1980 Late Marque Spitfire Aces 1942-1945 A. Price Osprey Publishing ©1995 Spitfire Mk I/II Aces A. Price Osprey Publishing ©1996 Spitfire Mk V Aces 1941-1945 A. Price Osprey Publishing ©1997 Spitfire at War A. Price Ian Allan ©1974 Spitfire at War 2 A. Price Ian Allan ©1985 Spitfire at War 3 A. Price Ian Allan ©1990 Spitfire: A Documentary History A. Price McDonald & Jane’s ©1977 The Spitfire Story A. Price Arms & Armour ©1995 Spitfire - Star of Israel A. Yofe Ventura Publishing © 1996 Spitfire - The Anzacs M. Laird & S. Mackenzie Ventura Publishing © 1997

Spitfires and Polished Metal G. Moss & B. McKee Airlife Publishing ©1999

British Racing & Record-Breaking Aircraft P. Lewis Putnam Publishing Ltd. © 1970

Supermarine Spitfire. Model Art 387

Armament of British Aircraft 1909-1939 H.F. King Putnam Publishing Ltd. © 1971

Spitfire in Action J. Scutts Squadron-Signal Publications ©1980 Supermarine Spitfire Pt. 1 A. Price Monografie Lotnicze No. 38 AJ Press ©1997 Supermarine Spitfire Pt. 3 W. Matusiak Monografie Lotnicze No. 40 AJ Press ©1999 Spitfire: A Look Back Over the Gate R.C. Coulson R. C. Coulson © 1994 Spitfire - The Story of a Famous Fighter B. Robertson Harleyford Publications

Royal Air Force - The Aircraft in Service since 1918 C. Bowyer & M. Turner Hamlyn © 1981 50 Fighters 1935-1945 R. Ward Aircam Aviation Series No. 517 (Volume 1) Osprey Publications © 1973 ISBN 0 85045 130 2 The Squadrons of the Fleet Air Arm R. Sturtivant & T. Ballance Air Britain ©1994 Fleet Air Arm Aircraft 1939 to 1945 R. Sturtivant & M. Burrow Air Britain ©1994

The Supermarine Spitfire Mk I & II P.J. Moyes Profile Publications No. 41 ©1965

RAF Flying Training & Support Units R. Sturtivant, J. Hamlin & J.J. Halley Air Britain ©1995

Wings of Fame Volume 9 Aerospace Publishing Ltd ©1997

Fighter Squadrons at War A.J. Brookes Ian Allan © 1980

Spitfire S. Wilson Aerospace Publishing Pty Ltd ©1999 RAF Fighters Part 2 - WW2 Aircraft Fact Files William Green & Gordon Swanborough Macdonald & Jane’s Publishing Ltd (Pilot Press) © 1979 ISBN 0 354 01234 7 Battle of Britain Memorial Flight BBMF © 1983 Flying Wartime Aircraft; ATA Ferry Pilot’s Handing Notes for Seven WWII Aircraft David & Charles © 1972 ISBN 0 7153 53503 Official Publications Air Publication AP1565A (Mk I) Air Publication AP1565B (Mk IIA/B) Air Publication AP1565E (Mk Va/Vb/Vc) Air Publication AP1565F (Mk VI) Air Publication AP1565G (Mk VII/F Mk VII & HF Mk VII) Air Publication AP1565H (Mk VIII) Air Publication AP1565J (F/HF/LF Mk IX) Air Publication AP1565L (LF Mk XVI) Air Publication AP1565M (PR Mk IV) Air Publication AP1565P (PR Mk VII) Air Publication AP1565Q (PR Mk XI) Air Publication AP1565R (PR Mk XIII) Air Publication AP1565U (PR Mk X) Air Publication AP2280A (Seafire Mk IB) Air Publication AP2280B (Seafire Mk IIC) Air Publication AP2280C (Seafire Mk III)

General Titles

American Spitfire - Camouflage & Markings P. Ludwig & M. Laird Ventura Publishing © 1998 Vickers-Supermarine Spitfire Mk I-V Aero Detail 8 ISBN 4-499-22617-1 Dai NipponKaiga Co., Ltd ©1993

