Supermarine Spitfire (Merlin tomonidan ishlab chiqarilgan dastlabki variantlar) - Supermarine Spitfire (early Merlin-powered variants)

Spitfire
Spitfire V 316.jpg
Polshalik Spitfire VB 303 (Polsha) otryad S / Ldr Zumbach tomonidan uchib ketgan.
RolFighter
Ishlab chiqaruvchiSupermarine
DizaynerR. J. Mitchell
Birinchi parvoz1936 yil 5-mart
Kirish1938
Pensiya1955 yil, RAF
Asosiy foydalanuvchiQirollik havo kuchlari
Ishlab chiqarilgan1938–1948
Raqam qurilgan20,351
VariantlarDengiz yong'inlari
Jirkanch
Spitfire Mk VB BM597 belgilarida Duxfordning "Tarixiy samolyotlar to'plami" 317 (polyakcha) "Wileński" otryad.

Inglizlar Supermarine Spitfire yagona edi Ittifoqdosh qiruvchi samolyotlar ning Ikkinchi jahon urushi 1939 yil sentyabrda, 1945 yil avgustda oxirigacha to'qnashuvlar boshlanishidan oldingi safda jang qilish. Urushdan keyingi Spitfire xizmat faoliyati 1950 yillarda davom etdi.[1] Asosiy samolyot juda moslashuvchan bo'lib, qisqa masofadagi dastlabki rolidan ancha kuchli dvigatellar va katta yuklarni qabul qilishga qodir. tutuvchi chaqirgan edi. Bu 19 ga olib keladi belgilar Ikkinchi Jahon urushi paytida va undan tashqarida ishlab chiqarilgan Spitfire va 52 subariantlari.[2] Ko'pgina o'zgarishlar amalga oshirish uchun qilingan Qirollik havo kuchlari talablar va har doim yaxshilanadigan dushman samolyotlari bilan jangda muvaffaqiyatli qatnashish.[3] Asl dizaynerning o'limi bilan, Reginald J. Mitchell, 1937 yil iyun oyida Spitfire-ning barcha variantlari uning o'rnini bosuvchi tomonidan ishlab chiqilgan, Jozef Smit, va muhandislar va chizmalar jamoasi.[4]

Ushbu maqolalarda Spitfirening barcha variantlari, shu jumladan har bir kichik tipning ko'pgina tavsiflovchi xususiyatlari haqida qisqacha ma'lumot berilgan. Ushbu maxsus maqola faqat dastlabki model tomonidan ishlab chiqarilgan Spitfire variantlari haqida Rolls-Royce Merlin asosan bir bosqichli, bir bosqichli dvigatellar super zaryadlovchilar. The ikkinchi maqola keyingi bosqichli Merlins tomonidan ishlab chiqarilgan Spitfire variantlarini tavsiflaydi, ikki bosqichli va ikki bosqichli super zaryadlovchilarga ega, yakuniy maqola kattaroq quvvatga ega bo'lgan keyingi Spitfire variantlarini qamrab oladi Rolls-Royce Griffon dvigatellar.

Qanot turlari

Bir bosqichli Merlin dvigatellari bo'lgan Spitfires besh xil qanot turlaridan foydalangan, A, B, C, D va E qanotlari, o'lchamlari va rejasi bir xil, ammo qurol-yarog 'va yonilg'i baklarining ichki tartiblari boshqacha.[5] Barcha Mk Is, II va Vs va ularning hosilalari kichik, to'rtburchaklar pog'onali tirgak pinlariga ega bo'lib, ular pastki oyoq oyoqlari qulflanganda yuqori qanot yuzalaridan burchak ostida proektsiyalashgan va bu hodisa mexanizmlari haqiqatan ham pastga va qulflanganligiga ijobiy mexanik ko'rsatma beradi. , chunki uchuvchi o'zi uchun samolyotni ko'rolmadi.[6][7] Chiroqlar ishlamay qolganda yoki ishlamay qolganda, bu ko'rsatkich panelidagi ko'rsatkich chiroqlarining zaxira nusxasi edi. Ushbu variantlarning barchasi ishlatilgan Dunlop Beshta teshikka ega bo'lgan qotishma asosiy g'ildiraklariga o'rnatilgan AH2061 shinalari. Ruxsat etilgan dumaloq g'ildiraklar uchun Dunlop AH2184 shinalari ishlatilgan.[8]

Mk V-dan boshlab, ba'zi bir Spitfires-lar yaxlitlashdi elliptik qanot uchlari Milyonerlarning tashqi qismidan "qirqib olingan" va o'rniga balandligi past bo'lgan ko'rsatkichlarni yaxshilash va burilish tezligini oshirish uchun qisqa, to'rtburchaklar ajratilgan perforatorlar joylashtirilgan, bu erda Mk V raqibidan orqada qolib ketgan. Fw 190. Garchi ushbu "qirqilgan" samolyotlar xalq orasida "L.F." versiyalari "L.F." (ya'ni Spitfire L.F. Mk V), "L" aslida turli xil versiyalariga ishora qiladi Rolls-Royce Merlin "kesilgan" supercharger bilan past balandlikda ishlash uchun optimallashtirilgan dvigatellar ishlatilgan pervaneler (Merlin 45M, 50M yoki 55M). Ko'pgina "L.F" Spitfires-larga dvigatelning yangi variantlariga hamrohlik qilish uchun "qirqilgan" qanotlar berilgan bo'lsa-da, ularning bir nechtasi asl qanot uchlarini saqlab qoldi.[9]

Turi

The A turi sakkizta bo'lgan asl qanot dizayni edi .303 kalibrli Browning pulemyotlari, har bir qurol uchun 300 ta o'q (rpg). 1942 yilda C tipigacha qanotning asosiy tuzilishi o'zgarmadi. Ushbu qanotga ishlab chiqarish boshlangandan so'ng katta o'zgarishlardan biri qurol baland joylarida muzlashdan saqlanish uchun qurol yotar joylari uchun isitish tizimini kiritish edi. balandliklar. Bunga erishish uchun qurol o'qlarini o'rab turgan qanotli qovurg'alar kabi ochiq konstruktsiyalar yopilib, har bir qurol uchun yopiq joylar hosil bo'ldi. Dvigatel radiatoridan isitiladigan havoni tortib olib, endi yopiq qurol-yarog 'maydonlariga o'tkazadigan kanalizatsiya qo'shildi. Qanot uchlari ichkarisida soddalashtirilgan uchburchak pufakchalar bilan yopilgan shamollatish teshiklari havoni chiqarib, salbiy bosim differentsialini yaratdi va ko'proq isitiladigan havoning kirib kelishiga sabab bo'ldi, bu esa mexanik puflagichga ehtiyoj sezmasdan isitiladigan havoning doimiy ta'minlanishini ta'minladi. Sovuq havoni ichkaridagi tumshuq teshiklari orqali kirib ketishining oldini olish uchun etakchi chekka, ular o'q patnislarini yuklash paytida er ekipaji tomonidan qizil mato yopishqoq lenta bilan muhrlangan. Qurollar lenta orqali otilgan, shuning uchun ular jangdan keyin endi muhrlanmagan. 1940 yil oxiriga kelib mato yopilgan edi aileronlar o'rniga engil qotishma bilan qoplanganlar almashtirildi. A tipidagi qanot faqat 8 × bilan mos edi .303 Braunlash avtomat qurol-yarog 'to'plami.[5]

B turi

The B turi qanot konstruktiv ravishda 20 mm ko'tarish uchun o'zgartirilgan A tipiga ega edi Hispano to'p ikkita ichki .303 pulemyot o'rnini bosuvchi qanotga. Orqaga olinadigan yer osti chiroqqa joy almashtirildi. To'p avtomashinaning ichki qismiga, g'ildirak panjarasi yoniga o'rnatildi, ikkinchi qurol esa butunlay o'chirildi. Ichki qurollarning o'q-dorilar patnislari joylashgan joy, to'p o'qi tashqarisida, 60-turga mo'ljallangan sig'imga aylantirildi. baraban jurnali zambarak uchun. Hozir yuqori va pastki qanot terilari katta o'q barabanini tozalash uchun pufakchalarni birlashtirgan (pastki pufakchalar ikki xil shaklda bo'lgan). .303 ning qolgan tashqi juftliklari umuman o'zgartirilmagan. B tipidagi qanotli Spitfire-ga faqat bitta qurol to'plamini o'rnatish mumkin edi: Ikki dona 20 mm Hispano Mk II to'p, ularning har biri 60 dumaloq baraban va tashqi holatida to'rtta .303 kalibrli Browning pulemyotlari, 350 rpg.[5] Ushbu qanot turiga qotishma bilan qoplangan aileronlar standartlashtirilgan.[5]

S turi

"C tipidagi" qanot yoki "Universal qanot" ancha o'zgartirilgan qanot bo'lib, ishchi kuchi va ishlab chiqarish vaqtini qisqartirish uchun qayta ishlab chiqilgan, shuningdek qurollanishning turli xil konfiguratsion variantlarini bitta universal universal qanot tarkibiga o'rnatishga imkon beradigan jiddiy tuzilmaviy o'zgarishsiz va o'zgarishsiz bir nechta turli xil qurol-yarog 'rejalari (shunga o'xshash qanot ishlab chiqarilgan Hawker dovuli, 8 dan 10 gacha bo'lgan har qanday narsaga ruxsat berish .303 Brownings, to'rtta 20 mm lik ispanosgacha, ikkilamchi tankga qarshi 40 mm lik Vickers qurollari va .303 juftligi bir xil qanotga o'rnatilishi kerak). O'zgartirishsiz "universal" qanot "A", "B", "C" yoki "E-type" qurol-yarog 'konfiguratsiyasini qabul qilishi mumkin edi, ammo "E" turi Spitfire-ning keyingi belgilarigacha ishlatilmadi. "B" tipidagi, 2-zambarakli, 4-Browning sxemasi "C" qanotli Spitfires-da, Mk IX va "E" qanotlariga qadar eng ko'p ko'rilgan. "S" qanotlarining farqlari orasida to'g'ridan-to'g'ri birinchi qatorga qo'shilgan ikkinchi to'p-dumaloq va №3 Browning tabancasi 13 dan 14 gacha bo'lgan qovurg'alardan bir oz tashqarida harakatlantirilib, ikkala tashqi pulemyotni eski "B" ga qaraganda yaqinlashtirmoqda. qanot turi. Rasmiy ravishda universal qanotli har qanday samolyot, ularning qurollanish konfiguratsiyasidan qat'i nazar ("E" turlaridan tashqari) "C" varianti bo'lsa-da, keyinchalik ommalashgan (va noto'g'ri) ishlatishda "B" turi bilan bir xil qurollangan "C" variantlari texnik jihatdan "C" bo'lsa ham, ko'pincha "B" variantlari deb nomlanadi va tuzilishi jihatidan u eski "B" qanoti Spitfire-dan farq qiladi. Endi yangi qanotda edi ikkitasi to'pni sig'dira oladigan ichki qurol uyalari, garchi bitta bo'shliq odatda bo'sh qolsa. Tashqi ikkita .303 pulemyot "A" yoki "B" tipidagi qanotlarga qaraganda bir-biriga yaqinlashtirildi, bu asl "B" turini keyinchalik "B turlari" universal qanotidan ajratib olish uchun asosiy ko'rgazmali vositalardan biri. odatda ikkinchi qurol maydonchasida hech qanday qurol o'rnatilmagan bo'lsa ham ko'rinadigan to'p portlarining ikkinchi jufti bilan. Bunday holda, bo'sh port odatda rezina vilka bilan yopiladi. To'pponchalar yana qanotda orqaga qarab siljitildi, shuning uchun ham to'pning bochkalari asl "B" Spitfire-ga qaraganda qisqa.

