Supermarine Spitfire Prototype (K5054) - replica  [@ RAF Tangmere]

The legendary Supermarine Spitfire was designed by a team under the direction of the brilliant designer Reginald Mitchell and traced its ancestry to Supermarine’s racing floatplanes developed for the Schneider Trophy contest.

After the success of the “S” series, Mitchell’s team thought that designing a fighter to the Air Ministry specification F.7/30 would be a relatively simple affair.  The first attempt, the Type 224 design, was first flown in 1934 and its gull winged design was not a success, however, it should be considered a valuable stepping stone to the Type 300 that followed.  The design was also hampered by the evaporative cooling design of the 660 hp Rolls Royce Goshawk engine.  The F.7/30 fighter contract was eventually awarded to the Gloster Gladiator biplane because of its climb rate advantage over the monoplane designs.

Even before the type 224 was rejected for the F7/30 specification Mitchell had begun work on a new project, the type 300, which would become the Spitfire.  It was intended to use the Goshawk engine so again the design included a strong metal leading edge in front of the wing spar to act as the condensation tank for the steam cooling.  When the new Rolls Royce PV12 engine (later to become the Merlin) was substituted, the strong metal leading edge was retained because the Merlin was originally envisaged as having steam cooling like the Goshawk (albeit with a small back-up radiator).  After the first few Mk A and B Merlins used this composite cooling system the Mk C and all subsequent Merlins switched to an all-liquid system.  This used Ethelene Glycol, which transferred heat energy better than water, and hence meant the radiators could be made smaller.

The strong leading edge structure of the Spitfire's wing was no longer needed as a condenser tank, but it was retained.  Out of such fluke design evolutions was the classic Spitfire wing developed, the key to the aircraft's success.  The wing was extremely strong, having a central spar made up of hollow sections that slotted into each other.  The result was not unlike a leaf-spring, providing great resilience.  The metal leading edge "box" in front of the spar adding to this strength.  The wheels retracted outwards into the wing, meaning the undercarriage mechanism could be put in the thickest part of the wing, this kept the wing thin.  The undercarriage retracted into bays to the rear of the wing spar meaning the structural integrity of the spars leading edge "box" was not impaired.  As if this not enough the wings incorporated "wash-out" meaning the angle to the air flow was slightly greater near the fuselage than at the tip.  It meant the pilot got plenty of warning of a stall as the aircraft would start to "talk" to the pilot through feedback to the controls.  This is particularly important in combat as in a tight turn the aircraft needs to be kept just on the "edge" of stalling to get the minimum turning circle.  The Spitfire's wing turned out to be capable of withstanding very high "mach" numbers.  In fact the wing's performance at high speed was better than the wings designed for the early jet fighters ten years later!

Mitchell gave the type 300 a monocoque fuselage, which meant that the interior was unobstructed by bracing struts or wires.  This was in contrast to the Hawker Hurricane, which had a fuselage constructed like a fabric covered biplane.  The space inside the Spitfire was put to good use in photo reconnaissance Spitfires where large cameras were mounted behind the pilot pointing downwards and to the side.

The Spitfire prototype, with the serial number K5054, first flew from what is now Southampton airport at 4:35 pm on the 5^th March 1936 for an 8 minutes flight with Mutt Summers, Vickers chief test pilot, at the controls.  Upon landing he spoke the legendary Spitfire words "I don't want anything touched" - meaning it handled beautifully - no adjustments were needed.  In subsequent test flights and after slight modifications K5054 reached 348 mph in level flight and 380 mph in a dive, with Jeffery Quill at the controls.  On the strength of the first RAF test flight by the commander of RAF Martlesham’s A Flight, Humphrey Edwards-Jones, a contract for 310 planes was placed with Supermarine by the Air Ministry.  The total price of the contract was £1,395,000 or £4,500 per aircraft, excluding the engine, radio and guns.  The contract was for the planes were officially issued on the 3^rd June, just eight days after the RAF’s first flight.  In its summary of the flying qualities, the final report stated: - "The aeroplane is simple and easy to fly and has no vices.  All controls are entirely satisfactory for this type and no modification to them is required .  .  .  .  The controls are well harmonized and appear to give an excellent compromise between manoeuvrability and steadiness for shooting.  Take-off and landing are straight-forward and easy .  .  .  In general the handling of this aeroplane is such that it can be flown without risk by the average fully trained service fighter pilot."  The final cost of K5054 was about £20,765, with the Air Ministry and Rolls Royce paying £12,478 and £7,500 respectively, leaving Supermarine's final cost for building the Type 300 prototype Spitfire at around £787.  K5054 was further refined and modified to become the pattern for the successive II and III Spitfires.  Ironically K5054 was destroyed in an accident on the 4^th September 1939; a day after the declaration of was on Germany, at the Royal Aircraft Establishment at Farnborough.  The pilot, F/Lt White, died of his injuries.

There was no doubting that Mitchell had delivered a thoroughbred! It had required a superhuman effort, working not only the long hours and dealing with a multitude of technological problems but also fighting the pains and anxieties of cancer.  He lived long enough to see the prototype fly for he died on the 11^th June 1937, just 42 yrs old.

In 1983 Jeffrey Quill, the famous Spitfire test pilot, decided that the contribution to military aviation by Reginald Mitchell had never truly been recognised.  Accordingly, a group comprising Quill, Dr Gordon Mitchell (Mitchell's son) and members of the original design team joined forces with the Spitfire Society and decided to sponsor a full size replica of Spitfire prototype K5054 (the original having been destroyed in the late 1930s).  Fund-raising began and a partnership was forged with Aerofab Restorations of Andover who would construct the aircraft.  The result of these endeavours was unveiled at the RAF Tangmere museum in May 1993 when Quill was able to report that the replica is "99% the original prototype".  K5054 is on long-term loan from the Spitfire Society.

Supermarine Spitfire F Mk Ia (K9942)  [@ RAF Cosford]

On the 4^th August 1938 Jeffery Quill,  delivered K9789 the first production Spitfire to 19 Squadron at RAF Duxford, a unit then equipped with the Gloster Gauntlet biplane, the predecessor of the Gloster Gladiator.  The first Gauntlet had been delivered to the RAF in February 1935, just three and a half years earlier.

