95-510: The Marsden Gemini is a Canadian mid-wing , T-tailed , two-seats in side-by-side configuration , experimental research glider that was designed and constructed by David Marsden at the University of Alberta , first flying in 1973. The Gemini was designed to explore the use of flaps to create a variable geometry sailplane that would be optimized for both low speed thermalling flight and also high speed gliding between thermals. The aircraft
190-408: A biplane , a parasol wing has less bracing and lower drag. It remains a popular configuration for amphibians and small homebuilt and ultralight aircraft . Although the first successful aircraft were biplanes, the first attempts at heavier-than-air flying machines were monoplanes, and many pioneers continued to develop monoplane designs. For example, the first aeroplane to be put into production
285-616: A close match for them. After the Battle of Britain, the Spitfire superseded the Hurricane as the principal aircraft of RAF Fighter Command , and it was used in the European , Mediterranean , Pacific , and South-East Asian theatres. Much loved by its pilots, the Spitfire operated in several roles, including interceptor, photo-reconnaissance, fighter-bomber, and trainer, and it continued to do so until
380-434: A few aerobatic tests to determine how good or bad she was. The production test was usually quite a brisk affair; the initial circuit lasted less than 10 minutes and the main flight took between 20 and 30 minutes. Then, the aircraft received a final once-over by our ground mechanics, any faults were rectified, and the Spitfire was ready for collection. I loved the Spitfire in all of her many versions, but I have to admit that
475-401: A flight which won the 2011 Barringer Trophy . Data from Sailplane Directory General characteristics Performance Other gliders with Fowler flaps Related lists Mid-wing A monoplane is a fixed-wing aircraft configuration with a single mainplane, in contrast to a biplane or other types of multiplanes , which have multiple planes. A monoplane has inherently
570-498: A jig and the eight horizontal tail formers were riveted to them. A combination of 14 longitudinal stringers and four main longerons attached to the frames helped form a light but rigid structure to which sheets of alclad stressed skinning were attached. The fuselage plating was 24, 20, and 18 gauge , decreasing in order of thickness towards the tail, while the fin structure was completed using short longerons from frames 20 to 23, before being covered in 22 gauge plating. The skin of
665-479: A large penalty for their fuel injection. When the fuel is fed before the supercharger, as on the Merlin, it evaporates and cools the air by 25°C. This cooling enhances the performance of the supercharger, and increases the power of the engine, with a corresponding increase in aircraft speed, particularly at high altitude." However, the early Merlin engine's lack of fuel injection meant that Spitfires and Hurricanes, unlike
760-544: A low-wing, shoulder-wing and high-wing configurations give increased propeller clearance on multi-engined aircraft. On a large aircraft, there is little practical difference between a shoulder wing and a high wing; but on a light aircraft, the configuration is significant because it offers superior visibility to the pilot. On light aircraft, shoulder-wings tend to be mounted further aft than a high wing, and so may need to be swept forward to maintain correct center of gravity . Examples of light aircraft with shoulder wings include
855-499: A maximum rate of 320 per month, making CBAF the largest Spitfire factory in the UK and the largest and most successful plant of its type during the 1939–45 conflict. During the Battle of Britain, the Luftwaffe made concerted efforts to destroy the main manufacturing plants at Woolston and Itchen , near Southampton. The first bombing raid, which missed the factories, came on 23 August 1940. Over
950-578: A piecemeal basis. The British public first saw the Spitfire at the RAF Hendon air display on Saturday 27 June 1936. Although full-scale production was supposed to begin immediately, numerous problems could not be overcome for some time, and the first production Spitfire, K9787 , did not roll off the Woolston , Southampton assembly line until mid-1938. In February 1936, the director of Vickers-Armstrongs, Sir Robert MacLean guaranteed production of five aircraft
1045-441: A pylon. Additional bracing may be provided by struts or wires extending from the fuselage sides. The first parasol monoplanes were adaptations of shoulder wing monoplanes, since raising a shoulder mounted wing above the fuselage greatly improved visibility downwards, which was useful for reconnaissance roles, as with the widely used Morane-Saulnier L . The parasol wing allows for an efficient design with good pilot visibility, and
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#17328950538031140-465: A short-range, high-performance interceptor aircraft by R. J. Mitchell , chief designer at Supermarine Aviation Works, which operated as a subsidiary of Vickers-Armstrong from 1928. Mitchell developed the Spitfire's distinctive elliptical wing (designed by Beverley Shenstone ) with innovative sunken rivets to have the thinnest possible cross-section, achieving a potential top speed greater than that of several contemporary fighter aircraft, including
