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Shockwave Productions Inc.

Supermarine Spitfire Mk I

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Virtual Cockpit

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History

The Supermarine Spitfire is one of the truly legendary aircraft, not just of World War II, but of all time. A brilliant design, the basic Spitfire wing and fuselage were able to be developed over and again into many different configurations during the course of World War II, and each excelled in its own right. This aircraft features all of the latest advances in "Absolute Realism" flight modeling, including engine management and airspeed gage error. We have introduced a new aspect of realism by incorporating the airspeed indicator error factor into the pilot's airspeed indicator. View the chart below to see the error correction factors.

The Spitfire was designed by R. J. Mitchell, an aeronautical engineer of stellar talent who had previously designed such aircraft as the Supermarine S6B, which won the Schneider Trophy in 1931. Borrowing from the developments of others, including the low-wing, monocoque design which came from the United States, Mitchell crafted a superb basic design which stands to this day as one of the greatest piston fighters in aviation history. Mitchell envisioned a light, maneuverable craft with low drag, elliptical wings, and a broad performance envelope. The result was the Spitfire, a capable, lethal, yet forgiving aircraft that proved more than equal to anything the Germans could throw at it, including the vaunted Focke-Wulf 190.

The Spitfire had a number of design characteristics which set it apart from other contemporary fighter aircraft. The Merlin engine, the elliptical wing, the well-harmonized controls, and the versatile wing planform all worked together to create a package that was perhaps unmatched in terms of its immediate effectiveness and its potential to be developed further. Unlike the Japanese Zero, which was obsolete by 1943, the Spitfire was just getting into its prime. Chief among the features that set the Spit apart from other aircraft was its wing, which design served multiple purposes. The elliptical planform and relatively broad root chord allowed a thinner airfoil section, reducing drag while preserving lift, allowing very low wing loading. This increased top speed, preserved a low stalling speed, increased the service ceiling, and provided excellent low-speed agility. But the broad wing chord also allowed the convenient fitment of armament such as multiple 20mm cannon.

The Spitfire set a number of aviation performance records, including the fastest recorded speed in a dive (606 mph true airspeed) and a height record. It last saw combat in 1948 during the Arab-Israeli war, where Spitfires from both sides were pitted against one another. But the honor which will always distinguish this singular aircraft is its superb service during the Battle of Britain, where it -- along with the Hawker Hurricane -- helped to fend off German designs for invasion of Great Britain. For that, it will always be remembered.

About fifty Spitfires survive today, many still flyable.

General Information - Supermarine Spitfire Mk IA

The Spitfire Mk IA was the initial production version with some minor modifications. It utilized the Merlin III engine, and with the availability of high-octane fuel, was able to be overboosted to 12 psi of manifold pressure using a boost control cutout. This greatly increased the top speed, but was discouraged in all but the most dire emergencies. In the event, most pilots considered any form of air combat a dire emergency, and the overboosting of the Merlin III became routine. This aircraft also made use of the Rotol constant speed propeller which improved performance substantially as compared to the original, two-bladed wooden props fitted to the Mk IA.

Empty Weight: 4,999 lbs.
Wingspan: 36.8 feet
Wing Area: 242 square feet
Normal Takeoff Weight: 6,050 lbs.
Maximum Takeoff Weight: 6,250 lbs.
Top Speed @ sea level: 289 mph TAS
Top Speed @ sea level: 340 mph TAS (War Emergency)
Top Speed: 354 mph TAS @ 20,000 feet MSL
Top Speed: 410 mph TAS @ 20,000 feet MSL (War Emergency)
Stalling Speed, clean (6,000 lbs.): 81 mph IAS
Stalling Speed, landing (6,000 lbs.): 69 mph IAS
Service Ceiling: 34,700 feet
Powerplant: Rolls-Royce Merlin III, 1300 HP War Emergency, 1025 HP for takeoff.
Armament: (8) .303 caliber machine guns with 300 rounds per gun.