Spitfires "C" Spitfires sakkizta .303 Browning "A" qurollanish konfiguratsiyasi bilan qurilgan, bu Mk V jangga kirguniga qadar eskirgan. "S" tipidagi qanot to'rtinchi 20 mm lik Hispanosdan iborat barcha qurol-yarog 'bilan jihozlangan birinchi qanot edi; shuning uchun "C" belgisi to'rtta to'plangan Spitfires (ya'ni F.Mk Vc) uchun ajratilgan. "S" tipidagi qurol-yarog 'ham kamdan-kam ishlatilgan (garchi "A" qurollangani kabi kam bo'lmagan bo'lsa ham), qo'shilgan to'pning qo'shimcha og'irligi tufayli ish qobiliyati va muomalasi buziladi. Dastlab "C" qurol-yarog'iga ega bo'lgan ko'plab Spitfires, ortiqcha vaznni tejash uchun maydonda olib tashlangan. Nazariy jihatdan, "Universal" qanot Spitfire 20 millimetrlik to'rtta qurol va to'rtta .303 Brauns qurolini olib yurishi mumkin edi, ammo bu samolyotni juda og'ir yuklaydi va shu sababli hech qachon ishlatilmagan. (Odatda Mk. IX va undan keyingi versiyalarida ko'rilgan "E" tipidagi qanot "C" qurollanishiga o'xshash edi, ammo amerikalik juftlik ishlatilgan .50 kalibrli Browning AN / M2 ichki Hispanos jufti o'rniga og'ir pulemyotlar, ikkita Hispanos va ikkita .50kal Braunning qurollanishiga imkon beradi.)

Universal qanoti Hispano to'pi aylantirilganligini ham hisobga oldi kamar, bu harakat har bir to'pda o'q-dorilarning ikki barobar yukini ko'tarishga imkon beradi yoki F.Mk Vb-ning asl baraban bilan to'ldirilgan to'pida bo'lgani kabi 60 rpg o'rniga 120 rpg o'q patnislarida. Bu shuningdek, katta diametrli o'q-dorilar barabanini joylashtirish uchun qanot ostidagi va ustki pufakchalarga bo'lgan ehtiyojni bartaraf etdi, buning o'rniga faqat elektr plyonkasini qoplash uchun kichik pufakchani talab qiladi "Chattellerault "ovqatlanish mexanizmi.[5]Yer osti qismlarining o'rnatilishi qayta ishlab chiqilgan va podval eshiklari ko'ndalang kesimga egilib, oyoqlarning quduqlarga pastroq joylashishiga imkon berib, g'ildirak quduqlari ustidagi yuqori qanotli pufakchalar va qo'nish moslamasining burilish nuqtalarini yo'q qilgan. Kuchliroq pastki oyoq oyoqlari 2 dyuym (5,08) sm) uzaytirilganda oldinga qarab, Spitfire-ni erga nisbatan barqarorroq qilib, samolyotning burni ustiga tushish ehtimolini kamaytiradi. Bunga qo'shimcha ravishda, orqaga tortiladigan qo'nish chiroqlari o'rnatilmagan.[5] Strukturaviy qiyin fikrlar g'ildirak quduqlari tashqarisiga qo'shilib, har bir qanotning tagiga bir dona 250 funt (113 kg) bomba tashiydigan tokchalar o'rnatilishi mumkin edi.[5]

D turi

The D turi qurolsiz, uzoq masofaga ishlatish uchun o'zgartirilgan foto razvedka kabi Spitfire versiyalari P.R. Mk Id (PR versiyalari quyida batafsilroq tavsiflangan), qurol bo'shliqlari bo'sh qoldirilgan va asosiy shpal oldidan nisbatan og'ir teriga ega bo'lgan etakchi qanot tuzilishi 66½ Imperial galon (300 l) ko'tarishga qodir bo'lgan ajralmas yordamchi yonilg'i tanklariga aylantirildi. kokpit oldida fyuzelyaj tanklarida saqlangan.[10] To'ldiruvchi qopqoqlar etakchada 19 va 20 qovurg'alar orasida yaxshi tashqarida edi, chunki qanot uchlari dihedral tufayli qanotning qolgan qismidan yuqori edi va shu bilan yonilg'i quyish uchun qopqoq joylashgan yagona joy. Yoqilg'i bug'langanda va to'g'ridan-to'g'ri ingichka metall qanot terisiga urib (quyoshning devorlari bilan ikki barobar ko'paygan) issiq quyoshdan kengayganida, tanklarni yorilishdan himoya qilish uchun kengaytiruvchi va to'lib toshgan shamollatish moslamasi o'rnatildi. Ushbu shamollatish moslamasi bug 'to'planishi mumkin bo'lgan eng yuqori bo'shliqda, 20 va 21 qovurg'alar oralig'ida qo'shimcha ravishda o'rnatildi.[11]

Bir bosqichli Merlin dvigatelining variantlari

Raqamlarni belgilang, raqamlarni kiriting

Belgilangan raqamlar a ni ko'rsatmasligi shart edi xronologik buyurtma; masalan, Mk IX ishlab chiqarishga olib kirilgan to'siq o'lchovidir oldin MII VII va VIII. Bundan tashqari, bitta belgi yoki variantdagi ba'zi Spitfireslar boshqasiga o'zgartirilgan bo'lishi mumkin; masalan, birinchi Mk VBlarning bir nechtasi Mk IBlardan aylantirildi; birinchi Mk IX-lar dastlab Mk VC-lar bo'lib, ba'zi holatlarda Rolls-Roys tomonidan ularni konvertatsiya qilingan Xeknol qulaylik.

1942 yil oxirigacha RAF har doim foydalangan Rim raqamlari markali raqamlar uchun. 1943–48 yillar o'tish davri bo'lib, yangi samolyotlarga xizmat ko'rsatildi Arab raqamlari marka raqamlari uchun, lekin eski samolyotlar rim raqamlarini saqlab qolishdi. 1948 yildan boshlab arab raqamlari faqat ishlatila boshlandi. Ushbu maqola Mks I-XVI uchun rim raqamlari va Mks 17-24 uchun arab raqamlaridan foydalanish konventsiyasini qabul qiladi. Raqamlarni kiriting (masalan, 361 toifa) - bu Supermarine tomonidan ajratilgan chizilgan taxta dizayn raqamlari.[12][13]

Prototip K5054 (Supermarine Type 300)

Asosiy maqola: Supermarine Spitfire prototipi K5054

K5054 ning qurilishi 1934 yil dekabrda boshlangan bo'lib, qurilish davom etar ekan, unga o'zgartirishlar kiritildi. Merlin dvigatelining sovutish tizimiga o'zgartirish kiritildi etilen glikol bilan birga sovutish suyuqligi kanalli radiator ning ishiga asoslanib Frederik Meredit da Qirollik samolyotlarini yaratish, Farnboro.[14]

Birinchi parvoz 1936 yil 5 martda amalga oshirildi.[15] K5054 bo'yalgan emas edi va podvalda hech qanday to'siq o'rnatilmagan va pastga o'rnatilgandi. Hech qanday qurol o'rnatilmagan. Birinchi dvigatel 990 ot kuchiga ega (738 kVt) Merlin C dvigatelining prototipi edi.

Dastlabki parvozlardan so'ng K5054 zavodga qaytarib berildi, taxminan 10 kundan keyin yana xira ko'k-kulrang rang bilan paydo bo'ldi. Dvigatel kovlamalari o'zgartirildi va burchakli fin uchi tepaga to'g'ri kelganda rul balansi mos ravishda kattalashtirildi. Endilikda piyodalar aravachalari oyoqlariga o'rnatilgandi. Yaxshilangan pervanel o'rnatildi va natijada uning ishlashi qoniqarli bo'lib, mashina xizmat sinovlari uchun RAFga topshirildi.

Keyinchalik 1936 yilda sakkizta standart .303 "Browning pulemyot qurollari o'rnatildi.[16] 1937 yil 22 martda K5054 pastki qism ko'tarilgan holda kuch bilan qo'nish. Ta'mirlash vaqtida u yuqori sirtlarda quyuq yashil / to'q yashil rangli kamuflyaj bilan bo'yalgan, kumush doping bilan ishlangan. 1938 yil 19-sentabrda Spitfire birinchi marta ejektorli egzoz bilan uchirildi va qo'shimcha 70 funt sterlingni tortdi.[17]

K5054 1939 yil 4 sentyabrda sinovdan o'tayotganda uchish hayotini tugatdi Farnboro. Noto'g'ri qaragandan so'ng, u orqa tomonga o'girilib, uchuvchi leytenant leytenant Uaytga jiddiy shikast etkazdi. Samolyot hisobdan chiqarildi.[18]

Mk I (300-toifa)

Bilan bog'liq ommaviy axborot vositalari Supermarine Spitfire Mark I Vikimedia Commons-da

K9795, 9-chi ishlab chiqarish Mk I, bilan 19 otryad, yog'ochdan yasalgan, ikkita pichoqli, qattiq pervanelni, erta "puflanmagan" soyabonni va o'q o'tkazmaydigan shisha plastinkasiz "o'ralgan" shamolni ko'rsatmoqda. Havo ustunining o'ziga xos uslubi ham o'rnatilgan.