The British Fighter since 1912 P. Lewis Putnam Publishing Ltd. © 1965

Appendix X • Spitfire Bibliography

British Civil Aircraft since 1919. Volume 2 A.J. Jackson Putnam Publishing Ltd. © 1973

The Spitfire Mk V Manual RAF Museum/Arms & Armour Press

Aircraft of the Royal Air Force since 1918 Owen Thetford Putnam Publishing Ltd. © 1957, 58, 62, 68, 71, 76, 79 & 1988 ISBN 0 85177 810 0

172

Appendix

Fighter Squadrons of the RAF J.Rawlings MacDonald & Jane’s The Royal Canadian Air Force at War 1939-1945 L. Milberry & H. Halliday CANAV Books ©1990 Warplanes of the Second World War William Green MacDonald & Jane’s Fleet Air Arm at War Ray Sturtivant Ian Allan © 1982 Fleet Air Arm: 1939-1945 Portfolio Roderick Dymott Ian Allan © 1981 Wings of the Navy Capt Eric ‘Winkle’ Brown Pilot Press © 1980 Combat Aircraft of the World edited by J.M.R. Taylor Edbury Press & Michael Joseph ©1969 Warplanes of the World 1918-39 M.J.H. Taylor Ian Allan © 1981 Aircraft of World War 2 B. Gunston Octopus Books Ltd. © 1980 Fighting Colours M.J.F. Bowyer Patrick Stephens Ltd. © 1969, 1970, 1975 ISBN 0 85059 191 0 Camouflage & Markings; RAF 1939-45 M.Reynolds Argus Books. ©1992

X

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ALSO AVAILABLE IN THIS SERIES

The World’s Fighters H.F. King The Bodley Head ©1971 ISBN 0 370 10807 8 The World’s Strike Aircraft H.F. King The Bodley Head ©1973 ISBN 0 370 01571 1 Aircraft of the Battle of Britain W. Green Jane’s © 1980 Famous Fighters of the Second World War W. Green MacDonald © 1957 RAF Fighters Part 2; World War 2 Fact Files W. Green & G. Swanborough MacDonald & Jane’s © 1979 War Planes of the Second World War - Volume 2 W. Green MacDonald © 1961 World Aircraft, WWII. Volume 1 E. Angelucci & P. Matricardi Sampson Law Ltd © 1978 Les Avions Britanniques Leurs Exploits dans la Guerre Aerienne Bureau d’Information Allie I Caccia Della Seconda Guerra Mondiale C. Barbieri Ermauno Albertelli © 1971 What Were They Like to Fly? D.H. Clark Ian Allan © 1964 In the Cockpit. Flying the World’s Great Aircraft A. Robinson Orbis Publications © 1981 Famous Aircraft Cockpits 2 H. Seo Asahi Shimbun © 1981 Combat Aircraft of the Battle of Britain N & A. Shennan Kookaburra Technical Publications © 1970 RAF Squadrons C.G. Jefford Airlife ©1994 The Battle of Britain C. Shores Osprey Publications © 1968 Aircraft of the Indian Air Force 1933-73 P. Singh B. Chondhri © 1974 Dimensione Cielo Aerei Italiani Nelle 2a Guerra Mondiale Volume 3. Edizioni Bizzarri © 1972