1235-446: A similar fashion to a leaf spring ; two of these booms were linked together by an alloy web, creating a lightweight and very strong main spar. The undercarriage legs were attached to pivot points built into the inner, rear section of the main spar, and retracted outwards and slightly backwards into wells in the non-load-carrying wing structure. The resultant narrow undercarriage track was considered an acceptable compromise as this reduced
1330-419: A total of 2,360 Spitfires and Seafires, more than 10% of total production. Henshaw wrote about flight testing Spitfires: After a thorough preflight check, I would take off, and once at circuit height, I would trim the aircraft and try to get her to fly straight and level with hands off the stick ... Once the trim was satisfactory, I would take the Spitfire up in a full-throttle climb at 2,850 rpm to
1425-552: A week, beginning 15 months after an order was placed. On 3 June 1936, the Air Ministry placed an order for 310 aircraft. Full-scale production of the Spitfire began at Supermarine's facility in Woolston, but the order clearly could not be completed in the 15 months promised. Supermarine was a small company, already busy building Walrus and Stranraer flying boats, and Vickers was busy building Wellington bombers. The initial solution
1520-409: A wing shape from an aircraft designed for an entirely different purpose." The elliptical wing was decided upon quite early on. Aerodynamically it was the best for our purpose because the induced drag caused in producing lift, was lowest when this shape was used: the ellipse was ... theoretically a perfection ... To reduce drag we wanted the lowest possible thickness-to-chord, consistent with
1615-460: Is a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during, and after World War II . It was the only British fighter produced continuously throughout the war. The Spitfire remains popular among enthusiasts. Around 70 remain airworthy , and many more are static exhibits in aviation museums throughout the world. The Spitfire was designed as
1710-467: Is a configuration whereby the wing is mounted near the top of the fuselage but not on the very top. It is so called because it sits on the "shoulder" of the fuselage, rather than on the pilot's shoulder. Shoulder-wings and high-wings share some characteristics, namely: they support a pendulous fuselage which requires no wing dihedral for stability; and, by comparison with a low-wing, a shoulder-wing's limited ground effect reduces float on landing. Compared to
1805-499: Is compromise, and an improvement at one end of the performance envelope is rarely achieved without a deterioration somewhere else. When the last Spitfire rolled out in February 1948, a total of 20,351 examples of all variants had been built, including two-seat trainers , with some Spitfires remaining in service well into the 1950s. The Spitfire was the only British fighter aircraft to be in continuous production before, during, and after
1900-621: The ARV Super2 , the Bölkow Junior , Saab Safari and the Barber Snark . A high wing has its upper surface on or above the top of the fuselage. It shares many advantages and disadvantages with the shoulder wing, but on a light aircraft, the high wing has poorer upwards visibility. On light aircraft such as the Cessna 152 , the wing is usually located above the cabin, so that the wing spar passes over
1995-513: The Blackburn F.3 and Westland F.7/30 and privately funded designs from Gloster. The 224 was an open-cockpit monoplane with bulky gull wings and a large, fixed, spatted undercarriage powered by the 600-horsepower (450 kW), evaporatively cooled Rolls-Royce Goshawk engine. It made its first flight in February 1934. Of the seven designs tendered to F7/30, the Gloster Gladiator biplane
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#17328950538032090-628: The Hawker Hurricane . Mitchell continued to refine the design until his death in 1937, whereupon his colleague Joseph Smith took over as chief designer. Smith oversaw the Spitfire's development through many variants , from the Mk 1 to the Rolls-Royce Griffon-engined Mk 24, using several wing configurations and guns. The original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW). It
2185-482: The NACA 2200 series , which had been adapted to create a thickness-to-chord ratio of 13% at the root, reducing to 9.4% at the tip. A dihedral of 6° was adopted to give increased lateral stability. A wing feature that contributed greatly to its success was an innovative spar boom design, made up of five square tubes that fitted into each other. As the wing thinned out along its span, the tubes were progressively cut away in
2280-412: The aerodrome , and the installation of the most modern machine tools then available began two months after work started on the site. Although Morris Motors, under Lord Nuffield (an expert in mass motor-vehicle construction), managed and equipped the factory, it was funded by the government. By the beginning of 1939, the factory's original estimated cost of £2,000,000 had more than doubled, and even as