1936 yilda prototipning birinchi parvozidan oldin Havo vazirligi 310 Spitfires-ga buyurtma berdi. Biroq, rais tomonidan berilgan va'dalarga qaramay Vikers-Armstronglar (bosh kompaniya Supermarine ) kompaniyasi Spitfire-ni haftasiga besh marta etkazib bera oladigan bo'lsa, tez orada bu sodir bo'lmasligi aniq bo'ldi. 1936 yilda Supermarine kompaniyasi 500 kishini ish bilan ta'minlagan va 48 kishiga buyurtma berish bilan shug'ullangan Morj amfibiya razvedka samolyoti va 17 ta Stranraer patrul uchadigan qayiqlar. Bundan tashqari, ishlab chiqarish samolyotining loyihalarini tuzishi kerak bo'lgan kichik dizayn xodimlari allaqachon to'liq ishlay boshladilar. Garchi ishlarning aksariyati tashqi manbalar bilan shartnoma asosida tuzilishi kerakligi aniq bo'lsa-da, Vikers-Armstrongs kengashi bunga yo'l qo'yishni istamadi. Boshqa kompaniyalar Spitfire tarkibiy qismlarini qurishni boshlaganlarida, ular taqdim etiladigan qismlar mos kelmasligi yoki loyihalar etarli emasligi sababli doimiy kechikishlar yuz berardi. subpudratchilarning o'zlari, aksariyat hollarda ilgari duch kelgan narsalarga qaraganda ancha rivojlangan va murakkab bo'lgan tarkibiy qismlarni qurishda ko'plab muammolarga duch kelishdi.[19]

Kechikishlar natijasida RAF 1938 yil iyul oyida birinchi ikkita Spitfireni ishlab chiqarish liniyasidan oldi, birinchi Spitfire esa otryad xizmatiga kirdi. 19 otryad avgust oyining boshlarida.[20][nb 1] Bir muncha vaqt Spitfire-ning kelajagi jiddiy shubhada edi, havo vazirligi ushbu dasturdan voz kechishni va Supermarine-ni qurish uchun almashtirishni taklif qildi. Bristol Beaufighter litsenziya bo'yicha. Supermarine va Vikers ma'muriyati oxir-oqibat havo vazirligini ishlab chiqarish tartibida bo'lishiga ishontirishga muvaffaq bo'lishdi va 1938 yilda buyurtma berildi Morris Motors Limited qurilishi kerak bo'lgan ulkan yangi zavodda qo'shimcha 1000 ta Spitfire uchun Bromvich qal'asi. Buning ortidan 1939 yilda yana 200 ga buyurtma berildi Vulston va faqat bir necha oy o'tgach, yana 450. Bu jami 2160 ga etdi, bu uni RAF tarixidagi eng yirik buyurtmalardan biriga aylantirdi.[21] Keyingi uch yil ichida, asosan, urush davri tajribasi natijasida ko'plab o'zgartirishlar kiritildi.

Spitfire operatsion hayotining boshida katta muammo paydo bo'ldi; 4572 m (1572 m) balandlikda, har qanday kondensat qurolda muzlashi mumkin. Shu sababli, qurolni isitish tizimi birinchi navbatda o'rnatildi K5054 61-chi Mk I ishlab chiqarishda joriy etildi.[22] Ikkinchi Jahon urushi boshlanishida miltiqning tumshug'idagi milt-milt o'chirildi va qurol portlarini mato yamoqlari bilan yopish amaliyoti joriy etildi. Yamalar qurol o'qlarini axloqsizlik va axlatdan tozalab, issiq havoning qurollarni samarali isitishiga imkon berdi. Dastlabki ishlab chiqarish samolyotlari uzuk va munchoq bilan jihozlangan qurol ko'rish, a uchun ta'minlangan bo'lsa-da reflektorli ko'rish tanlanganidan keyin o'rnatilishi kerak. 1938 yil iyulda Barr va Stroud GM 2 standart RAF reflektorli qurol sifatida tanlandi va 1938 yil oxiridan boshlab Spitfire-ga o'rnatildi.[23] Ushbu birinchi ishlab chiqarish Mk Is maksimal tezligi 362 milya (583 km / soat) ga 18,500 fut (5600 m) ga erishdi, maksimal ko'tarilish tezligi esa 2,490 fut / min ga 10000 fut (3000 m) ga etdi. Xizmat tavanı (bu erda ko'tarilish tezligi 100 fut / min ga tushadi) 31.900 fut (9700 m) ni tashkil etdi.[24]

Merlin I-III seriyasidagi barcha dvigatellar ishga tushirish uchun tashqi elektr quvvatiga tayangan; "trolley acc" (trolley akkumulyatori) - RAF qiruvchi aerodromlarida taniqli ko'rinish[25] bu samolyotga qadar g'ildirakli bo'lishi mumkin bo'lgan kuchli batareyalar to'plami edi. "Trolley Acc" dan qo'rg'oshin Spitfire shnuridagi kovulning kichik chuqurchasiga ulangan. Supermarine tomonidan ishlab chiqarilgan samolyotda kichkina misdan yasalgan yo'riqnoma plitasi yon kovlingga o'rnatildi, shunchaki samolyot chiqindilari ostida.

Dastlabki Mk Is 1030 ot kuchiga (768 kVt) ega edi. Merlin Mk II og'irligi 83 funt (38 kg) bo'lgan (3,3 m) diametrli ikki pichoqli yog'och sobit pervanelli 10 fut 8 dyuymli Aero-Products "Watts" dvigatelini boshqarish. 78-ishlab chiqarish samolyotidan Aero Products pervanesi 350 funt (183 kg) bilan almashtirildi. de Havilland (2,97 m) diametrli 9 fut 8, uch pichoqli, ikki pozitsiyali, metall pervanel, bu havoga ko'tarilish qobiliyatini, maksimal tezlikni va xizmat ko'rsatish shipi. 175-ishlab chiqarish samolyotidan Merlin Mk III, "universal" pervanel o'qi bilan de Havillandni yoki Rotol pervanel o'rnatildi. Uchuvchilarning shikoyatlaridan so'ng 1939 yil boshida "puflangan" soyabonning yangi shakli ishlab chiqarildi va asl "yassi" versiyasini almashtira boshladi. Ushbu soyabon boshning bo'sh joyini yaxshilab, yon tomondan va orqadan yaxshi ko'rish imkoniyatini yaratdi. Shu bilan birga qo'lda ishlatiladigan qo'l pastki qismni boshqarish uchun nasos dvigatel uyasiga o'rnatilgan nasos tomonidan boshqariladigan gidravlik tizim bilan almashtirildi.[nb 2][26] Spitfire Is ushbu modifikatsiyani o'z ichiga olgan holda, maksimal balandligi 367 milya (591 km / soat) ni 18,600 fut (5,700 m) ga, eng yuqori ko'tarilish tezligi esa 2,150 fut / min ga 10000 fut (3000 m) ga erishdi. Xizmat shiftining balandligi 34400 fut (10500 m) ni tashkil etdi.[24]

A voltaj regulyatori qora, silindrsimon qopqoq ostida 11-gachasi ramkaning orqa tomoniga, to'g'ridan-to'g'ri uchuvchi o'rindig'ining orqasiga o'rnatildi:[nb 3]N30xx seriyasidan boshlab yuqoriroq joylashtirilgan va orqa shaffofligi past bo'lgan. N32xx-dan regulyator to'g'ridan-to'g'ri uchuvchi boshning orqasida 11-ramkaga o'rnatildi. Boshqa o'zgarishlar keyinchalik 1939 yilda soddalashtirilgan dizayni bilan amalga oshirildi. pitot naychasi joriy etildi va "novda" havo ustunining o'rnini soddalashtirilgan, toraytirilgan dizayni egalladi. Uchuvchi va yonilg'i idishlari uchun himoyani yaxshilash uchun egri chiziqlarga qalin laminatlangan shisha o'q o'tkazmaydigan plastinka o'rnatildi, bitta parcha shisha va kichik kalibrli dumaloqlarni burish qobiliyatiga ega 3 mm qalinlikdagi engil qotishma qopqog'i ikkita yonilg'ining yuqori qismiga o'rnatildi. tanklar. Taxminan 1940 yil o'rtalaridan boshlab 73 kilogramm (33 kg) zirhli po'lat qoplama kreslo kamonida bosh va orqa himoya shaklida va glikol sarlavhasi tankining old yuzini qoplagan holda ta'minlandi.[28] Bundan tashqari, quyi benzinli idishda "Linatex" deb nomlangan yong'inga chidamli qoplama o'rnatildi, keyinchalik uning o'rnini o'z-o'zidan yopiladigan kauchuk qatlami egalladi.

1940 yil iyun oyida de Havilland ikkita pervanel pervanesini a ga aylantirish uchun to'plam ishlab chiqarishni boshladi doimiy tezlikni pervanesi. Garchi bu pervanel avvalgi turlaridan (500 funt (227 kg) 350 funt (183 kg) bilan solishtirganda) ancha og'ir bo'lgan bo'lsa-da, u parvoz masofasi va ko'tarilish tezligini yana bir bor yaxshilagan. 24 iyundan boshlab de Havilland muhandislari barcha Spitfires-ni ushbu moslamalar bilan jihozlashni boshladilar va 16-avgustga qadar har bir Spitfire va Bo'ron o'zgartirilgan edi.[29] "Ikki pog'onali" rul pedallari barcha oldingi Spitfires-ga o'rnatildi; bu uchuvchiga jang paytida oyoqlarini va oyoqlarini baland ko'tarib, o'zini yaxshilaydi "yorilish "eshik va unga qattiqroq burilishlarni kuchaytirishga imkon berish.[28] Yana bir o'zgartirish - bu old oynaning yuqori qismiga qo'shilgan kichik orqa ko'zgu edi: erta "kafan" uslubi keyinchalik soddalashtirilgan, to'rtburchaklar, sozlanishi turiga almashtirildi.

Spitfire Mk Ia 602 otryad 1940 yil boshida. De Havilland 3 pichoqli pervanel qurilmasi, shuningdek, "puflangan" soyabon va laminatlangan o'q o'tkazmaydigan shisha va keyinchalik havo ustunlari bilan jihozlangan. Tashqi boshlang'ich vilkasi ostidagi guruch plitasi yon dvigatelning kovlagichida ko'rinadi.