The War in the Air: More Fighters of the Present War E. Hawks Real Photographs © 1944 Combat Aircraft of WWII C. Weal Arms & Armour Press © 1977 Periodicals & Journals Aeromilitaria: No. 1 (1987), No. 3 (1988) Aeronautical Journal: 1947 Aeronautics Sept 1941, Nov 1945 Aeroplane Monthly: Oct 1979, Dec 1979, Jan 1980, Feb 1980, Jan 1980, Feb 1980, Jan 1982, Oct 1982, Sept 1983, Jan 1984, Feb 1984, May 1984, Sept 1989, Aug 1990, Apr 1991, Oct 1991, Feb 1992, May 1992, July 1992, Aug 1992, Oct 1992, Jan 1993, June 1993, Aug 1993, September 1993, Jan 1994, Nov 1994, Dec 1994, Jan 1995, Feb 1995, Mar 1995, Apr 1995, Aug 1995, Sept 1995, Oct 1995, Nov 1995, Dec 1995, Jan 1996, June 1996, July 1996, Nov 1996, Oct 1998, Dec 1998, Feb 1999, June 1999. Aerospace Historian: Vol. 29 No. 3 Air Classics Vol. 14 No. 6, Vol 14 No. 7 Air Classics Quarterly Review: Vol. 4 No. 3 (1977) Aircraft Engineering: Vol. II (1939) Aircraft Illustrated: Nov 1979, Vol. 19 No. 3 (Mar 1984), Vol. 23 No. 5 (May 1989), Aug 1993, Apr 1996, Nov 1998, Nov 1999. Aircraft Production Vol. 4 No. 42, Vol. 4 No. 43 Air Enthusiast: May 1996, June 1996, Sept 1996, Oct 1996, Air Extra: No. 53 April/May 1986 Airfix Magazine: March 1986, Apr 1982. Air International: May 1980, Jan 1983, Feb 1985, Mar 1985, May 1983, Apr 1985, May 1997, Vol. 39 No.1, Vol. 39 No. 3, Vol. 39 No. 6. Air Pictorial: March 1980, Jan 1992, March 1994, March 1996. Airpower: March 1984 Airview No. 496 Aviation News: 11th Feb 1994, 25th March 1994, 11th Aug 1994, 23rd Sept 1994, Vol. 16 No. 20, Vol. 17 No. 7, Vol. 19 No. 23, Vol. 21 No. 5, Vol. 23 No. 1. Flight: 16/8/45 Flying Review International: May 1966, Sept 1966, Flypast: March 1982, Apr 1983, June 1983, Apr 1985, March 1986, May 1986, Oct 1986, Nov 1986, Dec 1986, July 1987, Feb 1988, Jan 1990, Sept 1990, Apr 1991, Apr 1992, March 1993, June 1993, May 1995, July 1995, Oct 1995, Nov 1995, March 1996, May 1996, Feb 1997, July 1997, Jan 1998, May 1998, Nov 1998, Dec 1998 IPMS(UK): Nov/Dec 1979, 2/86 Janes Aviation Review: No. 6 (1987) Koku Fan: August 1981 Le Fanatique de l’Aviation: No. 121, No. 123, No. 124 Luftfahrt International: No. 13 (1976) Military Aviation Review: Feb 1982, March 1982 Modelaid Quarterly International: No. 3 Pilot: Jan 1989, June 1994 Planes: Vol. 1 No. 1 RAF News No. 651 (1986) Roundel: Oct 1976, Feb 1977, May 1977, Aug 1977 Scale Aircraft Modelling: Vol. 1 No. 12 (1979), Vol 2 Iss 1 (1980), Vol. 5 No. 2, Aug 1986, Vol. 9 No. 8 , Vol. 12 No. 3 (Dec 1989), Vol. 15 No. 6 (March 1993), Vol. 19 No. 1, Vol. 20 No. 7, Vol. 21 No. 3, July 1999, Scale Models & Scale Models International: June 1974, Jan 1978, Feb 1978, Jan 1985, Apr 1986, Sept 1990, The Aeroplane: 30th Nov 1938, 22nd Nov 1946. Vintage Aircraft: No. 19 Jan-Mar 1981 Vintage News: 1992, May 1995 Warbirds Worldwide: No. 1 (1987), No. 10 (1989), No. 32, No. 48, Special 1999 Wingspan: No. 68, March/April 1986

Les Flottes de L’air en 1937 Societe d’Editions © 1937 The Encyclopedia of the Worlds Combat Aircraft B. Gunston Hamlyn © 1976 The Illustrated Encyclopedia of Combat Aircraft of World War II B. Gunston Salamander Books © 1978 RAF Fighters of WW2 - Airfix Magazine Guide 6 A.W. Hall Patrick Stephens Ltd © 1975 ISBN 0 85059 204 6