2375-408: The angle of incidence decreasing from +2° at its root to -½° at its tip. This caused the wing roots to stall before the tips, reducing tip-stall that could otherwise have resulted in a wing drop, often leading to a spin. As the wing roots started to stall, the separating air stream started to buffet (vibrate) the aircraft, warning the pilot, allowing even relatively inexperienced pilots to fly it to
2470-440: The cantilever wing more practical — first pioneered together by the revolutionary German Junkers J 1 factory demonstrator in 1915–16 — they became common during the post–World War I period, the day of the braced wing passed, and by the 1930s, the cantilever monoplane was fast becoming the standard configuration for a fixed-wing aircraft. Advanced monoplane fighter-aircraft designs were mass-produced for military services around
2565-462: The cantilever wing, which carries all structural forces internally. However, to fly at practical speeds the wing must be made thin, which requires a heavy structure to make it strong and stiff enough. External bracing can be used to improve structural efficiency, reducing weight and cost. For a wing of a given size, the weight reduction allows it to fly slower and with a lower-powered and more economical engine. For this reason, all monoplane wings in
2660-561: The shadow factory plan , to boost British aircraft production capacity under the leadership of Herbert Austin . He was given the task of building nine new factories, and to supplement the British car-manufacturing industry by either adding to overall capacity or increasing the potential for reorganisation to produce aircraft and their engines. In 1938, construction began on the Castle Bromwich Aircraft Factory (CBAF), next to
2755-529: The " Fokker scourge ". The German military Idflieg aircraft designation system prior to 1918 prefixed monoplane type designations with an E , until the approval of the Fokker D.VIII fighter from its former "E.V" designation. However, the success of the Fokker was short-lived, and World War I was dominated by biplanes. Towards the end of the war, the parasol monoplane became popular and successful designs were produced into
2850-405: The 1920s. Nonetheless, relatively few monoplane types were built between 1914 and the late 1920s, compared with the number of biplanes. The reasons for this were primarily practical. With the low engine powers and airspeeds available, the wings of a monoplane needed to be large in order to create enough lift while a biplane could have two smaller wings and so be made smaller and lighter. Towards
2945-591: The 1950s. The Seafire was an aircraft carrier–based adaptation of the Spitfire, used in the Fleet Air Arm from 1942 until the mid-1950s. In 1931, the Air Ministry released specification F7/30 , calling for a modern fighter capable of a flying speed of 250 mph (400 km/h) to replace the Gloster Gauntlet biplane. R. J. Mitchell designed the Supermarine Type 224 to fill this role in competition with
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3040-456: The Air Ministry put forward a plan that its production be stopped after the initial order for 310, after which Supermarine would build Bristol Beaufighters . The managements of Supermarine and Vickers were able to convince the Air Ministry that production problems could be overcome, and a further order was placed for 200 Spitfires on 24 March 1938. The two orders covered the K, L, and N prefix serial numbers. The first production Spitfire came off
3135-753: The Castle Bromwich plant to his ministry. Beaverbrook immediately sent in experienced management staff and workers from Supermarine, and gave control of the factory to Vickers-Armstrongs. Although resolving the problems took time, in June 1940, 10 Mk IIs were built; 23 rolled out in July, 37 in August, and 56 in September. By the time production ended at Castle Bromwich in June 1945, a total of 12,129 Spitfires (921 Mk IIs, 4,489 Mk Vs, 5,665 Mk IXs, and 1,054 Mk XVIs ) had been built, at
3230-535: The Goshawk led to the adoption of a cooling system which used 100% glycol . The radiators were housed in a new radiator-duct designed by Fredrick Meredith of the Royal Aircraft Establishment (RAE) at Farnborough, Hampshire . This used the cooling air to generate thrust , greatly reducing the net drag produced by the radiators. In turn, the leading-edge structure lost its function as a condenser, but it
3325-463: The Rolls-Royce Merlin engine at £2,000, followed by the wings at £1,800 a pair, guns and undercarriage, both at £800 each, and the propeller at £350. In 1935, the Air Ministry approached Morris Motors Limited to ask how quickly their Cowley plant could be turned to aircraft production. In 1936, this informal request for major manufacturing facilities was replaced by a formal scheme, known as
3420-712: The Second World War. In the mid-1930s, aviation design teams worldwide began developing a new generation of fighter aircraft. The French Dewoitine D.520 and the German Messerschmitt Bf 109 , for example, were designed to take advantage of new techniques of monocoque construction, and the availability of new, high-powered, liquid-cooled, in-line aero engines. They also had refinements such as retractable undercarriages, fully enclosed cockpits, and low-drag, all-metal wings. These advances had been introduced on civil airliners years before, but were slow to be adopted by