1940 yil sentyabrdan boshlab, IFF uskunalar o'rnatildi. Bu taxminan 18 funtni tashkil etdi va uni orqa samolyot uchlari va orqa fyuzelyaj orasiga osilgan simli antennalar orqali aniqlash mumkin edi. Qo'shilgan og'irlik va antennalar maksimal tezlikni taxminan ikki milya (uch km / soat) ga kamaytirgan bo'lsa-da, samolyotni radarda "do'stona" deb topishga imkon berdi: bunday uskunalarning etishmasligi omillarni keltirib chiqaradigan omil bo'ldi Barking Creek jangi.[28] Taxminan bir vaqtning o'zida yangi VHF 1133 rusumidagi T / R radiostantsiyalari almashtirila boshladi HF TR9 to'plamlari. Ular birinchi bo'lib Spitfires of-ga o'rnatilgan edi 54 va 66 otryad 1940 yil may oyida, ammo ishlab chiqarishning kechikishi Spitfires va Hurricanes-ning asosiy qismi yana besh oy davomida jihozlanmaganligini anglatadi. Uchuvchilar 1941 yilda RAF bo'ylab qanot shakllanishining qabul qilinishi bilan katta afzalliklarga ega bo'lgan juda aniq qabuldan zavqlanishdi. Yangi o'rnatish shuni anglatadiki, havo ustunlari va rullari orasidagi simni olib tashlash mumkin edi, shuningdek uchburchak "tirgak" ustun.[30]

Og'irlikning oshishi va aerodinamik o'zgarishlar keyinchalik Spitfire Isning dastlabki ishlab chiqarish versiyalariga qaraganda eng yuqori tezlikka ega bo'lishiga olib keldi. Bu parvoz masofasi va ko'tarilish tezligini doimiy tezlikni oshiruvchi pervanel birliklari tomonidan yaxshilanishi bilan qoplandi.[31] Davomida Britaniya jangi Spitfire doimiy tezlikda harakatlanadigan pervanellar bilan jihozlangan bo'lib, maksimal tezligi 20300 fut (6100 m) da 353 milya (568 km / soat), maksimal ko'tarilish tezligi esa 2.895 fut / min ga (10.000 metr).[32][nb 4]

Spitfire Isning Merlin III dvigatelining quvvati 1030 ot kuchiga (768 kVt) teng bo'lsa-da, 100 ta quvvat oktan 1940 yil boshlarida Qo'shma Shtatlardan yoqilg'i Britaniyaga etib bordi.[34] Bu degani "favqulodda vaziyatni kuchaytirish "Bir dyuym kvadrat uchun +12 funtdan besh minut mavjud edi. Uchuvchilar 1310 ot kuchiga (977 kVt) 3000 rpm tezlikda 9000 fut (2743 m) da qo'ng'iroq qilishlari mumkin edi.[35] Bu dengiz sathida maksimal tezlikni 25 milya (40 km / soat) ga va 10,000 fut (3000 metr) balandlikda 34 milya (55 km / soat) ga oshirdi va dengiz sathidan to to'liq gaz balandligi orasidagi toqqa chiqishni yaxshiladi.[28][36] Uchuvchining eslatmalarida ko'rsatilgan cheklovlarga rioya qilingan ekan, qo'shimcha kuchaytirish zararli emas edi. Agar uchuvchi favqulodda vaziyatni kuchaytirishga murojaat qilgan bo'lsa, ehtiyot chorasi sifatida u bu haqda qo'nish to'g'risida xabar berishi kerak edi va bu haqda dvigatellar jurnalida qayd etilishi kerak edi. Dvigatelni favqulodda quvvatga o'rnatish uchun uchuvchi sinishi kerak bo'lgan simli "darvoza" o'rnatilgan edi, bu favqulodda quvvat ishlatilganligi va uning o'rnini erga mexaniklar bilan almashtirishni ko'rsatuvchi vosita bo'lib xizmat qildi.[37] Spitfire II-ga o'rnatilgan Merlin XII uchun qo'shimcha quvvat ham mavjud edi.[38]

1940 yil oxirida, a Martin-Beyker ishlab chiqilgan tez chiqariladigan soyabon mexanizmi barcha Spitfire-larga orqaga qaytadan o'rnatila boshladi. Tizimda soyabon kamariga o'rnatilgan kichik, qizil rezina to'pni tortib oluvchi uchuvchi tomonidan boshqariladigan kabellar yordamida ochiladigan pinlar ishlatilgan. Bo'shatilgach, soyabon slipstream tomonidan olib tashlandi.[39] Spitfire-ning eng muhim modifikatsiyalaridan biri pulemyot qurolini qanotga o'rnatilgan bilan almashtirish edi Hispano 20 millimetrlik to'p. 1938 yil dekabrda Jozef Smitga Spitfire-ni har bir qanot ostiga o'rnatilgan bitta Hispano bilan jihozlash sxemasini tayyorlashni buyurishdi. Smit bu g'oyaga e'tiroz bildirdi va to'pni qanot ichida yon tomonlariga o'rnatib, yuqori va pastki qanot yuzalarida faqat kichik tashqi pufakchalar bilan 60 dumaloq baraban jurnalini yopadigan o'rnatishni loyihalashtirdi. Har bir qanotda bitta Hispano bilan qurollangan birinchi Spitfire edi L1007 joylashtirilgan Drem 1940 yil yanvar oyida otryad sinovlari uchun. 13-yanvar kuni ushbu samolyot tomonidan boshqarildi Plt o'chirilgan Faxrlanamiz 602 otryad a qachon nishonda qatnashdi Heinkel He 111 urib tushirildi. Ushbu Supermarine bilan ko'p o'tmay, to'pning qurollangan qanotini olish uchun 30 ta Spitfire-ni konvertatsiya qilish to'g'risida shartnoma tuzildi; 19 otryad Ulardan birinchisini 1940 yil iyun oyida olgan va 16 avgustga qadar to'p bilan qurollangan Spitfires etkazib berilgan.[40]Ular "sifatida tanilgan Mk IB: Mk sakkizta Brauns bilan qurollangan bo'lib, retrospektiv ravishda "." Deb nomlangan Mk Ia. Erta zambarak o'rnatilishi bilan tiqilib qolish jiddiy muammoga aylandi. Bitta kelishuvda 12 ta samolyotdan faqat ikkitasi barcha o'q-dorilarni o'qqa tuta olgan. Keyinchalik qurol-yarog 'bilan jihozlangan Spitfires, zambaraklar takomillashtirilib, keyinchalik 92 ta eskadronga chiqarildi, ammo cheklangan jurnal hajmi tufayli qurollanishning eng yaxshi aralashmasi ikkita to'p va to'rtta avtomat deb topildi (ularning aksariyati keyinchalik o'zgartirildi birinchi Mk VB).[41]

X4474, 19-otryadning kechki ishlab chiqarilishi Mk I uchib o'tdi Serjant Jennings 1940 yil sentyabrda. Ustunning orqa tomonida uchburchak uchi yo'qligi VHF radiosi o'rnatilganligini ko'rsatadi. Voltaj regulyatorini orqa shaffoflik ostida ko'rish mumkin. Ushbu fotosurat yaxshi taqqoslashni keltirib chiqaradi K9795.

1940 yil noyabrdan Supermarine mato bilan qoplangan asl nusxalarini o'rnini bosadigan engil qotishma bilan yopilgan aileronlarni ishlab chiqarishni boshlash to'g'risida qaror qabul qilindi. Biroq, ularni barcha belgilarga o'rnatish to'g'risida qaror qabul qilinganidan etti oy o'tgach, Spitfires hanuzgacha asl mato bilan qoplangan aileronlar bilan etkazib berilmoqda.[42] 1941 yil may oyidan boshlab ishlab chiqarish liniyalaridan chiqadigan barcha Spitfire-larga metalli aileronlar o'rnatildi.[nb 5]

Chet el buyurtmalari: Mk Is

The raqamlarni kiriting 332, 335, 336 va 341 talablariga mos ravishda o'zgartirilishi kerak bo'lgan Mk I versiyalariga berilgan Estoniya, Gretsiya, Portugaliya va kurka navbati bilan. Sovet Ittifoqi mamlakatni qo'shib olgach, Estoniyaning buyrug'i bekor qilindi.[22] Yunoniston va Portugaliyaning buyurtmalarini Tashqi ishlar vazirligi rad etdi. Turkiya uchun 59 samolyot ma'qullandi, ammo ikkita samolyotni etkazib bergandan so'ng, Tashqi ishlar vazirligi 1940 yil may oyida ham bu ishni to'xtatdi. 208-chi ishlab chiqarish Spitfire I Frantsiyaga sotildi va 1939 yil iyun oyida baholash uchun topshirildi.[22]

1941 yilda Buyuk Britaniya hukumati Portugaliyaga 18 ta Spitfire Mk 1A rusumli avtomashinalarni etkazib berishga rozi bo'ldi. Bular RAF aktsiyalaridan tortib olingan, TR 9 HF radiostantsiyalari bilan jihozlangan va IFF bo'lmagan holda yangilangan samolyotlar edi. Ular 1942 yil oxiridan kelib, 370 dan 387 gacha bo'lgan seriya raqamlari berilgan XZ Esquadrilha da Tankolar. Bularning barchasi 1947 yil oxiriga qadar bekor qilingan.[44]

Spitfire tezligi (323 turi)

1937 yilda Spitfire-ni dunyodagi samolyot tezligi rekordini sinab ko'rish uchun o'zgartirish to'g'risida fikrlar ilgari surildi. O'sha paytda 352 milya (566 km / soat) tezlikni qayd etgan Xovard Xyuz uchish a Xyuz H-1 poyga samolyotlari.[nb 6] Ilk Spitfire I 362 milya (583 km / soat) ga ega bo'lishiga qaramay, bu gazning balandligi balandligi 16800 fut (5100 metr) balandlikda edi; tezlikni saqlash bo'yicha jahon rekordi qoidalari samolyotdan 1,86 mil (2,99 km) yo'nalishni 245 fut (75 m) dan yuqori bo'lmagan balandlikda uchishini talab qildi.[46] Faqatgina uchadigan Spitfire prototipi juda past darajada 290 milya (470 km / soat) tezlikka ega edi. 1937 yil 11-noyabrda Xerman Vurster tomonidan boshqarilgan o'zgartirilgan Messerschmitt Bf 109 V13 (D-IPKY) jahon tezligini 379 milya (610 km / soat) ga ko'targan. O'zgartirilgan Spitfire bundan ham yaxshiroq ish qilishi mumkinligi hali ham sezilib turardi va shu asosda Havo vazirligi ushbu ishni moliyalashtirish uchun shartnoma tuzdi.[47]