Of the 1566 Spitfire Is that were built, K9942 is the oldest surviving example of its type, the 155^th aircraft off the production line and was delivered to 72 squadron on 24^th April 1939.  Flying Officer James Nicholson often flew the aircraft during its operational career with 72 Squadron; he was later awarded the only Fighter Command Victoria Cross.  The aircraft went on to serve with various OTU`s during the war years before being allocated for museum use on 28^th August 1944.  K9942 is now restored to its 1939 appearance when it was allotted to 72 Squadron.  72 Squadron was formed on the 2^nd of July 1917 at Upavon and was disbanded on the 22^nd of September 1919.  The Squadron was re-formed from a flight of 1 Squadron at RAF Tangmere on the 22^nd of February 1937 in Gloster Gladiators.  It was in the April of 1939 when they received their first Spitfire's.

Supermarine Spitfire F Mk Ia (X4590)  [@ RAF Hendon]

Ordered from Supermarine on the 9^th June 1940 (an inspection in 1995 revealed that the port wing dated from the 11^th March 1938) and fitted with a Merlin III (photograph - right) engine, X4590 was delivered to 609 Squadron on the 8^th October 1940 and first flew on the 10^th October 1940.  X4590 claimed its first (half share) kill on the 21^st October 1940 when it downed a Ju 88 A5 (w/nr 8116, code 9K+BH of 1/KG51) that had been on a mission against the Gloster Aircraft Works at Brockworth, then busy producing Hurricanes.  During this period X4950 flew alongside Spitfire R6915 (see below).  Transferred to 66 Squadron on 24^th February, to 57 OTU on 7^th April 1941, to 303 (Polish) on 18^th July 1941, to 43 Groups' Disposal Account as surplus to requirements and then to 37 MU for storage on the 31^st October 1941.  On the 14^th February 1942 X4590 was allocated to 53 OUT and remained with the unit until 20^th March 1944.  During this period X4590 was involved in a number of flying related accidents and flew alongside Spitfre K9942 (see below).  Both aircraft were sent to 52 MU on the 28^th August 1944 to be packed for Museum purposes.  In September 1954 X4590 went on public display for the first time at Horseguards Parade, London, during Battle of Britain Week.  During the 1960s and the early 1970s X4590 and K994 were used for mobile display work but, unlike K9942, X4590 was not used in the making of the “Battle of Britain” film.  Formally transferred to the RAF museum collection on the 15^th November 1972, X4590 arrived at Hendon in 1978. 

Supermarine Spitfire F Mk Ia (P9444)  [@ Science Museum]

P9444 was delivered to the RAF on 5^th April 1940 and assigned to 72 Squadron with whom it flew in the Battle of Britain.  Unfortunately, it crashed on 3^rd July 1940 and was moved to 1 Civilian repair unit.  Although 9444 never flew operationally again it was used for training and display duties before being transferred to the Science Museum in 1954.  P9444 is currently displayed in 72 Squadron markings.

A Supermarine S.6B [below right], which flew at a maximum speed of 407 mph, won the International Schneider Trophy [below left] outright in 1931. 

Mitchell's design was so superior to the original Air Ministry Specification F.36/34 to which it had been submitted that a new one was drafted to cover the production of a prototype.  This aircraft, K5054, made its first flight on 5^th March 1936 and, like the Hawker Hurricane, with which it was to share so much fame, was powered by a Rolls-Royce Merlin C engine.  The Air Ministry issued a contract for the production of 310 Spitfires in June 1936, at the same time as the Hurricane contract, and the first examples were delivered to 19 Squadron at Duxford in August 1938.  Eight other squadrons had equipped with Spitfires by September 1939, and two Auxiliary Air Force units, 603 and 609, were undergoing operational training.  The total production of the Spitfire was 20,351 and  2334 examples of the naval version, the Seafire.  The last aircraft in the Spitfire/Seafire lineage, VR971 - a Seafire 47, left the production line at Supermarine on the 28^th January 1949.

The photograph on the right shows a stainless steel model of a Mk I which was used in 1941 for wind tunnel investigations into high speed dive characteristics.

Supermarine Spitfire F Mk Ia (R6915)  [@ Imperial War Museum]

Built by Supermarine Aviation at Wooston, Southampton, during 1940 as a part of the contract B19713/39.  Powered by a Merlin III, R6915 entered RAF service with 6 MU based at RAF Brize Norton, Oxfordshire, on the 11^th July 1940 before being transferred for operational duties to 609 (West Riding) Squadron, 'B' Flight Blue Section, based at RAF Middle Wallop, Hampshire, on the 21^st July 1940.  Between the 20^th July and 7^th Oct 1940 R6915 flew 57 operational sorties during the Battle of Britain, accounting for 2 kills, another 2 shared kills and 4 damaged while serving with the Squadron.  One Me 110 damaged (12^th August), two Ju-87 damaged (13^th August), one Me110 destroyed (25^th August), one He111 destroyed (25^th September), one Bf-109 destroyed with two Do-17 probables (26^th September), one Me110 destroyed (27^th September) and a claimed damaged He111 (30^th September).  During this period R6915 was damaged twice (25^th August, 27^th September) by fire from He111s and was flown by.  On the 2^nd October the Squadron was transferred to RAF Warmwell, Dorset.  R6915 destroyed another Me110 on the 7^th October but during the action was hit by cannon fire from a Bf 109.  As a result R6915 was sent to 1 Civilian Repair Unit (CRU) which was established at the Cowley works of Morris Motors for repairs on the 14^th October.  R6915 was then transferred on the 12^th December to 12 MU at RAF Kirkbride, Cumbria, before being allocated to 602 (City of Glasgow) Squadron based at RAF Prestwick, Ayrshire, on the 21^st January 1941.  R6915 moved with the Squadron on the 15^th April to RAF Ayr, Ayrshire, and was later transferred to 61 OTU based at RAF Heston, Middlesex, on the 6^th July since the Squadron was being updated to the Spitfire MK IIa and moving south to RAF Kenley, Surrey, on the 10^th July.  Until finally SOC on the 21^st June 1947 R6915 spent the rest of the war years with various MU units, two more OTU units (61 OTU based at RAF Heston (21^st June 1942 – 20^th April 1943) and 57 OTU based at RAF Eshott, Northumberland, (13^th June 1943 – 21^st September 1943).  Both of these Units were setup to train single-seat fighter pilots.  R6915 is displayed in its original wartime colours and has been at the Imperial War Museum since August 1946.  Initially displayed on its undercarriage at ground level, R6915 was then suspended with the undercarriage lowered and later moved to the Atrium and suspended by cables (photograph 1).  During December 2012 R6915 was transported to RAF Duxford for conservation (post restoration - photographs 2 & 3).