Weights and Loading

The Wings of Power Supermarine Spitfire Mk IA is set up with a high level of realism, which extends to aircraft loading and fuel supply. Check your fuel and payloads menu and make sure your aircraft is set up for the type of mission you wish to fly.

Cockpit Check - Controls

Fuel Selector - Both cocks open
Elevator Trim - neutral
Flaps - UP
Undercarriage selector - DOWN
Propeller Control - Full forward
Radiator flap - OPEN
Flight Instruments - Checked and Set
Engine Instruments - Checked
Switches - Checked

Airspeed Indicator Correction

There is a substantial error between the indicated airspeed shown on the pilot's airspeed indicator and the actual, calibrated airspeed. Use the following table to obtain calibrated airspeed. The upper row shows the gage reading, and the lower row shows the actual, calibrated airspeed. You can see this difference by holding the mouse over the gage and comparing the tool tip reading with the indicated speed on the gage.

IAS, mph	100	110	120	130	140	150	175	200	250	300
CAS, mph	109	117	125	133	141	150	171	193	240	290

Mixture Control - Precision Fuel Management

This aircraft is equipped with a manual mixture control and a gravity carburetor. The engine will cut out in negative 'g' maneuvers. There is a popup panel with a gage that will allow you to set you mixture control to exactly the right place for takeoff, climb, rich cruise, or lean cruise. Set the needle to the "Climb" position for takeoff using the gage as a guide. See the reference for an explanation of how this gage works.

Radiator Flap Control

The radiator flap increases drag and thus should be closed unless climbing or taxying. Top speed will be reduced if the radiator flap is open.

Engine Starting

Cockpit Check - COMPLETE
Hold brakes.
Turn the battery switch ON.
Recheck both fuel cocks ON.
Turn the magneto switch on BOTH.
Set mixture control to RICH.
Set fuel control OPEN.
Prime engine if cold using priming pump.
Engage starter switch until the engine starts.
Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
Idle at 1000 RPM until the oil temperature reaches 40 degrees C.
Turn ON generator.
Turn ON avionics.
Check all instruments for proper function.
After warm-up, idle at 1000 RPM or slightly less.

Pre-takeoff and Taxi Check

The drill is "TMP, Fuel, Flaps, and Radiator"
See that the elevator trim tab is properly set.
Check mixture is RICH.
Check prop pitch is fully forward (fine pitch).
Recheck fuel cocks ON.
Check flaps UP.
Check radiator flap is OPEN.
Check pneumatic pressure.
Test brakes.
Check the magnetos at 2000 RPM. 150 RPM drop maximum.
Exercise propeller control.

Takeoff

Takeoff for the Spitfire is not difficult, and torque effects are moderate, but narrow-track gear makes good rudder control a must. Pull out and line up on the runway, making sure the stick is well back. Advance the throttle gradually and smoothly up to takeoff power. Don't lift the tail by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

Keep the airplane in a three-point attitude until you have plenty of airspeed. Then lift the tail and rotate once flying speed has been reached. Don't start to climb until an airspeed of 140 mph IAS has been reached.

Normal takeoff power is +6.3 psi and 3000 RPM. War emergency power of +12 psi and 3000 RPM can be used if desired. See engine limitations below for more information.

After Takeoff

Raise the landing gear.
Adjust the prop to 2600 RPM.
Trim the aircraft as required for climbing.
Check all instruments.

Climb Control

A normal, brisk climb is made at 162 mph IAS with a manifold pressure of +6.3 psi and the propeller set to 2600 RPM. A climb to 20,000 feet can be accomplished in about 7.5 minutes and will cover about 20 statute miles. Above 20,000 feet, allow the climbing speed to fall off gradually until you are climbing at 135 mph IAS at 30,000 feet. A climb to this altitude will use about 16 gallons of fuel. For maximum performance, climb at +12 psi and 3000 RPM. For maximum range, climb at 0 psi and 2500 RPM with the mixture set to Auto Rich.

The climb can also be made at higher speed, beginning at 185 mph at sea level. Maintain 185 mph IAS until reaching 20,000 feet, and then allow the speed to drop to 135 mph IAS at 30,000 feet. The rate of climb is about the same or slightly less, but the distance covered will be substantially farther.