Shunga ko'ra, standart M I K9834 (48-chi ishlab chiqarish Spitfire) ishlab chiqarish liniyasidan olib tashlandi va Jahon tezligi rekordini o'rnatishga urinish uchun o'zgartirildi. Barcha harbiy uskunalar olib tashlandi va menteşeli qurol panellari, radio eshigi va mash'alaning ochilishi olinadigan panellarga almashtirildi. Merlin II ning maxsus "sprint" versiyasi, uning "poyga yoqilg'isi" da ishlaydi benzin, benzin va metanol, oz miqdori bilan tetraetil qo'rg'oshin qisqa vaqt ichida 2100 ot kuchi (1,565 kVt) ishlab chiqara oldi.[47] Bu Vattning qo'pol balandligini, diametri 10 fut (3,0 m) bo'lgan to'rtta pichoqli yog'och vintini haydab chiqardi. Keyinchalik kuchli dvigatelni sovutish bosimli suv tizimi yordamida amalga oshirildi. Buning uchun cho'zilgan kanal ichkarisida chuqurroq radiator kerak bo'lib, u samolyot qanotining orqasida joylashgan. Port qanoti ostida kattaroq diametrli yog 'sovutgichi o'rnatildi. Qanotlarning uzunligi 10 futdan 28 futgacha qisqartirildi va qanot uchlari yumaloqlandi.[48]

Panelning barcha chiziqlari to'ldirildi va tekislandi, qanot yuzalaridagi barcha dumaloq boshli perchinlar yuvilib turadigan perchinlar bilan almashtirildi va oldinga cho'zilgan "poyga" oynasi o'rnatildi. Quyruq g'ildiragining o'rnini tailskid egalladi. Va nihoyat, "Tezlik Spitfire" yuqori darajada jilolangan Royal Moviy va Kumush rangga bo'yalgan. Ma'lum bo'lishicha, tayyor samolyotning og'irligi 1938 yilgi standart Spitfire-dan 298 funtga (135 kg) ko'proq bo'lgan.[47] Shuningdek, 1938 yil iyun oyida Heinkel He 100 V2 394,6 milya (635,0 km / soat) tezlikda yangi rekord o'rnatdi, bu hali ham tezkor Spitfire erishishi mumkin bo'lgan maksimal tezlikka juda yaqin edi; o'zgartirilgan Spitfire-ning birinchi parvozi 1938-yil 11-noyabrda bo'lib o'tdi va 1939-yil fevral oyining oxirlarida maksimal tezligi 3000 fut (910 m) ga 408 milya (657 km / soat) ga etdi.

Shubhasiz qo'shimcha o'zgartirishlar zarur. Radiatorni o'chirishga va sovutishni "umumiy yo'qotish" tizimiga o'zgartirishga qaror qilindi. Yuqori yonilg'i tanki olib tashlandi va o'rniga birlashtirildi kondensator va suv idishi. Suv dvigatel orqali oziqlantirildi va iloji boricha quyultiriladigan idishga qaytib, bunda bug 'oqimi sifatida dvigatelning tagidan toshib chiqdi. Speed ​​Spitfire tezlikda harakatlanib, suvga tushguncha xavfsiz harakatlana oladi va shu bilan birga ancha kamaygan yoqilg'i tugaydi.[49]

1939 yil 30 martda Heinkel He 100 V8 (463,9 milya (746,6 km / soat)) tomonidan Jahon tezligi rekordlari birin ketin yangilandi va 20.9 V1 (469,22 milya (755,14 km / soat)) 1939 yil 26 aprelda Speed ​​Spitfire-ga yangi tezlik yozuvlariga yaqinlashish va loyihani bekor qilish uchun juda ko'p modifikatsiya qilish kerak deb qaror qilindi.[49]

Urush boshlanganda Speed ​​Spitfire gibrid PR Mk II ga o'zgartirildi, maxsus Merlin II o'rniga Merlin XII o'zgaruvchan pog'onali de Havilland pervanesi bilan almashtirildi va poyga old oynasi PR o'rash turi bilan almashtirildi. Kamaytirilgan yoqilg'i quvvati haqida hech narsa qilish mumkin emas va uni hech qachon operatsion samolyot sifatida ishlatish mumkin emas. Urush paytida Buyuk Britaniyadagi aerodromlar o'rtasida aloqa samolyoti sifatida uchgan, K9834 1946 yil iyun oyida bekor qilingan.[50][51]

Dastlabki razvedka (PR) variantlari

Ikkinchi Jahon urushidan oldin odatiy donolik konvertatsiya qilingan bombardimonchi havodagi fotosurat turlari razvedka. Ushbu bombardimonchilar mudofaa qurollarini saqlab qolishdi, bu juda muhim edi, chunki ular ushlanib qolishdan qochib qutula olmadilar. Tez orada o'zgartirilgan deb topildi Blenxeyms va Lizandrlar Germaniya qiruvchilari uchun oson nishon bo'lgan va bu samolyotlar Germaniya hududidan o'tib ketganda katta yo'qotishlarga duch kelingan.[52]

1939 yil avgustda uchuvchi ofitser Mauris Longbottom ilhomlanib Sidney paxta, memorandum imzoladi Urushdagi dushman hududining fotografik razvedkasi RAF shtab-kvartirasi bilan. In the memorandum Longbottom advocated that airborne reconnaissance would be a task better suited to fast, small aircraft which would use their speed and high service ceiling to avoid detection and interception. He proposed the use of Spitfires with the armament and radios removed and replaced with extra fuel and cameras.[53] As a result of a meeting with Havo bosh marshali Xyu Dovding, Air Officer Commanding RAF qiruvchi qo'mondoni, two Spitfires N3069 va N3071 tomonidan chiqarilgan RAF qiruvchi qo'mondoni and sent to the "Xeston Flight", a highly secret reconnaissance unit under the command of Qanot qo'mondoni vazifasini bajaruvchi Paxta.[52]

These two Spitfires were "Cottonised" by stripping out the armament and radio-transmitter, then, after filling the empty gun ports and all panel lines, the airframe was rubbed down to remove any imperfections. Coats of a special very pale blue-green called Camoutint were applied and polished.[nb 7] Ikki F24 kameralar with five-inch (127 mm) fokus masofasi lenses, which could photograph a rectangular area below the aircraft, were installed in the wing space vacated by the inboard guns and their ammunition containers as a stop-gap measure. Heating equipment was installed on all PR Spitfires to stop the cameras from freezing and the lenses from frosting over at altitude. These Spitfires, which later officially became the Spitfire Mk I PR Type A, had a maximum speed of 390 mph.[52] Several of the sub-types which followed were conversions of existing fighter airframes, carried out by the Heston aviatsiya kompaniyasi. The D turi, which was the first specialised ultra long-range version, was the first to require that the work be carried out by Supermarine.[55]

In Mk I PR Type B (shuningdek, nomi bilan tanilgan O'rta diapazon [JANOB]) conversions which followed, the F24 camera lenses were upgraded to an eight-inch (203 mm) focal length, giving images up to a third larger in scale. An extra 29 gal (132 l) fuel tank was installed in the rear fuselage. It had been envisaged that much larger cameras would be installed in the fuselage immediately behind the pilot but at the time RAF engineers believed this would upset the Spitfire's centre of gravity. Cotton was able to demonstrate that by removing lead weights, which had been installed in the extreme rear fuselage to balance the weight of the constant speed propeller units, it was possible to install cameras with longer focal-length lens in the fuselage. The Type B was the first to dispense with the heavy bullet resistant windscreen. Many of these early PR Spitfires were fitted with the Merlin XII engine and Rotol constant-speed propeller with the early, blunt spinner of the Spitfire Mk II.[56]

The Mk I PR Type C carried a total of 144 gal (655 l) of fuel and was the first photo reconnaissance aircraft to reach as far as Kiel. The extra fuel was carried in the tank behind the pilot and in a 30 gal (136 l) blister tank under the port wing, which was counterbalanced by a camera installation in a fairing under the starboard wing. A larger oil tank was installed, necessitating the reshaping of the nose to the distinctive PR Spitfire "chin". This version was also known as the Uzoq masofa yoki LR Spitfire.[57]

The Mk I PR Type D (deb ham nomlanadi Extra Super Long Range Spitfire) was the first PR variant that was not a conversion of existing fighter airframes. The Type D carried so much fuel that it was nicknamed "the bowser ". The D shaped wing leading edges, ahead of the main spar, proved to be an ideal location for an integral tank. Accordingly, in early 1940, work started on converting the leading edges, from rib four to rib 21, by sealing off the spar, outer ribs and all skin joins allowing 57 gal (259 l) of fuel to be carried in each wing. Because the work was of low priority and with the urgent need for fighters the first two, hand-built prototypes of the PR Type Ds were not available until October. These prototypes also had a 29 gal (132 l) tank in the rear fuselage. An additional 14 gal (63 l) oil tank was fitted in the port wing. The cameras, two vertically mounted F24s with 8 inch (20.3 cm) or 20 inch (50.8 cm) lens or two vertically mounted F8s with 20-inch (510 mm) lens, were located in the rear fuselage. With the full fuel load the tortishish markazi was so far back the aircraft was difficult to fly until the rear fuselage tank had been emptied. Despite these difficulties the type quickly proved its worth, photographing such long distance targets as Stettin, Marsel, Trondxaym va Toulon.[58]

Once the first two Type Ds, P9551 va P9552[59] had proven the concept the production aircraft, which were soon renamed PR Mk IV, were modified to increase the leading edge tank capacity to 66.5 gal (302 l) and by omitting the rear fuselage tank. These aircraft were better balanced and had the more powerful Merlin 45 engine as used by the Mk V, along with heated cabins, which were a great comfort to pilots on such long flights. A total of 229 Type Ds were built.[60]