The Spitfire Mk I was powered by a Merlin [photographs below] II or III engine and 1,583 were built.  It was this variant that saw the most combat in the Battle of Britain.

The Mk II with the Merlin XII, being issued to the squadrons of Fighter Command in September 1940.  The Mk II production, including the Mk IIb, which mounted two 20mm (0.79in) cannon and four 7.7mm (0.303in) machine guns in place of the standard eight 7.7mm (0.303in), totalled 920 aircraft.  During the battle, from 1^st July to 31^st October 1940, 361 of the 747 Spitfires delivered to Fighter Command were destroyed, not all in combat.

Supermarine Spitfire F Mk Ia (N3200)  [@ RAF Duxford]

Powered by a Merlin III, N3200 was built by Supermarine Aviation at Southampton and first flown from Eastleigh on the 29^th November 1939.  Delivered to 8 MU based at RAF Little Rissington, Gloucestershire, on the 2^nd December 1939 and then allocated to 19 Squadron based at RAF Duxford, Cambridgeshire, on the 19^th April 1940.  During a sortie on the 27^th May 1940, to protect the evacuation of the B.E.F from the Calais area, N3200 was hit by gunfire from German fighters.  The pilot Sqdr Ldr Geoffrey Stephenson, the Squadron’s commanding officer, made a force landing on the beach close to Sangatte and escaped capture.  Captured in Brussels on the 4^th June 1940 Sqdr Ldr Geoffrey Stephenson later became a POW at the famous Colditz Castle where he became involved with the Glider escape plan.  Following the recovery of the remains in 1986 N3200 eventually arrived at RAF Duxford during 2007 for restoration to flying condition.  Powered by the rebuilt original Merlin engine the first flight of N3200 was on the 26^th March 2014.  In the photograph N3200 is shown in the livery of 19 Squadron.

Supermarine Spitfire F Mk Ia (P9374)  [@ RAF Duxford]

Powered by a Merlin III, P9374 was built as an F Mk 1a at the Supermarine Aviation Woolston works as one of the 138 Spitfires built under the Air Ministry contract B980385/39.  Delivered to 9 MU based at RAF Cosford on the 2^nd March 1940 and then allocated to 92 Squadron based RAF Hornchurch, Essex, on the 6^th March 1940.  Flown by at least eight different pilots who probably included the Commanding Officer of 92 Squadron, Squadron Leader Roger Bushell, later ‘Big X’ of the Great Escape fame.  On the 23^rd May Pilot Officer Williams claimed a Messerschmitt Bf 110 destroyed over the French coast when piloting P9374.  P9374 failed to return from an operational sortie on the 24^th May when it was shot down and crash-landed on the beach at Calais.  Piloted by another Great Escape veteran, Flying Officer Peter Cazenove, this sortie was his first and last combat sortie of the war.  Surviving the crash the pilot eventually became a prisoner of war.  Just 55 minutes into a flight P9374 was hit by a single bullet fired from a Dornier 17 bomber.  Records show that P9374 had amassed a total of just 32.05 hrs in the air.  Recovered from the Calais beach in September 1980 and stored at the Musee de l'Air, Le Bourget, France in 1981.  Moved to other collections P9374 eventually arrived at Duxford during August 2007 for full restoration to flying condition.  Previously parts of P9374 had been used in the restoration of PP972, a Supermarine Seafire F.2.  P9374 returned to the air on the 9^th September 2011.  In the photograph P9374 is in the exact livery as when it was shot down on the 24^th May 1940.

Supermarine Spitfire F Mk Ia (P9306)  [@ Museum of Science & Industry, Chicago]

Built in 1939 by Supermarine at the Woolston works, Southampton, and was first flown on 19^th January 1940.  Powered by a Merlin III, P9306 was the 508^th Spitfire to be built.  P9306 entered RAF service on 24^th January 1940 with 24 MU (Maintenance Unit) based at RAF Turn Hill, Shropshire.  Initially placed into storage but soon transferred to 4 MU based at RAF West Ruislip, Middlesex, during March 1940 and then to 6 MU on 27^th June 1940 based at RAF Brize Norton, Oxfordshire.  On 6^th July 1940 P9306 was transferred to active service with 74 (Trinidad) Squadron (Tiger Squadron) RAF based at RAF Hornchurch, Essex.  74 Squadron was apart of 12 Group and had first saw action during the evacuation from Dunkirk and had paid a heavy price with both pilots and aircraft.  On the 10^th July P9306 when flown by Pilot Officer Stevenson shot down and destroyed a Me 109E and damaged a Me 109E on 11^th August when flown by Pilot Sargent Kirk.  The Squadron was transferred to RAF Wittering, Cambridgeshire, on the 14^th August 1940, to RAF Kirton-in-Lindsey, Lincolnshire, on 21^st August 1940 and to RAF Coltishall, Norfolk, on 9^th September 1940.  While at RAF Coltishall the original Spitfire Ia variant of the Squadron were replaced by the Spitfire IIa variant.  The Squadron then moved back south to RAF Biggin Hill, Kent, during October 1940 for the end of the Battle of Britain, while P9306 was transferred to 54 MU based RAF Cambridge on 17^th September 1940 for storage.  Removed from storage and transferred to 131 Squadron (County of Kent) RAF on 18^th July 1941 as a training aircraft.  The squadron had reformed at RAF Catterick, Yorkshire, and in June 1941 and flew the Spitfire Ia until November 1941.  However, from September 1941 the Ia variant started to be replaced by the Spitfire IIa.  The Squadron provided air defence for convoys from RAF Atcham, Shropshire, from 27^th September 1941 and moved to RAF Llanbedr, Gwynedd, Wales, on 8^th February 1942.  This resulted in P9306 being transferred on 22^nd October 1941 to 52 Operational Training Unit (OTU) based at RAF Aston Down, Gloucestershire.  52 OTU had formed at RAF Debden, Essex, on 25^th March 1941 to train day fighter pilots using Hawker Hurricanes and moved to RAF Aston Down during August 1941.  From September 1941 the unit began converting to Spitfires.  Damaged in a flying incident P9306 was transferred to Westland Aircraft on 3^rd February 1943 for repairs.  Upon being repaired P9306 was transferred to 33 MU at RAF Lyneham, Wiltshire, for storage on 14^th March 1943 before being allocated to 61 OTU based at RAF Rednal, Shropshire, on 4^th May 1943.  The unit was formed in June 1941 at RAF Heston, Middlesex, to train single-seat fighter pilots and operated Spitfires and Miles Masters.  From the end of 1944 North American Mustangs were added to the flight.  Following an accident during January 1944 P9306 was withdrawn from active service and transferred to 39 MU at RAF Colerne, Wiltshire for storage.  However, P9306 was later transferred to 52 MU at RAF Cardiff which specialised dismantling, packing and dispatching fighter aircraft to overseas locations which resulted in P9306 being shipped to Chicago, USA, on 2^nd August 1944.  P9306 finally entered the Museum of Science & Industry on 10^th November 1944 to become the first Spitfire on museum display anywhere in the world.  [The photographs of P9306 are by the kind permission of Don Koshute]

