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Griffon Spitfire Aces: No. 81 (Aircraft of the Aces)

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The Seafires of No. 3 Wing encountered German fighters on a number of occasions suffering 3 losses and achieving 2 victories. [111] September 1944 to May 1945 [ edit ] Squadron F.R Mk IXs photographed German tanks in the Arnhem area just before Operation Market Garden, and during the battle, Northolt based F.R IXs flew missions in support of the paratroops. [157] :95 Mediterranean service [ edit ] Spitfire Vc(trop) of No. 417 Squadron RCAF in Tunisia in 1943. PRU Spitfires also kept a constant watch on the German capital ships in based in Brest harbour throughout 1941 to February 1942, as well as maintaining operations over Norway. [144] Of the four types of Luftwaffe bombers, the Dornier Do 17, Heinkel He 111, Junkers Ju 87 and Junkers Ju 88, the Ju 88 was considered to be the most difficult to shoot down. As a bomber it was relatively manoeuvrable and, especially at low altitudes with no bomb load, it was fast enough to ensure that a Spitfire caught in a tail-chase would be hard pressed to catch up.

it must be emphasised that although the Spitfire 21 is not a dangerous aircraft to fly, pilots must be warned... in its present state it is not likely to prove a satisfactory fighter. No further attempts should be made to perpetuate the Spitfire family. [42]Before the Second World War, the RAF relied on Bristol Blenheims to carry out photo-reconnaissance as a secondary task as long range photographic reconnaissance was not considered important. Short range photo-reconnaissance was left to the Army Cooperation Command Westland Lysanders. Neither aircraft had the speed or altitude performance to avoid enemy fighters and their light armament meant that fighting their way to a target to take photographs was a forlorn hope. Both aircraft types had many losses when faced with modern fighters and A.A fire. [127] Early photo-reconnaissance Spitfires [ edit ]

With the record in hand the aircraft was prepared for Reno, '79. During the final Gold Race with Steve Hinton in second place the old nemesis of blower gear failure occurred. This time however things went from bad to worse to catastrophic. Broken pieces of gear jammed the pressure oil pump resulting in rapid engine failure due to a failed rod. Steve could not get the prop feathered resulting in the contra prop acting as a massive air brake. The ensuing crash landing in the desert resulted in a huge fireball and total destruction of the aircraft but miraculously, Steve came out of it alive albeit seriously injured. Thus the final chapter was written on an aircraft that never saw it's true potential realized. The MkXII was the first Spitfire powered by a Griffon engine to go into service. The first of 100 Supermarine-built production aircraft started appearing in October 1942; two RAF squadrons in total were equipped with the XII. Mk XIIs were manufactured from Mk Vc and Mk VIII airframes: early production aircraft had the fixed tail wheels, Dunlop AH2061 pattern "five spoke" mainwheels and small elevator balances. They had a single 85 gal main fuel tank, giving a short range of little over 380 miles (610km) on internal fuel. All were fitted with the larger, pointed tip rudder. The last 45 or so Mk XIIs, were based on Mk VIIIs with two wing fuel tanks, each containing a maximum fuel load of 14 gal, and featured the larger horn balances, retractable tailwheel and undercarriage legs with torque-links, "dished" leg fairings and the stronger Dunlop AH10019 four spoke wheels. The wheels were occasionally fitted with disc-style covers. A later model IFF was fitted, replacing the aerials from the tailplane tip to fuselage with a rod aerial under the starboard wing. Another important feature of the Griffon-engine Spitfires was the entirely flush-riveted finish which was progressively introduced on all Spitfires. [16]Distinguished Flying Crosses, six Air Medals and five Gold Stars in lieu of additional Air Medals. [110] In operational service many pilots initially found that the new fighter could be difficult to handle, particularly if they were used to earlier Spitfire marks. Don Healy of 17 Squadron, based at Madura recalled that the Mk XIV was;

Spitfire Mk IA, N3277, of No.234 Sqn force-landed near Cherbourg 15 August 1940. It was repaired, and tested at Rechlin, marked 5+2. Later it was tested by Luftwaffe Fighter units in France, being the latest JG.26 at Orleans-Bricy, in March 1943. As the Spitfire gained more power and was able to fly at greater speeds the risk of aileron reversal was increasing so the Supermarine design team set about redesigning the wings to counter this possibility. The original wing design had a theoretical aileron-reversal speed of 580mph (930km/h), which was somewhat lower than that of some contemporary fighters. [8] The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem; the wing's stiffness was increased by 47 percent and a new design of aileron using piano hinges and geared trim tabs meant the theoretical aileron-reversal speed was increased to 825mph (1,328km/h). [8] [9] [10] This wing entered service on the Spitfire XXI. The standard armament was now four 20mm Hispano IIs or the shorter, lighter Hispano V cannons, each with 150 rounds per gun. Spitfire PR IB, P9331. On 7 June 1940 was forced to land at Reims/Champagne aerodrome during an abortive mission to photograph the railway line at Maastricht-Liege. This was the first PR Spitfire captured.As events turned out, the only F.R. unit equipped with F.R. Mk. XIVs was No. 403 Squadron RCAF and although its primary role was tactical reconnaissance, the unit also engaged in fighter sweeps resulting in successful encounters with Luftwaffe aircraft, including the destruction of an Me 262. [116]

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