Bitta Mk I PR Type E N3117 was built to address a requirement for oblique close-ups as opposed to high altitude vertical pictures. This conversion carried an F24 camera in a fairing under each wing. These faced forward, were splayed outwards slightly and aimed downwards at about 15 degrees below the horizontal. A 29 gal (132 l) fuel tank was fitted in the rear fuselage. N3117 proved most useful as it was able to photograph targets under weather conditions that would make high altitude photography impossible and experience with this aircraft resulted in the development of the G turi.[61]

Mk I PR Type F was an interim "super-long-range" version which entered service in July 1940, pending the D turi. The Type F carried a 30 gal fuel tank under each wing, plus a 29 gal tank in the rear fuselage, as well as having an enlarged oil tank under the nose. It was a useful enough improvement that nearly all existing Type Bs and Type Cs were eventually converted to the Type F standard. Ishlayapti Sharqiy Angliya it was just able to reach, photograph and return from Berlin. 15 of these were based on the Mk V airframe.[10]

The Mk I PR Type G was the first fighter-reconnaissance version and performed a similar low-level tactical role to the Type E. One oblique F24 camera, with either an eight-inch or 14 inch lens, was fitted facing to port, between fuselage frames 13 and 14. Two vertical F24 cameras were also installed in the fuselage. The forward camera, installed below the oblique, could be fitted with a five-inch or an eight-inch lens while the rear camera could be fitted with an eight-inch or a 14-inch lens.[62] A 29 gal (132 l) fuel tank was fitted just behind the pilot. The first PR Gs were converted from Mk I airframes and their Merlin II engines replaced with Merlin 45s.[62] Late PR Gs were converted from Mk V airframes. The Type G was fully armed with 8 × .303" Brownings and retained the armoured windscreen and gunsight.[62]

A feature of most PR Spitfires were the specially modified "Blown" canopies which incorporated large lateral teardrop shaped blisters, allowing the pilots a much clearer view to the rear and below, vital for sighting the cameras. The lateral cameras were aimed by lining up a tiny +, marked on the side of the blister, with a fine black line painted on the port outer aileron. On all unarmed PR conversions the gunsight was replaced by a small camera control box from which the pilot could turn the cameras on, control the time intervals between photos and set the number of exposures.[63]

In 1941, a new system of mark numbers was introduced, independent of those used for the fighter versions. Also, several PR conversions were re-converted to later PR types.

  • The C turi ga aylandi PR Mk III.
  • The D turi ga aylandi PR Mk IV.
  • The E turi ga aylandi PR Mk V.
  • The F turi ga aylandi PR Mk VI.
  • The G turi ga aylandi PR Mk VII.[64]

In all, 1,567 Mk Is were built (1,517 by Supermarine between May 1938 and March 1941, 50 by Westland, July to September 1941).[65]

Mk II (Type 329)

Bilan bog'liq ommaviy axborot vositalari Supermarine Spitfire Mark II Vikimedia Commons-da

Spitfire Mk IIa P7666 ning 41 otryad. P7666 "Observer Corps" was flown by Squadron Leader Donald Finlay; Finlay shot down two Bf 109s yilda P7666 1940 yil noyabrda.

In the summer of 1939 an early Mk I K9788 was fitted with a new version of the Merlin, the XII. With the success of the trial it was decided to use this version of the Merlin in the Mk II which, it was decided, would be the first version to be produced exclusively by the huge new Lord Nuffield soya zavodi da Bromvich qal'asi.[66]

Chief among the changes was the upgraded 1,175 horsepower (876 kW) Merlin XII engine. This engine included a Kofman dvigatelining starteri, instead of the electric system of earlier and some later versions of the Merlin, and it required a small "teardrop" blister on the forward starboard cowling.[66] The Merlin XII was cooled by a 70% to 30% water glikol mix, rather than pure glycol used for earlier Merlin versions.[67]

In early 1940 Spitfire Is of 54 va 66 Squadrons were fitted with Rotol manufactured wide-bladed propellers of 10 ft 9 in (3.27 m) diameter, which were recognisable by a bigger, more rounded spinner: the decision was made that the new propeller would also be used exclusively by the Mk II. This engine/propeller combination increased top speed over the late Mk I by about 6–7 mph below 17,000 feet (5,200 m), and improved climb rate.[68] Due to all of the weight increases maximum speed performance was still lower than that of early Mk Is, but combat capability was far better.[31] The Mk II was produced in IIA eight-gun and IIB cannon armed versions. Deliveries were very rapid, and they quickly replaced all remaining Mk Is in service, which were then sent to Operational Training Units. The RAF had re-equipped with the new version by April 1941.[31] The Rotol propeller units were later supplemented by de Havilland constant-speed units similar to those fitted to Mk Is.

A small number of Mk IIs were converted to "Long Range" Spitfires in early 1941. These could be recognised by the fixed 40 gal (182 l) fuel tank which was fitted under the port wing. With a full tank manoeuvrability was reduced, maximum speed was 26 mph (42 km/h) lower and the climb rate and service ceiling were also reduced. Several squadrons used this version to provide long-range bomber escort.[69]Once the Mk II was taken out of front line service, 50 of them were converted for air-sea rescue work, at first under the designation Mk IIC (type 375) but later referred to as the A.S.R Mk II. The Merlin XII was replaced by the Mark XX, a "rescue pack" was fitted in the flare chute and smoke marker bombs were carried under the port wing.[70]

A total of 921 Mk IIs were built, all by Castle Bromwich.[65] A small number of Mk IIs were converted to Mk Vs.[nb 8]

Mk III (Type 330)

The Mk III was the first attempt to improve the basic Spitfire design and introduced several features which were used on later marks. Powered by a Rolls-Royce RM 2SM, later known as the Merlin XX, developing 1,390 hp (1,036 kW) due to its two-speed supercharger, the wingspan was reduced to 30 ft 6 in (9.3 m) and the area reduced to 220 square feet (20.4 sq m) while the overall length was increased to 30 ft 4 in (9.2 m). The strengthened main undercarriage was raked forward two inches, increasing ground stability and had flaps to fully enclose the wheels when retracted. The tailwheel was also made fully retractable. The windscreen was redesigned, with a built-in, internal laminated glass, bulletproof panel and optically flat, laminated glass quarter panels.[73]

The first Mk III N3297 was first flown on 16 March 1940. In addition to N3297 in early 1941 a Spitfire Mk V, W3237 was converted to a Mk III, although it didn't have the retractable tailwheel. W3237 almashtirildi N3297 when the latter was delivered to Rolls-Royce; W3237 went on to become a test aircraft and was still being used in September 1944.[74]

Although the new Spitfire was developed to replace the earlier marks on the production lines, a decision to allocate the limited supplies of Merlin XX to the Hurricane II series meant that the Mark III lapsed. Priority then focused on the Mark V series. The Mk III with the Merlin XX was capable of a maximum speed of 400 mph (640 km/h) at 21,000 ft (6,400 m).[75]

N3297 became the power-plant development airframe, the wings were replaced with standard Type A and the aircraft was delivered to Rolls-Royce at Xeknol. A prototype Merlin 60 two-stage engine was subsequently installed, in effect making this aircraft (renumbered the type 348) the prototype Mk IX.[76]

Mk V (Types 331, 349 and 352)

Bilan bog'liq ommaviy axborot vositalari Supermarine Spitfire Mark V Vikimedia Commons-da

Spitfire LF.Mk VB, BL479, uchib ketgan Guruh kapitani M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Yunkers Ju 86 P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.[77]

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage super zaryadlovchi dizayn. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.[77]

Three versions of the Mk V were produced, with several sub-series:

Mk VA (Type 331)

The VA continued to use the Type A wing with 8 .303" Browning machine guns. This version could reach a top speed of 375 mph (603 km/h) at 20,800 ft (6,300 m), and could climb to 20,000 ft (6,100 m) in 7.1 minutes. A total of 94 were built.[65] One well known VA was W3185 D-B uchib ketdi Duglas Bader when commanding the Tangmir Wing in 1941.[78] He was shot down in this aircraft (possibly by friendly fire) during a "Circus" (a wing of fighters escorting a small number of bombers) over Northern France on 9 August 1941 and spent the rest of the war as a POW. In April 1941 two Spitfire VAs R7347 va W3119 yuborildi Raytlar maydoni, Dayton, Ogayo shtati USA as sample aircraft. Both Spitfires were tested by NACA; one series of tests included the fitting of special NACA "jet-propulsion" exhaust stacks.[79]

Mk VB and VB(trop) (Types 349 and 352)

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a fishtail type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s.[80] After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.[42]

Spitfire VC(trop), fitted with Vokes filters and disc wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs – and all VCs – used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.[81]

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades.[82] The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length.[83] The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the xizmat ko'rsatish shipi.[42] A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.[80]

The VB series were the first Spitfires able to carry a range of specially designed slipper-type drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted just forward of the inboard flaps. When the tank was released, these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.[84]

With the advent of the superb Foke-Vulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed,[85] hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use clipped wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m). The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" super zaryadlovchi impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).[86]

VB Trop of 40 otryad SAAF fitted with the streamlined version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new desert camouflage scheme was applied.[87] Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Misr by replacing the Vokes filter with locally manufactured Aboukir-type filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.[h][88]

Mk Vc and V (trop) (Types 349 and 352/6)

As well as having most of the standard Mk V features this version had several important changes over the earlier Mk V, most of which were first tested on the Mk III. These included the re-stressed and strengthened fuselage structure and the new windscreen design, which was also used on some Vb Spitfires. The Vc also introduced the Type C or "Universal" wing along with the revised main undercarriage; the tops of these wings featured large, bulged fairings to provide clearance for the ammunition feed motors of two Hispano cannon. Because two cannon were seldom fitted, these fairings were later reduced in size to more streamlined shapes.[89][90] A deeper radiator fairing was fitted under the starboard wing and a larger oil cooler with a deeper, kinked air outlet was fitted underneath the port wing. In addition more armour plating was added, protecting the bottom of the pilot's seat and the wing ammunition boxes.[91]

Spitfire VC launching from Wasp davomida "Bowery" operatsiyasi. This was part of the first contingent of Spitfires which were supplied to the RAF on Malta. A 60-gallon "slipper" type drop tank was mounted under the centre section and the top surfaces have been painted blue or blue/gray to help camouflage the Spitfire during the long flight across the Mediterranean.