Supermarine Spitfire F Mk IIa (P7350)  [@ RAF Coningsby]

P7350 is the oldest airworthy Spitfire in the world and the only survivor of the Battle of Britain still flying and believed to be the 14^th aircraft of 11,989 built at the Castle Bromwich ‘shadow’ factory, Birmingham.  Delivered to 6 MU in the August of 1940, P7350 first flew with 266 [on Sept 6^th as UO-T] and later 603 Squadron.  Around the 25^th October 1940 P7350 was involved in combat with Bf 109s and forced to crash land.  The repaired bullet holes can still be seen on the port wing.  Quickly repaired, P7350 flew again on the 15^th November only 3 weeks after the crash landing.  P7350 later served with 616 [from 18^th March 1941] and 64 [from 10^th April] Squadrons.  After April 1942, P7350 was relegated to support duties serving with the Central Gunnery School [from April 1942 to February 1943] at Sutton Bridge.  After another accident P7350 went to 57 OTU on the 31^st March.  Stored at 39 MU from July 1944 until sold as scrap to John Dale & Sons [for £25] who realized its importance and presented it to RAF Colerne where P7350 was used for display until 1967.  Brought to flying condition for 'The Battle of Britain' film and flown as G-AWIJ by Spitfire Productions in 1968.  P7350 now flies with the Battle of Britain Memorial Flight.

The Spitfire Mk III was an experimental ‘one-off’ Merlin XX powered aircraft (2 built), while the Mk IV (229 built) was a photo-reconnaissance (PR) Merlin 45 powered variant.   It was actually produced after the next variant, the Mk V, which began to reach the squadrons in March 1941.

Supermarine Spitfire F Mk Vb (BL614)  [@ RAF Hendon]

BL614 was built by Vickers Armstrong at Castle Bromwich and under ordered Air Ministry contract B981687/39 as a batch of 1000 Mk Vbs.  Originally ordered as an Mk.III,  BL614 was delivered to 8 MU at RAF Little Rissington on the 4^th January 1942.  Transferred to 611(West Lancashire) Squadron at RAF Drem, near Edinburgh on the 7^th Feburary 1942 the first operational sortie of BL614 was over Firth of Forth on the 18^th Feburary 1942.  Damaged in a dogfight on the 8^th March1942, BL614 returned after repair to RAF Drem to serve with 242 (Canadian) Squadron on the 2^nd June 1942.  When 242 Squadron had moved to RAF North Weald BL614 stayed at RAF Drem and transferred to 222 (Natal) Squadron on the 11^th August 1942.  On the 16^th August 1942 BL614 move with 222 Squadron to RAF Biggin Hill, Kent, to cover the landings at Dieppe (Operation Jubilee) three days later. Damaged during the raid, possibly by small-arms fire, BL614 was quickly repaired and returned with the Squadron to RAF Drem on the 20^th August 1942.  During March 1943 BL617 moved to 64 Squadron who were based at Ayr but on the 17^th August 1943 the Squadron moved to RAF Friston, Sussex, and a few days later to RAF Gravesend, Essex.  In September 1943, 64 Squadron moved to RAF Coltishall, and BL614 together with other 64 Squadron Spitfire Vbs transferred to 118 Squadron who were based at RAF Peterhead, Grampian.  From the end December 1943 BL614 was with 6 School of Technical Training, RAF Hednesford, Staffs as an instructional airframe.  Between 1955 and 1967 BL614 was on gate guard duty at RAF Credenhill, Hereford as AB871.  BL614 was one of 18 RAF Spitfires loaned to Spitfire Productions Ltd for use in the 1968 ‘Battle of Britain’ film and was used as one of seven taxying Spitfires during filming, the others all being Mk.XVIe (not available in the Battle of Britain) aircraft.  Place into storage at RAF Wattisham after filming, BL614 later moved to the RAF Museum, RAF St. Athan, from August 1975 to 1982 and then onto Manchester, Air & Space Museum from 1982 to 1985 and the Museum of Science & Industry from 1985 to 1996.  Restored for static display between March 1995 and 1997 by the Medway Aircraft Preservation Society BL614 entered RAF Hendon on the 27^th October 1997.