3515-543: The Southampton area. To this end, the British government requisitioned the likes of Vincent's Garage in Station Square, Reading , which later specialised in manufacturing Spitfire fuselages, and Anna Valley Motors, Salisbury , which was to become the sole producer of the wing leading-edge fuel tanks for photo-reconnaissance Spitfires. A purpose-built works, specialising in manufacturing fuselages and installing engines,
3610-479: The Spitfire captured the public's imagination as the main RAF fighter, in part because the Spitfire was generally a better fighter aircraft than the Hurricane. Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than Hurricanes, most likely due to the Spitfire's higher performance. During the battle, Spitfires generally engaged Luftwaffe fighters—mainly Messerschmitt Bf 109E –series aircraft, which were
3705-478: The Type 300. On 1 December 1934, the Air Ministry issued contract AM 361140/34, providing £10,000 for the construction of Mitchell's improved Type 300 design. In April 1935 Ralph Sorley spoke to Mitchell about the new specification F10/35 which called for armament of at least six and preferably eight guns while at the same time removing bomb carry requirement and reducing fuel capacity. Mitchell foresaw no problem adding
3800-554: The UK over the North Sea , and Germany did not have any single-engine fighters with the range to accompany them. To carry out the mission of home defence, the design was intended to allow the Spitfire to climb quickly to intercept enemy bombers. The Spitfire's airframe was complex. The streamlined, semi-monocoque , duralumin-skinned fuselage had a number of compound curves built up over a skeleton of 19 formers , also known as frames. These started from frame number one, immediately behind
3895-536: The altered aerodynamics, culminating in those of the Mk 22/24 series, which were 25% larger in area than those of the Mk I. As the Spitfire gained more power and was able to manoeuvre at higher speeds, the possibility that pilots would encounter aileron reversal increased, and the Supermarine design team set about redesigning the wings to counter this. The original wing design had a theoretical aileron reversal speed of 580 mph (500 kn; 930 km/h), which
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3990-423: The assembly line in mid-1938 and was flown by Jeffrey Quill on 15 May 1938, almost 24 months after the initial order. The final cost of the first 310 aircraft, after delays and increased programme costs, came to £1,870,242 or £1,533 more per aircraft than originally estimated. A production aircraft cost about £9,500. The most expensive components were the hand-fabricated and finished fuselage at roughly £2,500, then
4085-450: The bending loads on the main-spar during landing. Ahead of the spar, the thick-skinned leading edge of the wing formed a strong and rigid, D-shaped box, which took most of the wing loads. At the time the wing was designed, this D-shaped leading edge was intended to house steam condensers for the evaporative cooling system intended for the PV-XII. Constant problems with the evaporative system in
4180-402: The company in the Southampton area. Quill devised the standard testing procedures, which with variations for specific aircraft designs operated from 1938. Alex Henshaw , chief test pilot at Castle Bromwich from 1940, was placed in charge of testing all Spitfires built at that factory. He co-ordinated a team of 25 pilots and assessed all Spitfire developments. Between 1940 and 1946, Henshaw flew
4275-405: The end of each main wing assembly. When the Spitfire took on a role as a high-altitude fighter (Marks VI and VII and some early Mk VIIIs), the standard wing tips were replaced by extended, "pointed" tips which increased the wingspan from 36 ft 10 in (11.23 m) to 40 ft 2 in (12.24 m). The other wing-tip variation, used by several Spitfire variants, was the "clipped" wing;
4370-471: The end of the First World War, the inherent high drag of the biplane was beginning to restrict performance. Engines were not yet powerful enough to make the heavy cantilever-wing monoplane viable, and the braced parasol wing became popular on fighter aircraft, although few arrived in time to see combat. It remained popular throughout the 1920s. On flying boats with a shallow hull, a parasol wing allows
4465-476: The engines to be mounted above the spray from the water when taking off and landing. This arrangement was popular on flying boats during the 1930s; a late example being the Consolidated PBY Catalina . It died out when taller hulls became the norm during World War II, allowing a high wing to be attached directly to the hull. As ever-increasing engine powers made the weight of all-metal construction and
4560-513: The fabric covering of the ailerons "ballooned" at high speeds, adversely affecting the aerodynamics. Replacing the fabric covering with light alloy dramatically improved the ailerons at high speed. During the Battle of Britain, pilots found the Spitfire's ailerons were far too heavy at high speeds, severely restricting lateral manoeuvres such as rolls and high-speed turns, which were still a feature of air-to-air combat. The Spitfire had detachable wing tips which were secured by two mounting points at