The first Spitfire modified to carry bombs was a Maltada -based Vc, EP201, which was able to carry one 250 lb (110 kg) bomb under each wing. In a note to the Air Ministry Havo vitse-marshali Keyt Park wrote "[w]e designed the bomb gear so that there was no loss of performance when the bombs were dropped. Unlike the Bo'ron bomb gear our Spitfire throws away all external fittings with the exception of a steel rib which protrudes less than one inch from the wing.[92]"

One VC (trop) BP985 was modified by 103 MU as a high altitude fighter capable of intercepting the Ju 86P photo reconnaissance aircraft which were overflying Allied naval bases in Egypt. This aircraft was stripped of all unnecessary weight, including all armour plating and the Hispano cannon, while the siqilish darajasi of the Merlin 46 was increased by modifying the cylinder block. A four bladed de Havilland propeller was fitted along with an Aboukir filter, a larger 9.5 gallon oil tank and extended wingtips.[93]

The first Spitfire to be sent overseas in large numbers was the Mk Vc (trop). The majority of these were used by Allied squadrons in the Mediterranean theatre (including North Africa), Burma and in Australia with No. 1 Fighter Wing RAAF. The Vc initially suffered a high rate of mechanical failure in Australia, due to corrosion in engine cooling pipes that were unfilled and exposed to salt air, while being shipped from the UK.[94]

With the advent of the Mk IX, few Mk Vc Spitfires saw combat over Europe.

Spitfire V production and overseas shipments

A total of 300 Mk VC(trop)s were shipped to Avstraliya uchun RAAF; the first of these arrived in late 1942. A total of 143 Spitfire VB (including Mk II conversions) were supplied to Soviet Union.[95] Portugal received two lots of Spitfire VBs; 33 refurbished ex-RAF aircraft started arriving in early 1944 and a further and final shipment of 60 mainly clipped wing L.F Mk VBs arrived in 1947. All were retrofitted with TR 9 HF radios and had no IFF. The last of these Spitfires were taken out of service in 1952.[96] Twelve were delivered to Royal Egyptian Air Force.

In 1944 enough Spitfire VB (trop)s to equip one squadron were supplied to kurka. Some were later fitted with the larger, pointed rudder developed for later Merlin-powered Spitfires. These flew alongside of the Focke-Wulf Fw 190A-3s which had been supplied to Turkey by Germany.[97][98]

In total, production was 6,479, consisting of 94 Mk VA, built by Supermarine, 3,911 Mk VB, (776 by Supermarine, 2,995 Castle Bromwich and 140 Westland) and 2,467 Mk VC, (478 Supermarine, 1,494 Castle Bromwich, 495 Westland) plus 15 PR Type F by Castle Bromwich.[65]

German Daimler Benz powered Spitfire VB

In November 1942 a Spitfire VB EN830 NX-X ning 131 Squadron qildi majburiy qo'nish in a turnip field at Dielament Manor, Trinity, Jersi, Germaniya istilosi ostida vaqtida. This aircraft was repairable and started being test flown in German markings and colours at the Luftwaffe's central research facilities at Erprobungsstelle Rechlin. There it was proposed that the Spitfire's Merlin engine should be replaced by a Daimler-Benz DB 605 A inverted Vee-12 engine; the Spitfire was sent to Echterdingen, janubda Shtutgart, where Daimler-Benz operated a flight testing division.[99]

When the Merlin engine was removed it was discovered that the fuselage cross section was virtually identical to that of the engine nacelle of a Messerschmitt Bf 110 G. Consequently, a new engine support structure was built onto the Spitfire's fuselage and the DB 605 engine and cowling panels added. A propeller unit and supercharger air intake from a Bf 109 G completed the installation.[99]

Other changes made were to replace the Spitfire instruments with German types, and to change the 12-volt electrical system to the German 24-volt type. In this form the Daimler-Benz Spitfire started flying in early 1944. It was popular with German pilots and was flown regularly until destroyed in a USAAF bombing raid on 14 August 1944.[99][100]

Mk VI (Type 350)

Bilan bog'liq ommaviy axborot vositalari Supermarine Spitfire Mark VI Vikimedia Commons-da

Mk VI of № 124 otryad RAF da RAF North Weald 1942 yil

At the time that the Mk V was placed in production there were growing fears that the Luftwaffe were about to start mass-producing very high flying bombers such as the Yunkers Ju 86, which could fly above the reach of most fighters of the time. It was decided that a new Spitfire variant would be required with improved high altitude performance.[101] During a meeting held at the RAE da Farnboro on 17 February 1941 the Air Ministry asked "that a Spitfire should be provided with a pressure cabin capable of maintaining a pressure differential of 1 pound per square inch (69 hectopascals; 0.068 standard atmospheres) at 40,000 feet (12,000 m)."[nb 9] A Marshal -manufactured compressor was to be used, and it was agreed that the sliding canopy could be replaced by one which could not be slid open, as long as it could be jettisoned by the pilot.[102]

The pressurised cabin was used to counter the physiological problems encountered by pilots at high altitudes.[101] The cabin was not like the fully pressurised cabin of a modern airliner; the pressure differential provided by the modified cockpit of the VI was only 2 psi (140 hPa; 0.14 atm) (which was double the Air Ministry requirement).[101] To achieve this, the forward and rear cockpit bulkheads were completely enclosed, with all control and electrical cables exiting though special rubber sealing grommets. In addition, the side cockpit door was replaced with alloy skin and the canopy was no longer a sliding unit: externally there were no slide rails. Once the pilot was in, the canopy was locked in place with four toggles and sealed with an inflatable rubber tube. It could be jettisoned by the pilot in an emergency.[101] The windscreen of production Mk VIs was the same as the type fitted to the Mark III and some Mk Vs although it was fitted with an inward opening clear-view panel on the port quarter pane.[103] The effect was to make 37,000 ft (11,000 m) seem like 28,000 ft (8,500 m) to the pilot, who would still have to wear an oxygen mask. Pressurisation was achieved by a Marshall-manufactured compressor located on the starboard side of the engine, fed by a long intake below the starboard exhaust stubs. Mk VIs were built with the Coffman cartridge starter, with a small teardrop fairing just ahead of the compressor intake.[101]

The engine was a Rolls-Royce Merlin 47 driving a four-bladed Rotol propeller of 10 ft 9 in (3.27 m) diameter; the new propeller provided increased power at high altitudes, where the atmosfera is much thinner. To help smooth out airflow around the wingtips the standard rounded types were replaced by extended, pointed versions extending the wingspan to 40 ft 2 in (12.2 m). Otherwise the wings were B turi.[104]

The maximum speed of the Mk VI was 356 mph (573 km/h) at 21,800 ft (6,600 m). However, because of the limitations of the single stage supercharger, at 38,000 ft (11,600 m) the maximum speed had fallen away to 264 mph (425 km/h). The service ceiling was 39,200 ft (11,900 m).[104]

The threat of a sustained high altitude campaign by the Luftwaffe did not materialise and only 100 of the Mk VIs were built by Supermarine.[65] Only two units, 124 otryad va 616 otryad, were fully equipped with this version, although several other units used them in small numbers as a stop-gap.[101] More often than not, the Spitfire VIs were used at lower altitudes where it was outperformed by conventional Spitfires. At high altitudes it was discovered that modified Spitfire Vs could perform almost as well as the Mk VI. At low levels, especially, pilots were often forced to fly with the canopy removed because the cockpit would get uncomfortably hot and they were not confident it would be possible to jettison the canopy in case of an emergency.[101]

In 1943 five Spitfire VIs (BS106, BS124, BS133, BS134 va BS149) were converted to improvised PR Mk VIs by 680 Squadron Misrda. These aircraft had been "tropicalised" using the same bulky Vokes filter and other equipment used by Spitfire VB Trops, as well as being painted in a "desert" camouflage scheme.[105]

By the time these aircraft arrived they were no longer required to intercept high-flying Yunkers Ju 86 P reconnaissance aircraft although there was a need for a pressurised RAF photo reconnaissance aircraft to carry out missions over Krit va qolganlari Gretsiya. 103 MU at Aboukir carried out the modifications by removing the armament and installing vertical F8 cameras in the rear fuselage. These Spitfires were used a few times in April and May 1943 but were withdrawn from service by August. They were the first pressurised PR Spitfires.[105]

PR Mk XIII (Type 367)

The PR Mk XIII was an improvement on the earlier PR Type G with the same camera system but a new engine, the Merlin 32, which was specially rated for low-altitude flight. It carried a light armament of 4 × .303" Browning machine guns. The first prototype Mk XIII was tested in March 1943.[106]

Twenty-six Mk XIIIs were converted from either PR Type G, Mk II or Mk Vs. They were used for low level reconnaissance in preparation for the Normandiya qo'nish.[106]

For the evolution of the Spitfire with the two-stage Merlin engine, see Supermarine Spitfire (kech Merlin tomonidan ishlab chiqarilgan variantlar).

Ishlab chiqarish

The breakdown of production figures is taken from "Spitfire: Simply Superb part three" 1985, p. 187. Information as to when the first production aircraft emerged is from the serial number lists provided in Morgan and Shacklady 2000. The majority of the early P.R Spitfires were converted from existing airframes and are not listed separately . Because the first Mk Vs were converted from Mk I and some Mk II airframes the first true production Spitfire V is listed.

Production by Mark[107][108]
MarkTomonidan qurilganNumbers BuiltIzohlar
PrototipSupermarine1K5054. First flight 5 May 1936.[15]
IA, IBSupermarine, Westland1,567First production Spitfire K9787 first flew 14 May 1938.
IIA, IIBBromvich qal'asi921First CB built Spitfire P7280, 1940 yil iyun.
IIISupermarine2N3297 converted from Mk I, W3237 converted from Mk V.
VA, VB, VCSupermarine, Castle Bromwich, Westland6,487First Mk V; P8532 (VB) June 1941.
VISupermarine100First Mk VI AB136 December 1941.