Supermarine Spitfire F Mk Vb (BM597)  [@ RAF Duxford]

Built at Castle Bromwich under the Air Ministry contract B981687/39, BM597 was delivered to 37 MU at RAF Burtonwood, Cheshire, on the 26^th April 1942.  The entire frontline service of BM597 was spent with Polish Squadrons, the first being 315 Squadron based at RAF Woodvale, Lancashire, on the 7^th May 1942.  When the squadron returned to RAF Northolt, West London, in the September to resume operations over France BM597 was transferred to 317 Squadron on the 5^th September 1942.  Now based at RAF Woodvale 317 Squadron had transferred from RAF Northolt.  The operational career came to an abrupt halt on the 13^th February 1943 when BM597 suffered Category B damage.  Delivered to de Havilland for repairs and then to Vickers Armstrong for modification on the 9^th June.  BM597 then spent time in storage with 39 MU based at RAF Colerne, Wiltshire, from the 23^rd November 1943 and then with 222 MU (Packing Depot) based at RAF High Ercall, Shropshire, on the 4^th January 1944 before returning to 39 MU on the 14^th April 1944.  BM597 remained in storage until March following year and was then transferred to 58 OTU (Operational Training Unit) based at RAF Poulton, Cheshire.  Finally retired on the 16^th October 1945, BM597 was then reclassified as an ground instructional airframe (5713M) and issued to 4 School of Technical Training (SoTT) at RAF St Athan.  Saved from the scrapyard, BM597 served as a gate guardian at a variety of RAF establishments throughout the 1950s and 1960s.  These included Hednesford (1952-1954 as Spitfire AR614), Bridgnorth (1960-1962), Church Fenton (1966-1975), Linton-on-Ouse (1975-1979), and Church Fenton (1979-1988).  In 1967 BM597 was transported to RAF Harlow for the filming of the motion picture the "Battle of Britain", but instead of enjoying a flying role, BM597 was sent to Pinewood Studios to serve as a master for the glass fibre moulds made by Spitfire Productions for the replica aircraft produced for the film.  Acquired by the Historic Flying Ltd in 1988 in a deal that saw a large number of Spitfires sold by the Ministry of Defence to the Essex-based company, BM597 was stored at the HFL’s Audley End premises for five years before being purchased in 1994 by the Historic Aircraft Collection.  The latter commissioned HFL to restore HFL and by the summer of 1997 the refurbished airframe had been paired up with a Merlin 35 engine from a Boulton Paul Balliol.  Painted in an authentic scheme replicating its appearance with 317 Squadron in the autumn of 1942 and completed the first post-restoration flight on the 19^th July 1997.  During 2000 BM597 flew as AR352 (RF-C) of the Eagle Squadron in the making of the movie “Pearl Harbour”.

Converted from Mk I or II airframes and strengthened to take the Merlin 45, the Mk V was to be the major Spitfire production version, with 6479 new examples, together with Mk I and Mk II conversions, completed.   The type came in three wing configurations, the Va with eight machine-gun armament, the Vb with four .303 machine guns and two 20mm cannon and the Vc (the universal wing) which would take two or four cannon and four machine guns and the provision for the carriage of 500 lb of bombs.   Each type was also produced with wings clipped from 36' 10" to 32' 2" for low altitude work.   The Spitfire V, however, failed to provide the overall superiority Fighter Command needed so badly.  At high altitude, where many combats took place, it was found to be inferior to the BF 109F, and several squadrons equipped with the Mk V took a severe mauling.

Supermarine Spitfire F Mk Vb (AB910)  [@ RAF Coningsby]

Built at Castle Bromwich in 1941, and originally ordered among a batch of Mk Is, the production run coincided with the arrival of the Rolls Royce Merlin 45 engine and the batch were delivered as Mk Vs.  Spitfire AB910 had an amazing front-line operational career spanning almost 4 years.  Initially allocated to 222 (Natal) Squadron at North Weald on the 22^nd August 1941 but was soon re-allocated to 130 Squadron with whom AB910 flew several convoy patrols and also escort patrols to the daylight bombing raids against the battle cruisers Scharnhorst and Gneisenau in December 1941.  In June 1942 AB910 was delivered to 133 Eagle Squadron at RAF Biggin Hill.  No. 133 Squadron was formed on 1^st August 1941 at RAF Coltishall from volunteer pilots from the USA flying Hurricanes IIBs. By October they had converted to Spitfire IIs and later flew Vbs and IXs before being transferred to the USAAF on 29^th September 1942 to become the 336^th Squadron of the Fourth Fighter Group.] AB910 flew 29 operational missions with this unit, including 4 sorties on 19^th August 1942 during the fierce aerial battles in support of the Dieppe Raid, AB910 pilots being credited with one Do217 destroyed and one damaged during these combats.  AB910 continued to fly operationally up to July 1944 serving with 242 (Canadian) and 416 and 402 (RCAF) Squadrons. With 402 Squadron she flew numerous cover patrols over the Normandy invasion beachheads on D-Day itself (6^th June 1944) and on subsequent days. From mid July onwards AB910 was relegated to support duties with 53 OTU at Hibaldstow and then with 527 Squadron (a radar calibration unit).  While at 53 OTU AB910 had its most famous (infamous?) flight. It was common practice for pilots using high power settings while on the ground to avail themselves of any convenient passer-by to lie over the tail of the aircraft to prevent the aircraft from nosing over. Flt Lt Neil Cox was detailed to fly AB910, and was aided in his ground running by Leading Aircraftswoman Margaret Horton acting as a tail weight. After the ground run, the pilot lined up into wind and took off. In the circuit it was clear that the trim of AB910 was not normal and flew in a tail-down attitude. After the remainder of the 1000 feet circuit AB910 returned to the ground. On stopping, Margaret Horton was seen sliding off the tail unit where she had been determinedly clinging for the whole of the circuit!  After the War AB910 was used for air racing before being purchased by Vickers-Armstrong. After a career of air shows in the hands of Jeffrey Quill AB910 was presented in September 1965 to the Battle of Britain Memorial Flight.