● 164 pages (64 pages colour) ● 1/48th Scale fold-out plans ● 24 colour side views by Richard J. Caruana ● Interior artwork by Anthony Oliver and Steve Benstead ● Nine versions built in 1/48th scale ● In-depth detailed photographic coverage of preserved examples ● Comprehensive listing of decals and accessories ● All scales & types of kit listed ● Full bibliography ● Full chronology of the type’s development & operational use

● 160 pages (64 pages colour) ● 1/48th Scale fold-out plans ● 40 colour side views by Richard J. Caruana ● Interior artwork by Anthony Oliver ● Comprehensive listing of decals and accessories ● Photographic coverage of preserved examples ● All scales & types of kit listed ● Full bibliography ● Full chronology of the type’s development & operational use

Actual Size 210mm x 297mm

Note: The above periodical and journals listing is not, and cannot be, complete. The list above gives a broad overview of the subject and is offered as a reference guide for all those wishing to build the type. Further research into suitable source material is, however, still recommended.

Appendix X • Spitfire Bibliography

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Index Please note, this index does not reference the appendices. SM14, MJ332 at Brustem in 1949 (© R. Binneman)

A Academy: 125 Admiral Hipper: 19 Advanced Flying School: 31, 33, 36 Aeroclub: 41, 122, 123 AeroMaster: 124 Air Service Training Unit: 38 Airfix: 41, 42, 46, 48, 121–123, 125, 126–128 Airkit Enterprise: 124, 126–128 Andrieux, Commandant Jacques: 54 Armament Practise Camp: 32 Armée de l’Air: 56, 136 Auxiliary Air Force: 14

B B.116 (Wunstorff): 31 B.152 (Fassberg): 31, 32 Bader, Douglas: 125 Battle of Barking Creek: 14 Battle of Britain: 14, 15, 21, 23 Belgian Air Force: 57, 141 Belgian Military Aviation: 31, 32 Berge, Wg Cdr Rolf Arne: 54 Berlin: 19 Beuring, Flying Officer G.F.: 131 Beyne-Heusey: 34 Bienengraber: 42 Blackburn Firebrand: 38 Blackburn Roc: 30, 37 Blenheim: 14 Blue Rider: 128 Boulton Paul: 37 Bowser: 18 Brest: 18, 19 British Expeditionary Force: 14

Broadhurst, AVM. Harry: 162 Browning: 11, 15, 24, 29 Brussels Air Museum: 35 Brustem: 31–36 Brustemand: 34 Burma: 141

C Camm, Sir Sydney : 9 Camotint: 17, 132 Carpena: 124, 126, 127 Castle Bromwich: 21 Central Gunnery School: 22 Charles, Sqn Ldr E.F.J.: 161 Charles, Wg Cdr ‘Jack’: 48 Churchill, Winston: 38, 40 Coffman: 21, 39 Cotton, Sydney: 17, 18 Crown: 41 Cunliffe-Owen: 38, 40 Czech Air Force: 55, 136, 153 Czechoslovakian air force: 141, 167

D D-Day: 132 de Havilland: 13, 21, 41, 123, 126 Deere, Flt Lt A.C.: 43, 48 Denmark: 141 DFI: 42 Dowding, Air Chief Marshall Sir Hugh: 15, 17 Duke, Sqn Ldr Neville: 46 Duncan-Smith, Gp Capt Wilfred: 48 Dunkirk: 14 Dunlop: 11 Durnford, Sgt Peter: 47 Dutch East Indies: 33

Supermarine S.6 N248 undergowing engine ground runs

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Index

E

H

J

N

Eastleigh: 11, 13 Egyptian Air Force: 167 Elementary Flying Training: 33 Emden: 18 Escadrille 54: 58 Evere: 32 Expansion Scheme F: 13

Harvard: 33 Hasegawa: 43, 46–48, 125, 128, 129 Hatfield: 11 Hawker Typhoon: 38 Heinkel He 100: 16 Heinkel He 111: 15 Heller: 43, 44, 128 Hema: 42 Hendon: 11 Heston: 16 Heston Aircraft: 39 Hibbert, Fg Off W.: 53 High Speed Spitfire: 158 Hispano Cannon: 14, 15, 24, 39, 40 HMS Chaser: 39 HMS Formidable: 58 HMS Furious: 38 HMS Hunter: 58 HMS Illustrious: 39 HMSFormidable: 57 Hobbycraft: 125 Hoepertingen: 35 Hornchurch: 30 Humbrol: 42 Hurricane: 9, 14, 22, 23, 37, 123