4655-567: The final approach and for landing, and the pilot was to retract them before taxiing. The ellipse also served as the design basis for the Spitfire's fin and tailplane assembly, once again exploiting the shape's favourable aerodynamic characteristics. Both the elevators and rudder were shaped so that their centre of mass was shifted forward, reducing control-surface flutter. The longer noses and greater propeller-wash resulting from larger engines in later models necessitated increasingly larger vertical, and later, horizontal tail surfaces to compensate for
4750-434: The first Spitfires were being built in June 1940, the factory was still incomplete, and suffering from personnel problems. The Spitfire's stressed-skin construction required precision engineering skills and techniques that were beyond the capabilities of the local labour force, and some time was required to retrain them. Difficulties arose with management, who ignored Supermarine's tooling and drawings in favour of their own, and
4845-436: The flaps were retracted, reducing the wing area. While climbing, the flaps were extended, producing a high lift coefficient of 2.2. For glidepath control when landing the flaps deployed to 80° to create aerodynamic drag . The outer flaps acted as slotted ailerons for roll control. Only one Gemini was built. The aircraft was still operational in August 2011, owned by William G. Osoba of Wichita, Kansas , United States , but
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#17328950538034940-469: The focal points for these workshops: Southampton's Eastleigh Airport; Salisbury and the High Post and Chattis Hill aerodromes; Trowbridge and RAF Keevil ; and Reading's Henley and Aldermaston aerodromes. Completed Spitfires were delivered to the airfields on Commer " Queen Mary " low-loader trailers, there to be fully assembled, tested, then passed on to the RAF. An experimental factory at Newbury
5035-428: The four main fuselage longerons to the rest of the airframe. Behind the bulkhead were five U-shaped half-frames which accommodated the fuel tanks and cockpit. The rear fuselage started at the 11th frame, to which the pilot's seat and (later) armour plating were attached, and ended at the 19th, which was mounted at a slight forward angle just forward of the fin. Each of these nine frames was oval, reducing in size towards
5130-477: The fuselage, wings, and tailplane was secured by dome-headed rivets, and in critical areas such as the wing forward of the main spar where an uninterrupted airflow was required, with flush rivets. From February 1943 flush riveting was used on the fuselage, affecting all Spitfire variants. In some areas, such as at the rear of the wing and the lower tailplane skins, the top was riveted and the bottom fixed by brass screws which tapped into strips of spruce bolted to
5225-487: The guns and welcomed the reduction which would reduce weight. A specification for an eight gun fighter, F5/34 had come from a recommendation by Squadron Leader Ralph Sorley of the Operational Requirements section at the Air Ministry. In the redesign the change was made from Vickers machine guns to .303 in (7.7 mm) Brownings) , and the fuel tankage dropped to 75 gallons from 94. On 5 March 1936,
5320-406: The highest efficiency and lowest drag of any wing configuration and is the simplest to build. However, during the early years of flight, these advantages were offset by its greater weight and lower manoeuvrability, making it relatively rare until the 1930s. Since then, the monoplane has been the most common form for a fixed-wing aircraft. The inherent efficiency of the monoplane is best achieved in
5415-632: The later marks, although they were faster than the earlier ones, were also much heavier, so did not handle so well. You did not have such positive control over them. One test of manoeuvrability was to throw her into a flick-roll and see how many times she rolled. With the Mark II or the Mark V one got two-and-a-half flick-rolls, but the Mark IX was heavier and you got only one-and-a-half. With the later and still heavier versions, one got even less. The essence of aircraft design
5510-571: The limits of its performance. This washout was first featured in the wing of the Type 224, and became a consistent feature in subsequent designs leading to the Spitfire. The complex wing design, especially the precision required to manufacture the vital spar and leading-edge structures, caused some major delays in the production of the Spitfire at first. The problems increased when the work was put out to subcontractors, most of whom had never dealt with metal-structured, high-speed aircraft. By June 1939, most of these problems had been resolved, and production
5605-427: The low-wing position is its significant ground effect , giving the plane a tendency to float farther before landing. Conversely, this ground effect permits shorter takeoffs. A mid wing is mounted midway up the fuselage. The carry-through spar structure can reduce the useful fuselage volume near its centre of gravity, where space is often in most demand. A shoulder wing (a category between high-wing and mid-wing)