Supermarine Spitfire F Mk Vb (BL370)  [@ Museum of Science & Industry, Chicago]

Built in the Vickers-Armstrong factory, Castle Bromwich, as an F Mk Vb, BL370 was delivered 37 MU, based RAF Burtonwood, Lancashire, on 23^rd November 1941.  Donated by the people of India so BL370 was given the name “Gurgaon II Punjab”.  On 8^th December 1941 BL370 was allocated to 130 Squadron based at RAF Perranporth, Cornwell, who were tasked with a mixture of offensive sweeps over north-west France, convoy protection patrols around the coasts of Cornwall and Devon and local air defence in the south west.  BL370 then went on to see active service with 124, 130, 610 Squadrons and on 27^th March 1943 BL370 was transferred to 350 Squadron based at RAF Acklington, Northumberland.  On 11^th May 1943 the engine of BL370 cut out and had to do a forced landing in a field near Blyth, Northumberland.  Upon landing BL370 overturned and received repairable Cat B damage.  Consequently, BL370 was transferred to Scottish Aviation for repairs.  Once repaired BL370 was briefly transferred on 3^rd August 1943 to 118 Squadron based at RAF Merston, West Sussex, and then on 25^th September to 64 Squadron.  At the outbreak of war 64 Squadron was equipped with the Bristol Blenheim 1F fighter, which it used to fly patrols off the East Coast.  Spitfire 1s arrived from April 1940 and two months later the squadron took them into combat over Dunkirk.  At this time BL370 arrived 64 squadron was re-equipping from the Spitfire Mk IIa to the Mk V variants, the Mk Vb November 1941 to July 1942 and March to September 1943 and the Mk Vc September 1943 to July 1944.  The Squadron then started to re-equip with the Mk IX from June 1942 to March 1943 and again from June to November 1944.  During 1944 64 Squadron took part in the operations of the Normandy Landings, Operation Market Garden, and the Battle of the Scheldt.  During November 1944 the squadron received the North American Mustang III and flew these for the rest of the war covering daylight raids of the RAF Bomber Command on Germany.  BL370 flew with 64 Squadron for the Normandy Landings including providing air cover on the 6^th June over US troops on Omaha Beach.  However, on the 11^th August 1944 BL370 was transferred to 53 OTU, a Spitfire training unit, based at RAF Kirton-in-Lindsey, Lincolnshire.  On 20^th September 1944 BL370 crashed during an exercise onto tidal mud flats in the Humber estuary and unfortunately, the Belgian pilot, Flight/Sgt. Weyemberg RAFVR was killed.  Due to adverse weather conditions immediate recovery of the pilot’s body was not possible.  Initially buried at Brookwood Cemetery, Surrey, the body was later exhumed and re-buried in the Belgian Pelouse d'Honneur Evère near Brussels on 20^th October 1949.  BL370 had completed a total of 167 sorties,, and had been flown by around 60 different pilots.  The remains of the wreckage of BL370 were recovered from the tidal mudflats during 1983-1986 but unfortunately the Merlin engine had sunk beyond practical reach.  The fuselage was fully restored in the UK during 1983 to 1996 before being sold at auction and transported to the USA where the restoration was completed with the attachment of new wings.  [The photographs of BL370 are by the kind permission of Don Koshute]

To counter the activities of high-flying German reconnaissance aircraft the Spitfire Mk VI (100 built) was produced, with a long, tapered wing and a pressurized cockpit.  Basically an high altitude version of the Mark V with the wing-span extended to 40'2" and powered by the Merlin 47.  The Merlin drove a four-bladed propeller which remained the standard airscrew until the introduction of five-blade propeller on the Griffon engined Mk XIV.

The Mk VII (140 built), also with a pressurized cockpit, was powered by a Merlin 61 engine, a two-stage, two-speed, inter-cooled power-plant which was to take development of the Merlin to its ultimate.

Supermarine Spitfire F Mk Vc (AR501)  [@ Shuttleworth Collection]

AR501 was built by the Westland Aircraft at Yeovil and was delivered to 8 MU on the 22^nd June 1942.  On the 19^th July 1942 AR501 was allocated to 310 (Czech) Squadron at RAF Duxford and remained there until March 1943.  While serving with 310 Squadron AR501 escorted USAAF B17 Flying Fortresses and B24 Liberators bombers and may well have escorted the "Memphis Belle" during this period.  AR501 also saw RAF service with 3501 Support Unit, 504 Squadron, Church Stanton Station Flight, 312 (Czech) Squadron, 442 (Canadian) Squadron, 58 OTU, 1 Tactical Exercise Unit and 61 OTU.  After damage on the  9^th September 1944 AR501 was converted to an LF VC and served with the Central Gunnery School from April 1945 until storage that August.  AR501 was acquired by Loughborough College in 1946 as an instructional airframe.  By 1961 it was obsolete for teaching purposes and was exchanged for a Jet Provost from the Shuttleworth Collection.  Restored to flying condition for the film “The Battle of Britain” AR501 was subsequently stored until 1973 when a two year rebuild to authentic wartime condition resulted in a test flight on the 27^th June 1975.  AR501 is the only Spitfire in the world still flying with an original de Havilland three-blade propeller.  In 2000, AR501 was temporarily repainted with the markings AR4474 (RF-Y) for the film “Pearl Harbour”.  Over the winter of 2000/2001 AR501 was repainted and elliptical wingtips were refitted, which returned AR501 to the condition in which it was originally delivered to 310 Squadron in July 1942.

The Mk VIII preceded the Mark IX on the drawing board but entered service later.  Without pressurisation the Mark VIII was the medium to low altitude version of the Mk VII.  Powered by a Merlin 63 or 66 it had a retractable tail-wheel, later versions had a wider chord rudder, and had a top speed of 408 mph (compared to 357 mph for the Mark V) and provision for one 500 lb and two 250 lb bombs.  By 1946 it equipped only RAF units in the Middle and Far East.  A total of 1,658 were built.