Johnson, Wg Cdr J.E. ‘Johnny’: 42, 43, 47 Junkers 86: 26

Napier Sabre: 38 Netherlands East Indies Air Force: 55 No. 1 Naval Fighter School: 38 No. 2 Naval Fighter School: 38 No. 1 PRU: 52 No. 4 Sqn, South African Air Force: 51 No. 6 MU: 17 No. 6 Sqn: 14 No. 14 Sqn: 169, 170 No. 16 Sqn: 130 No. 19 Sqn: 13–16, 21, 43, 49, 131 No. 27 MU: 17 No. 32 Sqn: 128 No. 40 (SAAF) Sqn: 46 No. 41 Sqn: 14, 31, 42 No. 52 Operational Training Unit: 50 No. 54 Sqn: 14 No. 54 Sqn: 43, 48, 165 No. 56 Sqn: 14 No. 57 OTU: 21, 161 No. 61 OTU: 154 No. 64 Sqn: 14, 30 No. 65 (East India) Sqn: 14, 123, 157 No. 66 Sqn: 13, 14, 22, 49, 124, 127, 158 No. 71 Sqn: 25, 50 No. 72 Sqn: 14, 15 No. 73 Sqn: 54 No. 74 Sqn: 14, 21, 47, 57, 164 No. 79 Sqn: 128, 134 No. 81 of the Portuguese Air Force: 126 No. 87 Sqn: 162 No. 91 Sqn: 22, 25, 156 No. 92 Sqn: 5, 14, 15, 43, 46, 49, 164 No. 93 Sqn: 168 No. 94 Sqn: 29, 165 No. 101 Sqn: 48, 56 No. 111 Squadron: 47 No. 118 Sqn: 22, 27 No. 122 Wing: 31 No. 124 Sqn: 27, 47, 53, 128 No. 126 Squadron: 45 No. 130 Sqn: 23, 24, 31, 163 No. 131 Sqn: 27 No. 132 "City of Bombay" Sqn: 47, 52 No. 132 Norwegian Wing: 54 No. 133 (Eagle) Sqn: 30 No. 134 (Czechoslovak) Sqn: 48 No. 135 Sqn: 31 No. 136 Sqn: 166 No. 145 Sqn: 42, 46, 48, 54 No. 152 Sqn: 14, 22 No. 154 Sqn: 27, 166 No. 155 Sqn: 129 No. 160 Wing: 33 No. 183 Sqn: 43 No. 185 Sqn: 50 No. 203 ATS: 160 No. 208 Sqn: 136 No. 222 Sqn: 14, 124, 129 No. 224 Wing: 126 No. 234 Sqn: 14, 41, 42

F FAA: 39 Fairey Aviation: 37 Far East: 28 Farnborough: 12 Fighter Command: 8, 13, 17, 25, 28, 132 Finucane, Flt Ltn Brendan: 163 Firebrand: 38, 39 Fleet Air Arm: 37 Focke Wulf Fw 190: 28–30 Fokker: 33 Free-French Air Force: 141 FROG: 42, 125 Fujimi: 127 Fulmar: 37, 38

G Gent: 32, 34 Gibson, Sqn Ldr Johnny: 46 Gleed, Wg Cdr I.R.: 45, 46, 126, 155, 162 Gneisenau: 18, 19 Grumman F4F: 38

I Identification Friend or Foe: 14 Indian Air Force: 136, 141 International Aeronautical Salon: 16 Irish Air Corps: 40, 58, 136 Israeli Air Force: 48, 141 Italeri: 45, 125 Italian Air Force: 138, 141

K K2890: 7 Kerr Stuart and Co.: 7 Kiel: 18 Kirton-in-Lindsey: 33 Koksijde: 33 Korpak: 42 Kovozávody Prostejov: 44