5700-466: The lower ribs. The removable wing tips were made up of duralumin-skinned spruce formers. At first, the ailerons, elevators, and rudder were fabric-covered, but once combat experience showed that fabric-covered ailerons were impossible to use at high speeds a light alloy replaced the fabric, enhancing control throughout the speed range. In 1934, Mitchell and the design staff decided to use a semi-elliptical wing shape to solve two conflicting requirements;
5795-549: The main distinction between types of monoplane is where the wing is mounted vertically on the fuselage . A low wing is one which is located on or near the bottom of the fuselage. Placing the wing low allows good visibility upwards and frees the central fuselage from the wing spar carry-through. By reducing pendulum stability, it makes the aircraft more manoeuvrable, as on the Spitfire ; but aircraft that value stability over manoeuvrability may then need some dihedral . A feature of
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#17328950538035890-527: The main spar, preventing the wings from twisting. Mitchell has sometimes been accused of copying the wing shape of the Günter brothers -designed Heinkel He 70 , which first flew in 1932, but as Beverley Shenstone , the aerodynamicist on Mitchell's team, explained: "Our wing was much thinner and had quite a different section to that of the Heinkel. In any case, it would have been simply asking for trouble to have copied
5985-457: The military, who favoured the biplane's simplicity and manoeuvrability. Mitchell's design aims were to create a well-balanced, high-performance fighter aircraft capable of fully exploiting the power of the Merlin engine, while being relatively easy to fly. At the time, with France as an ally , and Germany thought to be the most likely future opponent, no enemy fighters were expected to appear over Great Britain. German bombers would have to fly to
6080-403: The necessary strength. But near the root the wing had to be thick enough to accommodate the retracted undercarriages and the guns ... Mitchell was an intensely practical man ... The ellipse was simply the shape that allowed us the thinnest possible wing with room inside to carry the necessary structure and the things we wanted to cram in. And it looked nice. The wing section used was from
6175-597: The new wing could give an increase in speed of 55 mph (48 kn; 89 km/h) over the Spitfire Mk 21. The new wing was initially fitted to a Spitfire Mk XIV. Later, a new fuselage was designed, with the new fighter becoming the Supermarine Spiteful . The Rolls Royce engine's designers deliberately chose a carburettor for the Merlin engine: Sir Stanley Hooker explained in his autobiography that "the Germans paid
6270-439: The next month, other raids were mounted, until, on 26 September 1940, both factories were destroyed, with 92 people killed and a large number injured. Most of the casualties were experienced aircraft-production workers. Fortunately for the future of the Spitfire, many of the production jigs and machine tools had already been relocated by 20 September, and steps were being taken to disperse production to small facilities throughout
6365-447: The occupants' heads, leaving the wing in the ideal fore-aft position. An advantage of the high-wing configuration is that the fuselage is closer to the ground which eases cargo loading, especially for aircraft with a rear-fuselage cargo door. Military cargo aircraft are predominantly high-wing designs with a rear cargo door. A parasol wing is not directly attached to the fuselage but held above it, supported by either cabane struts or
6460-416: The pioneer era were braced and most were up until the early 1930s. However, the exposed struts or wires create additional drag, lowering aerodynamic efficiency and reducing the maximum speed. High-speed and long-range designs tend to be pure cantilevers, while low-speed short-range types are often given bracing. Besides the general variations in wing configuration such as tail position and use of bracing,
6555-399: The propeller unit, to the tail unit attachment frame. The first four frames supported the glycol header tank and engine cowlings. Frame five, to which the engine bearers were secured, supported the weight of the engine and its accessories. This was a strengthened double frame which also incorporated the fireproof bulkhead, and in later versions of the Spitfire, the oil tank. This frame also tied
6650-481: The prototype ( K5054 ) , fitted with a fine-pitch propeller to give more power for takeoff, took off on its first flight from Eastleigh Aerodrome (later Southampton Airport). At the controls was Captain Joseph "Mutt" Summers , chief test pilot for Vickers, who is quoted as saying, "don't touch anything" on landing. This eight-minute flight came four months after the maiden flight of the contemporary Hurricane. K5054
6745-510: The prototype for the RAF. He had been given orders to fly the aircraft and then to make his report to the Air Ministry on landing. Edwardes-Jones' report was positive; his only request was that the Spitfire be equipped with an undercarriage position indicator. A week later, on 3 June 1936, the Air Ministry placed an order for 310 Spitfires, at a cost of £ 1,395,000. before the A&;AEE had issued any formal report. Interim reports were later issued on