Supermarine Spitfire HF Mk VIIIc (MV239)  [@ Royal Australian Air Force Museum]

Built by Supermarine during 1944 as a HF Mk.VIIIc and delivered to 6 MU RAF based at RAF Brize Norton, Oxfordshire, as MV239 during March 1945.  Disassembled, shipped and delivered to the Royal Australian Air Force (RAAF) as A58-758 on the 26^th June 1945.  Having arrived too late for wartime service MV239 was placed directly into storage at RAAF Richmond, NSW.  Struck off Charge during September 1949 MV239 was acquired by the Sydney Technical College, Ultimo, NSW as an instructional airframe.  Sold during 1969 and placed into open storage in a dismantled state.  MV239 was loaned to the Camden Museum of Aviation, NSW, between July 1972 and 1982.  While at the museum MV239 was restored to a taxying condition.  Sold during 1982 and finally restored to full flying condition with the first flight being on the 29^th December 1985.  In the photograph MV239 is in the livery of A58-602 / RG-V (ex RAF MV133) as flown by Robert 'Bobby' Gibbes DSO DFC the Wing Commander of 80 Wing RAAF, base at Morotai, Dutch East Indies, in 1945.  The Wing comprised of three Squadrons, 457,452 and 79.  MV133 arrived in Melbourne Australia on the 25^th October 1944 but didn’t reach 457 Squadron until 23^rd January 23 1945.  All of the Squadron's aircraft were painted with a shark's mouth, earning it the nickname the "Grey Nurse Squadron".  Damaged by flak over the Ternate Islands on the 7^th April 1945 MV133 was Struck off Charge a year later.  Gibbes had served in the Western Desert, scoring ten kills and fourteen probables while flying P-40 Tomahawks and Kittyhawks with 3 Squadron RAAF.  [The photographs of MV239 are by the kind permission of Alf Batchelder of the RAAF Museum]

By the end of 1945 the Mk Is, IIs, IVs and VIIs were out of RAF service completely and the last Mk VIII left 253 Squadron in December 1947.

The answer to the problems experienced with the Spitfire V [see Fw 190] was to marry an Mk V airframe with a Merlin 61 engine.  The resulting combination was the Spitfire Mk IX, which for a stopgap aircraft turned out to be a resounding success! Deliveries to the RAF began in June 1942 and 5665 were built, more than any other mark except the Mk V.  Many Mk IXs were production-line or retrospective conversions of the Mk V to the IX standard.  With the Merlin 61 it had a similar performance to the Mk VIII, although the tail-wheel was fixed.  It came in three types according to altitude, the LF (Low Flying) with clipped wings, the standard span medium altitude fighter (F) powered by the Merlin 63 and the HF (High Flying) with a standard wingspan and powered by a the Merlin 70 engine.  The types were fitted with either the "b", "c" or "e" wing, the latter accommodating two 20mm cannon and two 0.5 calibre machine guns.  Some later models had the broad-chord rudder, a cut-down rear fuselage and tear-drop canopy.  The type was finally withdrawn from RAF operational service in May 1948.

Supermarine Spitfire HF Mk IX / T Mk IX (SM520)  [@ RAF Duxford]

Built by Vickers Armstrong, Castle Bromwich, in 1944 as one of 103 Spitfire Mk IXs constructed to Government contract ‘B981687/39’. Originally a Merlin 70 powered HF Mk IX, SM520 was delivered to 33MU, RAF Lyneham, Wiltshire, on the 23^rd November 1944.  After a brief RAF service SM520 was sold to the South African Air Force (SAAF) and shipped from the UK on the 27^th May 1948 to Durban by the MS Halesius along with seven other Spitfires, serials ‘BS408’ (SAAF ‘5564’), ‘MA477’, ‘PL215’, ‘TE307’, ‘TE329’ and ‘TE333’.  SM520 was one of 136 Spitfires for delivery to the SAAF between 1947 and 1949.  Eighty of these aircraft were the F. MK IXe variant powered by the Merlin 63 and 86 were the HF Mk IXe variant with the Merlin 70.  Fifty of these aircraft were flown out to South Africa and the balance shipped to either Cape Town or Durban.  SAAF evidence suggests that SM520’s may have been re-assigned with the serial number ‘5563’ and may have survived a number of accidents.  However SM520 is recorded as having been held at Ysterplaat “for disposal” by the 31^st January 1952 and being formally SoC and sold to the South African Metal & Machinery Company, Cape Town, for scrap on the 22^nd January 1954.  The remains of SM520 survived at the scrap yard until the 17^th November 1979 when the forward fuselage, fire wall and numerous other related components from SM520 and other Spitfires were recovered by the South African Air Force Museum and returned to AFB Ysterplaat for detailed assessment.  In 1981 the “remains” were taken to the SAAF Museum, Snake Valley AB, before being sold and returned to the UK.  In 2002 Classic Aero Engineering Ltd. (CAE) at Thruxton were contacted to restore SM520 to a T Mk IX specification.  SM520 flew again on the 17^th October 2008 from Thruxton with just 15 hours ‘on the clock’.  In the photograph SM520 is painted in the colours of the Royal Netherlands Air Force (RNLAF) with serial H-99.  The original H-99 was ex-RAF, serial BS147, and delivered to the RNLAF on the 22^nd March 1948.

Spitfires Mk X and XI were unarmed PR variants.  The armament was replaced by cameras which came in three fits, the X fit was two F.8 cameras with a 20in lens, the Y fit one F.24 camera with a 14in lens and the Z fit one F.52 camera with a 36in lens.  Like the Mk VIII the Mk X (16 built) was produced out of sequence.  It was a pressurised XI but fitted with the Merlin 64 while the Mk XI (471 built with some IX conversions) was the PR version of the Mk IX.

Supermarine Spitfire LF IXe / T Mk IXc (PV202)  [@ RAF Duxford]