L Lancaster: 9 Landplane Speed Record: 15 Lane, Flt Lt B.J.E.: 49 Liege: 32 Longbottom, Flying Officer Maurice Victor 'Shorty': 17, 18 Louvain: 35 LuchtStrijdKrachten: 138 Luftwaffe: 28, 30

M Malan, Wg Cmdr A.G. ‘Sailor’ : 46, 47 Martlesham Heath: 11, 12, 13 Matchbox: 43, 128 McKay, Sqn Ldr G.R.S.: 54 McKenna, Fg Off Sam: 11 Melsbroek: 32 Merlin 32: 39 Merlin 45: 23, 39 Merlin 50M: 28 Merlin 55: 40 Merlin 60: 20, 29 Merlin 61: 27, 28, 29 Merlin 66: 29 Merlin II: 15 Merlin II,: 17 Merlin XII: 16, 21, 123 Merlin XX: 22, 24 Messerschmitt Bf 109: 14 Middle East: 26, 28 Millen, Fg Off S.: 19 Minicraft: 42 Minix: 42 MIR: 42 Mitchell, R.J.: 7, 9, 10 Modeldecal: 128 Monogram: 45 MPM: 47 Munich Agreement: 13 Munich Crisis: 13

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No. 243 Sqn: 26, 46 No. 244 Sqn: 46 No. 249 Sqn: 6, 38, 45 No. 266 Sqn: 14, 16, 21 No. 276 Sqn: 124 No. 278 Sqn: 160 No. 302 Sqn: 31, 41, 154 No. 303 (Polish) Sqn: 25, 28, 41, 46, 48 No. 306 ‘Torun’ (Polish) Sqn: 43 No. 308 Sqn: 28, 31 No. 312 'Czechoslovakian' Sqn: 27, 47, 53 No. 313 (Polish) Sqn: 27, 44 No. 316 (Polish) Sqn: 44, 46 No. 317 (Polish) Sqn: 31, 44, 46 No. 318 Sqn: 155, 169 No. 322 Sqn: 31 No. 329 (Cicognes) Sqn: 45 No. 341 Sqn: 54 No. 349 (Belgian) Sqn: 31–34, 43 No. 350 Sqn: 31–33, 36, 57, 136 No. 352 (Yugoslav) Sqn: 52 No. 371: 50 No. 401 (RCAF) Sqn: 46 No. 402 Sqn: 42 No. 416 Sqn: 29 No. 421 Sqn: 43 No. 442 Sqn: 30 No. 452 Sqn Royal Australian Air Force: 51, 163 No. 453 Sqn: 27 No. 457 Sqn, Royal Australian Air Force: 46, 53, 129 No. 527 Sqn: 24 No. 541 Sqn: 20, 52 No. 601 (County of Chester) Sqn: 29, 46, 48, 155 No. 602 (City of Glasgow) Sqn: 14, 27, 45, 48 No. 607 Sqn: 53 No. 609 Sqn: 23, 47 No. 610 Sqn: 14, 46 No. 611 Sqn: 14, 21, 30, 161 No. 616 Sqn: 27 No. 725 Sqn: 55 No. 736 Sqn: 28, 157 No. 760 (Reserve) Sqn: 38 No. 778 Sqn: 38 No. 801 Sqn: 40 No. 807 Sqn: 39, 58 No. 885 Sqn: 57, 58 No. 887 Sqn: 40 No. 889 Sqn: 40 No. 890 Sqn: 40 No. 894 Sqn: 40 Normandy: 20 Norwegian Air Force: 138 Novo: 42

O Ocidental: 47 Ogilvie, Sqn Ldr P.B.B.: 19

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P21511. Spitfire Mk Vb Trop EP829. In the background is Spitfire MJ135 (© RAF Museum P021511)

P

S

Packard 226: 44 Packard-Merlin: 30, 32 Pemberton Billing Ltd.: 7 Pembrey: 28 Photographic Reconnaissance Unit: 16, 132 Pinkham, Sqn Ldr: 15 PM Model: 45 Portuguese Air Force: 138, 141 Pryblo, Lt: 168