6840-404: The radiator under the starboard wing was halved in size and the intercooler radiator housed alongside. Under the port wing, a new radiator fairing housed a square oil cooler alongside of the other half-radiator unit. The two radiator flaps were now operated automatically by a thermostat . Another wing feature was its washout . The trailing edge of the wing twisted slightly upward along its span,
6935-432: The rated altitude of one or both supercharger blowers. Then I would make a careful check of the power output from the engine, calibrated for height and temperature ... If all appeared satisfactory, I would then put her into a dive at full power and 3,000 rpm, and trim her to fly hands and feet off at 460 mph (740 km/h) IAS (Indicated Air Speed). Personally, I never cleared a Spitfire unless I had carried out
7030-488: The standard wing tips were replaced by wooden fairings which reduced the span by 3 ft 6 in (1.07 m). The wing tips used spruce formers for most of the internal structure with a light alloy skin attached using brass screws. The light alloy split flaps at the trailing edge of the wing were also pneumatically operated via a finger lever on the instrument panel. Only two positions were available; fully up or fully down (85°). Flaps were normally lowered only during
7125-430: The tail, and incorporated several lightening holes to reduce their weight as much as possible without weakening them. The U-shaped frame 20 was the last frame of the fuselage proper and the frame to which the tail unit was attached. Frames 21, 22 and 23 formed the fin; frame 22 incorporated the tailwheel opening and frame 23 was the rudder post. Before being attached to the main fuselage, the tail unit frames were held in
7220-452: The theoretical aileron reversal speed was increased to 825 mph (717 kn; 1,328 km/h). Alongside the redesigned wing, Supermarine also experimented with the original wing, raising the leading edge by 1 inch (25 mm), with the hope of improving pilot view and reducing drag. This wing was tested on a modified F Mk 21, also called the F Mk 23, (sometimes referred to as "Valiant" rather than "Spitfire"). The increase in performance
7315-551: The top speed was just 330 mph (528 km/h), little faster than Sydney Camm 's new Merlin-powered Hurricane. A new and better-shaped, two-bladed, wooden propeller allowed the Spitfire to reach 348 mph (557 km/h) in level flight in mid-May, when Summers flew K5054 to RAF Martlesham Heath and handed the aircraft over to Squadron Leader Anderson of the Aeroplane & Armament Experimental Establishment (A&AEE). Here, Flight Lieutenant Humphrey Edwardes-Jones took over
7410-405: The wing needed to be thin to avoid creating too much drag , but it had to be thick enough to house the retractable undercarriage, armament, and ammunition. An elliptical planform is the most efficient aerodynamic shape for an untwisted wing, leading to the lowest amount of induced drag . The ellipse was skewed so that the centre of pressure, which occurs at the quarter- chord position, aligned with
7505-450: The workforce continually threatened strikes or "slow downs" until their demands for higher wages were met. In spite of promises that the factory would be producing 60 per week starting in April, by May 1940, Castle Bromwich had not yet built its first Spitfire. On 17 May, Minister of Aircraft Production Lord Beaverbrook telephoned Lord Nuffield and manoeuvred him into handing over control of
7600-710: The world in both the Soviet Union and the United States in the early–mid 1930s, with the Polikarpov I-16 and the Boeing P-26 Peashooter respectively. Most military aircraft of WWII were monoplanes, as have been virtually all aircraft since, except for a few specialist types. Jet and rocket engines have even more power and all modern high-speed aircraft, especially supersonic types, have been monoplanes. Supermarine Spitfire The Supermarine Spitfire
7695-473: Was accepted for service. The Type 224 was a big disappointment to Mitchell and his design team, who immediately embarked on a series of "cleaned-up" designs, using their experience with the Schneider Trophy seaplanes as a starting point. This led to the Type 300, with retractable undercarriage and a wingspan reduced by 6 ft (1.8 m). This design was submitted to the Air Ministry in July 1934, but
7790-460: Was adopted for some fighters such as the Fokker D.VIII and Morane-Saulnier AI in the later part of the First World War. A parasol wing also provides a high mounting point for engines and during the interwar period was popular on flying boats, which need to lift the propellers clear of spray. Examples include the Martin M-130 , Dornier Do 18 and the Consolidated PBY Catalina . Compared to
7885-461: Was built at Star Road, Caversham in Reading. The drawing office in which all Spitfire designs were drafted was moved to Hursley Park , near Winchester . This site also had an aircraft assembly hangar where many prototype and experimental Spitfires were assembled, but since it had no associated aerodrome, no Spitfires ever flew from Hursley. Four towns and their satellite airfields were chosen to be