Shuningdek qarang

Bilan bog'liq rivojlanish

Adabiyotlar

Izohlar

  1. ^ K9788 (the 2nd production Spitfire) was delivered to Martlesham Heath for trials on 19 July 1938, followed by the first production Spitfire, K9787 on 27 July: K9789 was the first to enter squadron service on 4 August.[20]
  2. ^ Before this change pilots had to pump the undercarriage up with their right hand while simultaneously trying to keep the Spitfire controlled using the left hand on the control column. This often led to a condition known as "Spitfire knuckle" where pilots skinned their hand on the side of the cockpit while pumping.[26]
  3. ^ Frame 11 is the double thickness fuselage frame at the rear of the cockpit on which the pilot's seat and, from mid-1940, back and head armour was mounted.[27]
  4. ^ One major problem which became apparent when the Spitfire encountered German fighters was the Merlin sometimes cut out "bunting" into a dive due to the carburettor design – see Rolls-Royce Merlin#Carburettor developments va Supermarine Spitfire#Carburettor versus fuel injection. Early Spitfires were at a disadvantage against Bf 109s which, with their direct yonilg'i quyish, could push straight into a dive. Spitfire pilots would have to half roll into a dive, pulling the control column back to apply "positive G", then roll back out again, by which time the Bf 109 was often long gone.[33]
  5. ^ Combat experience had shown that fabric covered ailerons seemed to lock solid in high speed dives: this was caused by the fabric "ballooning" which, in turn, increased the control column forces needed to move them. Supermarine quickly produced a set of ailerons covered with light alloy and, in November 1940, these were fitted to a trial Mk I. Pilots reported a considerable improvement in handling at high speeds. RAF qiruvchi qo'mondoni ordered a crash programme to have all front line Mk Is and Mk IIs fitted. However, Spitfires were still being delivered with fabric covered ailerons in June 1941.[42] Duglas Bader had the Spitfires of his Wing fitted with the new ailerons after contacting the factory directly. Since his airfield was so close to the factory he arranged for the fighters to fly to the factory airfield and be refitted one at a time.[43]
  6. ^ World Speed Records and other aviation records were and still are set by the Fédération Aéronautique Internationale (FAI). A record needs to be set over a recognised course at a set altitude to be valid. The Speed Spitfire would have come under the category CLASS C, GROUP 1d.[45]
  7. ^ The name "Camoutint" was used by the manufacturers of the paint. This blue/green colour was later used by the RAF as the basis of a "Sky (Type S)". It was the first in a new range of smooth, eggshell finish paints replacing the drag-inducing matt finishes in use up until 1942. Photo reconnaissance units were given a free hand by the RAF to use their own camouflage schemes and colours, hence many of the earlier PR Spitfires appeared in a variety of schemes, including an overall dark "Royal Blue" for many Mediterranean-based Spitfires. Eventually an overall "PRU Blue" became the standard scheme. A pale, almost off-white "Camoutint Pink" was used on some low-flying PR Spitfires, including the Type E and some Type G and FR IXs.[54]
  8. ^ A Spitfire Mk II, P8563, which had crashed into a torf bog in 1942, killing the pilot, was unearthed on 9 March 2008 by a group of aviation archaeologists.[71][72]
  9. ^ The specially developed Westland Welkin high altitude fighter provided 3.5 psi (240 hPa; 0.24 atm) at 45,000 feet (14,000 m).

Iqtiboslar

  1. ^ Price 1991, p. 10.
  2. ^ McKinstry 2007, p. 6.
  3. ^ McKinstry 2007, pp. 5–6.
  4. ^ McKinstry 2007, pp. 67–69, 75.
  5. ^ a b v d e f g Barbic 1996, pp. 165–167.
  6. ^ Air Ministry 1940, p. 7.
  7. ^ Air Ministry 1941, p. 7.
  8. ^ Morgan and Shacklady 2000, pp. 74, 172.
  9. ^ Price 1999, p. 135.
  10. ^ a b Price 1999, p. 100.
  11. ^ Smallwood 1996, pp. 16–18.
  12. ^ Morgan va Shacklady 2000, p. 593.
  13. ^ Raqamlarni kiriting Arxivlandi 2011 yil 27 iyul Orqaga qaytish mashinasi Retrieved: 10 February 2008.
  14. ^ McKinstry 2007, p. 54.
  15. ^ a b McKinstry 2007, p. 60.
  16. ^ Price 2002, p. 49.
  17. ^ Price 2002, p. 51.
  18. ^ Price 2002, pp. 56, 60.
  19. ^ McKinstry 2007, pp. 70–74.
  20. ^ a b Narx 2010, p. 88.
  21. ^ Morgan va Shacklady 2000, p. 45.
  22. ^ a b v Price 1999, p. 67.
  23. ^ Morgan va Shacklady 2000, p. 47.
  24. ^ a b Price 2002, p. 81.
  25. ^ RAF slang terms Arxivlandi 2008 yil 20 aprel Orqaga qaytish mashinasiTrolley acc Arxivlandi 2008 yil 28 avgustda Orqaga qaytish mashinasi Retrieved: 5 March 2008.
  26. ^ a b Price 1999, p. 70.
  27. ^ Deere 2010, pp. 164–165.
  28. ^ a b v d Price 1996, p. 19.
  29. ^ Morgan and Shacklady 2000, pp. 53–55.
  30. ^ Price 1996
  31. ^ a b v Price 1996, p. 21.
  32. ^ Price 2002, p. 82.
  33. ^ McKinstry 2007 p. 110.
  34. ^ Yog'och va Dempster 1990, p. 87.
  35. ^ Xarvi-Beyli 1995, p. 155.
  36. ^ Morgan and Shacklady 2000, pp. 55–56.
  37. ^ Air Ministry 1940, Section 1, para vii "Combat concessions".
  38. ^ "Merlin II and III Use of +12 lbs./sq.in Boost Pressure – Alterations and Precautions." Air Ministry's Air Publication A.P.1590B/J.2-W. 16. London: Air Ministry, 1940.
  39. ^ Morgan va Shacklady 2000, p. 57.
  40. ^ Morgan and Shacklady 2000, pp. 57–61.
  41. ^ Price 1996, p. 53.
  42. ^ a b v d Morgan va Shacklady 2000, p. 142.
  43. ^ Price 1996, pp.53–54.
  44. ^ Lopes 1990, pp. 19, 20.
  45. ^ FAI website Retrieved: 20 July 2009.
  46. ^ FAI record (current) Arxivlandi 2008 yil 27-may kuni Orqaga qaytish mashinasi Retrieved: 29 April 2008.
  47. ^ a b v Price 2002, p. 83.
  48. ^ Price 2002, p. 91.
  49. ^ a b Price 2002, p. 87.
  50. ^ Price 2002, pp.87–90.
  51. ^ id=1500 Speed Spitfire
  52. ^ a b v Matusiak 2007, p. 5.
  53. ^ Matusiak 2007, p. 4.
  54. ^ Matusiak 2007, pp. 12–14
  55. ^ Matusiak 2007, p. 18.
  56. ^ Matusiak 2007, 6-8 betlar
  57. ^ Matusiak 2007, p. 7.
  58. ^ Matusiak 2007, 18-19 betlar.
  59. ^ Narx 2002, p. 100.
  60. ^ Matusiak 2007, 20-21 betlar.
  61. ^ Matusiak 2007, 11-12 betlar.
  62. ^ a b v Matusiak 2007, 12-bet
  63. ^ Smallwood 1996, pp 40, 41.
  64. ^ Narxi 1999, 99-100 bet.
  65. ^ a b v d e "Spitfire: Uchinchi qism shunchaki ajoyib" 1985, p. 187.
  66. ^ a b Narx 1999, p. 107.
  67. ^ Havo vazirligi 1940, p. 9.
  68. ^ Morgan va Shacklady 2000, pp.97, 99.
  69. ^ Narx 1999, p. 109.
  70. ^ Narx 1999, 109-110 betlar.
  71. ^ "Spitfire Stanhope Moorsdan qazilgan." Arxivlandi 2010 yil 17 dekabr Orqaga qaytish mashinasi akia.co.uk, Havo halokatini tekshirish va arxeologiya. Qabul qilingan 22 iyun 2009 yil.
  72. ^ Dikson, Rebekka. "Spitfire P8563 ning so'nggi reysi ..." Arxivlandi 2012 yil 23 fevral Orqaga qaytish mashinasi Newsandstar.co.uk. Qabul qilingan: 2009 yil 22-iyun.
  73. ^ Narx 1999, p. 125.
  74. ^ Morgan va Shacklady 2000, 129-131 betlar.
  75. ^ Morgan va Shacklady 2000, p. 132.
  76. ^ Narx 1999 yil, 125–126 betlar.
  77. ^ a b Narx 1999, p. 129.
  78. ^ Narx 2002, p. 131.
  79. ^ "Spitfire VA parvoz sifatlari" (PDF).
    "Spitfire VA to'xtash joyining xususiyatlari" (PDF).
    "Reaktiv harakatlanish egzozlari" (PDF). Qabul qilingan: 2009 yil 29-yanvar.
  80. ^ a b Morgan va Shacklady 2000, p. 171.
  81. ^ Matusiak 2004, 76-77 betlar.
  82. ^ Matusiak 2004, 81-82 betlar.
  83. ^ Matusiak 2004, 86-88 betlar.
  84. ^ Morgan va Shacklady 2000, p. 148.
  85. ^ McKinstry 2007, bet 278-279
  86. ^ Narx 1999, p. 145.
  87. ^ Matusiak 2004, p. 13.
  88. ^ Morgan va Shacklady 2000, p. 154.
  89. ^ "Spitfire: Simply Superb uchinchi qism" 1985, 184–185 betlar.
  90. ^ Morgan va Shacklady 2000, p. 151.
  91. ^ Morgan va Shacklady 2000, p. 156.
  92. ^ Morgan va Shacklady 2000, p. 155.
  93. ^ Morgan va Shacklady, 2000 bet 148, 155-156.
  94. ^ Alfred Prays, Spitfire Mark V Aces 1941–45, Osprey Publishing, 1997, p. 70.
  95. ^ Morgan va Shacklady 2000, 154-155 betlar.
  96. ^ Lopes 1980, 21, 22, 24, 25 betlar.
  97. ^ "Spitfire: Uchinchi qism shunchaki ajoyib" 1985, p. 189.
  98. ^ Morgan va Shacklady 2000, p. 181.
  99. ^ a b v Narx 2002, p. 138.
  100. ^ JB quvvatli Spitfire Vb Qabul qilingan: 2008 yil 4-aprel.
  101. ^ a b v d e f g Narx 2002, p. 147.
  102. ^ Morgan va Shacklady 2000, p. 254.
  103. ^ Narx 2002, p. 173.
  104. ^ a b Narx 2002, p. 150.
  105. ^ a b Matusiak 2007, p. 30.
  106. ^ a b Narx 1999, p. 182.
  107. ^ "Spitfire: Uchinchi qism shunchaki ajoyib" 1985, p. 187
  108. ^ Morgan va Shacklady 2000

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