Built as a LF IXe at Castle Bromwich PV202 and entered RAF service with 33 MU based at RAF Lyneham, Wiltshire, on the 18^th September 1944.  First transferred to 84 Ground Support Unit at Thruxton, Hampshire, and then on the 19^th October 1944 to 33 Squadron, 135 Wing of 2nd Tactical Air Force, based at Merville, Northern France.  The Squadron had returned to the UK from the Western Desert in April 1944 and re-equipped with Spitfires before moving to France in October 1944.  During December 1944 the Squadron now based at Maldegem in Belgium re-equipped with the Hawker Tempest and so PV202 returned to the UK and 84 GSU based at RAF Lasham on the 14^th December 1944 after 20 operational sorties mainly operating in the ground-attack role.  At the start of the New Year PV202 moved to 83 GSU based RAF Dunsfold, Surrey, before being transferred to 412 “Falcon” Squadron RCAF (Royal Canadian Air Force) that had re-equipped with the Spitfire IXe from the Spitfire IXb during September 1944.  Operating from Heesch in Holland, the squadron played a key part in action during the Germans' Ardennes offensive (the Battle of the Bulge (16^th December 1944 to the 25^th January 1945) and in the final months of the war as the 21^st Army Group pressed into north-west Germany.  PV202 last operational sortie, the 76^th, was on the 4^th May 1945 from Wunstorf, Germany.  When the War ended 412 Squadron returned to RAF Dunsfold with PV202 and in July 1945 PV202 was placed into storage with 29 MU at RAF High Ercall, Shropshire.  Removed from storage during 1950 PV202 was converted by Vickers Armstrong Ltd at Eastleigh into a T IXc before being delivered to the Irish Air Corps on the 15^th June 1951 as IAC161.  From 1960 PV202 was used at the Ground Technical Training School, Baldonnel, as an instructional airframe until Struck Off Charge during March 1968.  Sold into the private market PV202 was eventually restored to airworthy condition with the first flight being on the 23^rd February 1990 at Dunsfold.  Following a fatal crash during a landing approach PV202 was destroyed at Goodwood on the 8^th April 2000.  The remains were removed to RAF Duxford for restoration to airworthy condition a year later with the first flight-taking place on 13^th January 2005.

Supermarine Spitfire LF / TR Mk IXc (ML407)  [@ RAF Duxford]

Built at Castle Bromwich as a single seat fighter and delivered to 33 MU during April 1944.  ML407 then entered RAF service on the 29^th April 1944 and was delivered to 485 Squadron RNZAF based at ALG Selsey, Sussex, by the famous lady A.T.A. Pilot Jackie Moggridge.  Formed under Article XV of the Empire Air Training Scheme 485 (NZ) Squadron was the first New Zealand squadron to be formed although it was under the operational and administrative command of the RAF.  Flown by Flying Officer Johnnie Houlton DFC on D-Day ML407 was accredited with the first enemy aircraft, a Ju88, shot down over the Normandy beachhead just south of Omaha Beach.  During December 1944 ML407 was transferred to 341 (Free French) Squadron and then to 308 (Polish) Squadron, 349 (Belgian) Squadron, 345 (Free French) Squadron, 332 (Norwegian) Squadron and finally back to 485 (New Zealand) Squadron towards the end of WW2.  In total ML407 flew 176 operational sorties totalling 319 combat hours.  Placed into storage at the end of WW2 ML407 was one of twenty Spitfires during 1950 to be converted by Vickers-Armstrong at Eastleigh, Southampton, to the TR Mk IX standard for the Irish Army Air Corps.  The first flight was at Eastleigh on the 24^th July 1951 and entered service with the Irish Air Corps as IAC162 on the 30^th July 1951.  ML407 flew in the advanced trainer role until the 8^th July1960.  With a total of 763 hours flying hours ML407 was retired to an instructional airframe role.  Placed into storage at Baldonnel AB during 1962 ML407 was purchased by Sir W. J. D Roberts in 1970 and stored disassembled at his museum at Strathallan Airfield, near Auchterardar until 1979.  Purchased by Nick Grace ML407 was restored to flying condition with the first flight taking place on the 16^th April 1985.  In the photograph is in its wartime colours, OU-V of 485 Squadron.

The Mk XII (1943) fighter, powered by a Griffon III engine, was developed specifically to counter the low-level attacks by Focke-Wulf 190s.  Only 100 were built and they were out of RAF service by 1946.  Similarly, the PR Mk XIII was out of RAF service by 1946.  Powered by the Merlin 32, only 18 were built.

Supermarine Spitfire F Mk IXc (MK356)  [@ RAF Coningsby]

Built at Castle Bromwich and fitted with a Merlin 66 engine, optimised for operations at low level (below 25,000ft), MK356 was delivered to 9 MU at RAF Cosford on the  4^th February 1944.  On 11^th March 1944 MK356 was allocated to 443 ‘Hornet’ Squadron Royal Canadian Air Force based at RAF Digby and carried the code 21-V.  Latter the Squadron became part of 144 Canadian Wing commanded by Wing Commander J. E. ‘Johnny’ Johnson and was based at various locations on the South Coast of England.  MK356 flew its first operational sortie from RAF Westhampnett, West Sussex, on the 14^th April 1944 as part of a ‘Rodeo’ fighter sweep over occupied France.  In the weeks leading up to the invasion of France MK356 was involved in various fighter and fighter-bomber missions.  On  the 7^th June 1944 (D-Day+1) during an invasion beachhead cover patrol, MK356's pilot, Flying Officer Gordon Ockenden, a Canadian from Alberta, attacked 4 Me Bf109s at very low level.  He chased one of the Messerschmitts, opened fire and obtained strikes.  His wingman, Flt Lt Hugh Russell finished it off, so they were both credited with a shared kill.  MK356 was damaged three times, including two belly landings, and on the 14^th June lost a wheel on take-off; the pilot completing the mission prior to making a third belly landing.  Normally the aircraft would have been repaired on site but the Squadron moved to a forward operating base in France the next day leaving MK356 behind.  On 8^th August 1944 MK356 was moved to 84 Group Support Unit for repairs.  In October 1945 MK356 was relegated to a training airframe at 1 School of Technical Training at RAF Halton, Buckinhamshire, with serial 5690M until 1951 when MK356 was moved to RAF Hawkinge, Kent, as a gate guardian carrying the serial M5690.  In December 1961 MK356 was overhauled at 71 MU RAF Bicester, Oxfordshire, before being pole mounted as a gate guardian for RAF Locking, Somerset.  MK356 joined “The Battle of Britain” film unit fleet at RAF Henlow in October 1967, carrying the spurious serials and codes N3328/AI-R & N3317/BO, and was filmed at RAF North Weald and RAF Duxford. Temporarily stored at RAF Henlow after the film MK356, on the August 8^th 1969, joined the RAF Museum Reserve Collection based at RAF St Athan, South Wales.  In January 1992 a complete refurbishment to flying condition was commenced and in November 1997 MK356 flew for the first time in 53 years, subsequently moving to the Battle of Britain Memorial Flight on the 14^th November 1997 for the 1998 flying season but unfortunately spent part of its time grounded after donating its engine to the BBMF Lancaster.