7980-414: Was fitted with a new propeller, and Summers flew the aircraft on 10 March 1936; during this flight, the undercarriage was retracted for the first time. After the fourth flight, a new engine was fitted, and Summers left the test flying to his assistants, Jeffrey Quill and George Pickering. They soon discovered that the Spitfire was a very capable aircraft, but not perfect. The rudder was oversensitive, and
8075-519: Was later adapted to house integral fuel tanks of various sizes — a feature patented by Vickers-Supermarine in 1938. The airflow through the main radiator was controlled by pneumatic exit flaps. In early marks of the Spitfire (Mk I to Mk VI), the single flap was operated manually using a lever to the left of the pilot's seat. When the two-stage Merlin was introduced in the Spitfire Mk IX , the radiators were split to make room for an intercooler radiator;
8170-477: Was minimal and this experiment was abandoned. Supermarine developed a new laminar-flow wing based on new aerofoil profiles developed by the National Advisory Committee for Aeronautics in the United States, with the objective of reducing drag and improving performance. These laminar-flow airfoils were the Supermarine 371-I used at the root and the 371-II used at the tip. Supermarine estimated that
8265-484: Was no longer held up by a lack of wings. All the main flight controls were originally metal structures with fabric covering. Designers and pilots felt that having ailerons which required a degree of effort to move at high speed would avoid unintended aileron reversal, throwing the aircraft around and potentially pulling the wings off. Air combat was also felt to take place at relatively low speeds and high-speed manoeuvring would be physically impossible. Flight tests showed
8360-422: Was not accepted. It then went through a series of changes, including the incorporation of an enclosed cockpit, oxygen-breathing apparatus, smaller and thinner wings, and the newly developed, more powerful Rolls-Royce PV XII V-12 engine , which was later named the "Merlin". In November 1934, Mitchell, with the backing of Supermarine's owner Vickers-Armstrong , started detailed design work on this refined version of
8455-424: Was predominantly made from aluminium , with some stainless steel used for the wing ribs , controls and fittings. The two-place side-by-side cockpit was made from fibreglass . Its four-piece 60.75 ft (18.5 m) span high aspect ratio wing employed a modified Wortmann FX-61-163/35SF airfoil . The Fowler flaps occupied the entire trailing edge of the wing and accounted for 35% of the wing chord. In cruise
8550-592: Was removed from the US register in April 2019 and its fate is unknown. The aircraft was flown to set seven Canadian multi-place records, including the record for speed over a 500 km (311 mi) triangle. It was also used to set the US national record for the 300 km (186 mi) of 94 mph (151 km/h). On July 2, 2011, Osoba and his wife Christine flew the Gemini on a 565 mi (909 km) free distance flight from Zapata, Texas to just east of Amarillo, Texas ,
8645-451: Was somewhat lower than that of some contemporary fighters. The Royal Aircraft Establishment noted that, at 400 mph (350 kn; 640 km/h) indicated airspeed , roughly 65% of aileron effectiveness was lost due to wing twist. The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem. Its stiffness was increased by 47%, and a new aileron design using piano hinges and geared trim tabs meant
8740-506: Was strong enough and adaptable enough to use increasingly powerful Merlins, and in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW). As a result, the Spitfire's performance and capabilities improved over the course of its service life. During the Battle of Britain (July–October 1940), the more numerous Hurricane flew more sorties resisting the Luftwaffe , but
8835-540: Was the 1907 Santos-Dumont Demoiselle , while the Blériot XI flew across the English Channel in 1909. Throughout 1909–1910, Hubert Latham set multiple altitude records in his Antoinette IV monoplane, eventually reaching 1,384 m (4,541 ft). The equivalent German language term is Eindecker , as in the mid-wing Fokker Eindecker fighter of 1915 which for a time dominated the skies in what became known as
8930-445: Was the subject of a Luftwaffe daylight raid, but the bombs missed their target and hit a nearby school. All production aircraft were flight tested before delivery. During the Second World War, Jeffrey Quill was Vickers Supermarine's chief test pilot, in charge of flight testing all aircraft types built by Vickers Supermarine. He oversaw a group of 10 to 12 pilots responsible for testing all developmental and production Spitfires built by
9025-419: Was to subcontract the work. Although outside contractors were supposed to be involved in manufacturing many important Spitfire components, especially the wings, Vickers-Armstrongs (the parent company) was reluctant to see the Spitfire being manufactured by outside concerns, and was slow to release the necessary blueprints and subcomponents. As a result of the delays in getting the Spitfire into full production,
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