S.6: 7–9 S.6B: 7 Saffraanberg: 36 Schaffen-Diest: 33 Scharnhorst: 18, 19 Schneider: 10 Schneider Trophy: 7 School of Naval Warfare: 38 Seafire: 25 Serial Numbers: 136 Sheppard, Fg Off Jack: 46 Skalski, Sqn Ldr Stanislaw: 48 Skua: 37 Smer: 43, 44 Smith, Joseph: 9, 37 Snailwell: 33 Sorley, Sqn Ldr: 8, 11 Soviet Air Force: 47, 52 Special Survey Flight: 17 Specification F.7/30: 7, 8 Speed Spitfire: 12, 15, 16, 122, 123, 125 Spitfire Mk III: 21, 22, 24, 125 Spitfire Snobbery: 14

Q Quarreux St. Aumont: 35 Quill, Jeffrey: 10, 12

R RAAF: 43 RAE Farnborough: 39 RAF Hornchurch: 43 RAF Kenley: 42 RAF Northolt: 43 Remus: 42 Revell: 41, 42, 48 Riviere: 36 RNAS Abroath: 38 RNAS Lee-on-Solent: 38 RNAS Stretton: 38 Rocket-assisted take-off: 39 Rolls Royce: 15, 16 Rolls Royce Merlin: 8, 18 Rolls Royce Merlin 47: 26 Rolls Royce Merlin XX: 23 Rolls Royce Goshawk: 8 Rotol: 123, 124 Royal Air Force Pageant: 11 Royal Australian Air Force (RAAF): 132, 140 Royal Danish Air Force: 130, 136 Royal Egyptian Air Force: 56, 126, 136, 141 Royal Hellenic Air Force: 141 Royal Netherlands Air Force: 33, 141 Royal Netherlands East Indies Air Force: 138 Royal Norwegian Air Force: 141 Russian Air Force (ws): 141

Squadron Code Letters: 136 Stampe SV4b: 33 Standard Identification Characters: 134 Stettin: 19 Storey, Sqn Ldr W.J.: 128 Summers, Mutt: 11, 16 Summers, Captain J.: 9, 10 Supermarine Aviation Works: 7 Superscale: 126

T T Mk 8: 27, 30 Tamiya: 46 Tangmere Wing: 125 Testors: 43 Third Group Decal: 126 Tiger Moth: 33 Tri-ang: 42 Tuck, Wing Commander Bob Stanford: 126 Turkish Air Force: 46, 141 Type 224: 7, 8, 11 Type 300: 8, 9

U

Y

Union of Burma Air Force: 55 United States (USAAF): 141

Yugoslavian Air Force: 141, 142

V Valentin, Capt Georges: 56 Varrelbusch: 31 Ventura: 128 Vokes: 127 Vokes Aero-Vee: 28, 129 Vybíral, Wg Cdr Tomás : 48

W Watson, Sqn Ldr B.D.: 53 Weizman, Ezer: 56 Westland: 40 White, Flt Lt G S: 12 Wilhelmshaven: 18 Winterbotham, Frank: 17 Witozenc, Wing Commander Stefan: 46, 51 World Air Speed Record: 7, 12 Worthy Down: 38, 40

307th Fighter Squadron: 168, 169 308th Fighter Squadron, 31st Fighter Group: 51 31st Fighter Group, USAAF: 41 355th Fighter Squadron, 4th Fighter Group: 45 4th Fighter Squadron, 52nd Fighter Group, 12th Air Force, USAAF: 47 5th Fighter Squadron, 52th Fighter Group, USAAF: 44

Supermarine F.7/30 K2890 (© RAF Museum P017799)

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Put out to grass, but not for long... Spitfire Mk IXc (5690M) on the ground with WRAFs exercising in front, Hawkinge (© RAF Museum P016565)

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Page 1

Modellers Datafile • 3

The Supermarine Spitfire (Part 1: Merlin Powered)

© R.J. Caruana 2000

9 78095 3 3465 2 3

SAM Publications

Printed in UK

SAM Publications

ISBN 0-9533465-2-8

by Robert Humphreys

SAM Publications

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Mk V Abourkir tropical filter

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