If you are using manual mixture control, set the mixture using the gage as shown for maximum climbing power:

Cruise Control Schedule

Calculate your fuel consumption and time to your destination using the following table. If you are using manual mixture control, set the mixture to either "Auto Rich" or "Auto Lean" as shown below, depending on the engine power setting indicated in the table:

AUTO RICH (Maximum power)

AUTO LEAN (Maximum range)

Altitude, feet	Pilot's IAS	Manifold Pressure	RPM	mph TAS	GPH	Mixture Setting	Specific Range, NM/gal
5,000	241	0 psi	2000	249	41	Auto Lean	5.3 mpg
13,000	293	+6.3 psi	2650	337	78	Auto Rich	3.7 mpg
15,000	162	-4.5 psi	1700	201	21	Auto Lean	8.3 mpg
18,000	275	+4 psi	2400	318	55	Auto Lean	5.0 mpg
30,000	201	-1.6 psi	2000	301	44	Auto Lean	7.2 mpg

Engine Limitations and Characteristics

The Rolls-Royce Merlin III engine is an excellent performer to medium altitudes. War Emergency Power is obtained by operating the boost control cutout, a small red lever ahead of the throttle control on the throttle quadrant.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	MAXIMUM CRUISE	ECONOMY CRUISE
Boost	+12 psi	+6.3 psi	+12 psi	+6.3 psi	+6.3 psi	+4 psi	-4.5 psi
RPM	3000	3000	3000	3000	2600	2650	1700

War Emergency Power and Throttle Position

The war emergency power control limits the maximum manifold pressure by limiting throttle position. Therefore, even if the throttle is pushed to the limit (100 percent) the power will be limited to the maximum continuous setting. If the throttle is at the maximum position and the boost control cutout is then activated, enabling WEP, nothing will happen until the throttle is moved slightly. Then the full range of boost pressure will be available until the boost control cutout control is returned to its normal position.

If the throttle is moved beyond the limit set by the automatic boost control, the boost pressure needle may fluctuate momentarily before returning to its maximum limited value. This is normal.

To avoid this and to set power realistically, set your normal power using the throttle position, advancing the throttle only as far as necessary to achieve the desired non-WEP power level. For example, to take off, advance the throttle only as far as necessary to cause the boost gage to read +6.3 psi and no more. If WEP is desired, first activate the boost control cutout and then advance the throttle fully or to the desired boost pressure.

Landing

Check tanks, both cocks OPEN.
Check the mixture control and set to RICH.
Set the prop to about 2650 RPM.
Check the traffic pattern and obtain clearance to land.
Slow down to 160 mph IAS and lower the landing gear. Retrim as needed.
The normal speed in the traffic pattern with wheels down is 120 mph IAS.
Lower the flaps after turning to your final approach.
Set propeller fully forward (high RPM).
Fly the final approach at 90 mph IAS, crossing the runway threshold at about 75 mph IAS.
Touchdown at 66 mph IAS.
Lower the tailwheel gently.
Brake as necessary.

Flight Characteristics

The Spitfire is a very pilot-friendly aircraft and has no real vices. The narrow undercarriage requires extra attention while taxying but otherwise the aircraft presents no special challenges. The elevators are very light and thus care must be taken not to create an accelerated stall condition. Roll response is quite good up to about 300 mph IAS. Beyond 350 mph IAS, however, the controls will get very heavy and the aircraft will become very difficult to roll. Do not exceed 450 mph IAS in a dive.

Stalls

A power-off, 1g stall in the Spitfire presents no special problems. The wing will drop to one side or another, usually to the left if there is any power applied. Recovery is normal. Accelerated stalls will result in a much more sudden departure and will require immediate corrective action.

Spins

Like any high performance plane of this type, spins are not recommended. The aircraft will tend to lose a good deal of altitude if recovery is not immediate. Power-on spins are much worse; if the aircraft spins with power on, cut the power, push the stick forward, neutralize the ailerons, and apply rudder opposite the direction of the spin.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

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