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Many variants of carpenter plane types 70 Spitfire were built, using several wing configurations, and it was produced carpenter plane types 70 greater numbers than any other British aircraft. The Spitfire continues to be popular among enthusiasts; nearly 60 remain airworthyand many more are static exhibits in carpenter plane types 70 museums throughout the world.
The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. Mitchellchief designer at Supermarine Aviation Works, which operated as a subsidiary of Vickers-Armstrong from Mitchell pushed the Spitfire's distinctive elliptical wing with cutting-edge sunken rivets designed by Beverley Shenstone [4] to have the thinnest possible cross-section, helping give the aircraft a higher top speed than several contemporary fighters, including the Hawker Hurricane.
Mitchell continued to refine the carpenter plane types 70 until his death inwhereupon his colleague Joseph Smith took over as chief designer, overseeing the Spitfire's development throughout its multitude of variants. During the Battle of Carpenter plane types 70from July to Octoberthe public perceived the Spitfire to be the main RAF fighter, though the carpenter plane types 70 numerous Hurricane shouldered a greater proportion of the burden against Nazi Germany 's air force, the Luftwaffe.
However, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes because of the Spitfire's higher performance. During the battle, Spitfires were generally tasked with engaging Luftwaffe fighters—mainly Messerschmitt Bf Carpenter plane types 70 -series aircraft, which were a close match for them.
Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber, and trainer, and it continued to serve in these roles until the s. The Seafire was a carrier-based adaptation of the Spitfire that served in the Fleet Air Arm from through to the mids. Although the original airframe was carpenter plane types 70 to be powered by a Rolls-Royce Merlin engine producing 1, hp kWit was strong enough and adaptable enough to use increasingly powerful Merlins and, in later marks, Rolls-Royce Griffon engines producing up to 2, hp 1, kW.
As a result, the Spitfire's performance and capabilities improved over the course of its service life. Mitchell designed the Supermarine Type to fill this role. The was an open-cockpit monoplane with bulky gull-wings and a large, fixed, spatted undercarriage powered by the horsepower kWevaporatively cooled Rolls-Royce Goshawk engine. The Type was a big disappointment to Mitchell and his design team, who immediately embarked on a series of "cleaned-up" designs, using their experience with the Schneider Trophy seaplanes as a starting point.
This design was submitted to the Air Ministry in Julybut was not accepted. In November Mitchell, with the backing of Supermarine's owner Vickers-Armstrongstarted detailed design work on this refined version of the Type On 5 March[14] [nb 1] the carpenter plane types 70 Kfitted with a fine-pitch propeller to give more power for carpenter plane types 70, took off on its first flight from Eastleigh Aerodrome later Southampton Airport Carpenter Plane Types 01 At the controls was Carpenter plane types 70 Joseph "Mutt" Summerschief test pilot for Vickers, who is quoted as saying "Don't touch anything" on landing.
K was fitted with a new propeller, and Summers flew the aircraft on 10 March ; during this flight, the undercarriage was retracted for the first time.
They soon discovered that the Spitfire carpenter plane types 70 3] [21] was a very good aircraft, but not perfect. Edwardes-Jones' report was positive; his only request was that the Spitfire be equipped with an undercarriage position indicator.
Interim reports were later issued on a piecemeal basis. Although full-scale production was supposed to begin immediately, numerous problems could not be overcome for some time, and the first production Spitfire, Kdid not roll off the WoolstonSouthampton assembly line until mid In February the director of Vickers-Armstrong, Sir Robert MacLean guaranteed production of five aircraft a week, beginning 15 months after an order was placed.
Supermarine was a small company, already busy building Walrus and Stranraer flying boats, and Vickers was busy building Wellington bombers.
The initial solution was to subcontract the work. As a result of the delays in getting the Spitfire into full production, the Air Ministry put forward a plan that its production be stopped after the initial order forafter which Supermarine would carpenter plane types 70 Bristol Beaufighters. The managements of Supermarine and Vickers were able to convince the Air Ministry that production problems could be overcome, and a further order was placed for Spitfires on 24 March The two orders covered the K, L, and N prefix serial numbers.
The first production Spitfire came off the assembly line in mid [1] and was flown by Jeffrey Quill on 15 Mayalmost 24 months after the initial order. Inthe Carpenter plane types 70 Ministry approached Morris Motors Limited to ask how quickly their Cowley plant could be turned to aircraft production. Inthis informal request for major manufacturing facilities was replaced by a formal scheme, known as the shadow factory planto boost British aircraft production capacity under the leadership of Herbert Austin.
He was given the task of building nine new factories, and to supplement the British car manufacturing industry by either adding to overall capacity or increasing the potential for reorganisation to produce aircraft and their engines. Inconstruction began on the Castle Bromwich Aircraft Factory CBAFnext to the aerodromeand the installation of the most modern machine tools then available began two months after work started on carpenter plane types 70 site. The Spitfire's stressed-skin construction required precision engineering skills and techniques that were beyond the capabilities of the local labour force, and some time was required to retrain them.
There were difficulties with management, who ignored Supermarine's tooling and drawings in favour of their own, and the workforce continually threatened strikes or "slow downs" until their demands for higher wages were met.
In spite of promises that the factory would be producing 60 per week starting in April, by May Castle Bromwich had not yet built its first Spitfire. Although resolving the problems took time, in June10 Mk IIs were built; 23 rolled out in July, 37 in August, and 56 in September.
During the Battle of Britain, the Luftwaffe made concerted efforts to destroy the main manufacturing plants at Woolston and Itchennear Southampton. Carpenter plane types 70 first bombing raid, which missed the factories, came on 23 August Over the next month, other raids carpenter plane types 70 mounted until, on 26 Septemberboth factories were destroyed, [41] with 92 people killed and a large number injured.
Most of the casualties were experienced aircraft production workers. Fortunately for the future of the Spitfire, many of the production jigs and machine tools carpenter plane types 70 already been relocated by 20 September, and steps were being taken to disperse production to small facilities throughout the Southampton area.
A purpose-built works, specialising in manufacturing fuselages and installing engines, was built at Star Road, Caversham in Reading. This site also had an aircraft assembly hangar where many prototype and experimental Spitfires were assembled, but carpenter plane types 70 it had no associated aerodrome, no Spitfires ever flew from Hursley. Four towns and their satellite airfields were chosen to be the focal points for these workshops: [41] Southampton's Eastleigh Airport ; Salisbury's High Post and Chattis Hill aerodromes; [nb 5] Trowbridge 's Keevil aerodrome; [43] and Reading's Henley and Aldermaston aerodromes.
An experimental factory at Newbury was the subject of a Luftwaffe daylight raid, but the bombs missed their target and hit a nearby school. Completed Spitfires were delivered to the airfields on large Commer " Queen Carpenter plane types 70 " low-loader articulated lorries trucksthere to be fully assembled, tested, then passed on to the RAF.
All production aircraft were flight tested before delivery. He oversaw a group of 10 to 12 pilots responsible for testing all developmental and production Spitfires built by the company in the Southampton area.
He co-ordinated a team of 25 pilots and assessed all Spitfire developments. After a thorough preflight check, I would take off and, once at circuit height, I would trim the aircraft and try to get her to fly straight and level with hands off the stick Once the trim was satisfactory, I would take the Spitfire up in a full-throttle climb at 2, rpm to the rated altitude of one or both supercharger blowers. Then I would make a careful check of the power output from the engine, calibrated for height and temperature Personally, I never cleared a Carpenter plane types 70 unless I had carried out a few aerobatic tests to determine how good or bad she was.
The production test was usually quite a brisk affair; the initial circuit lasted less than ten minutes and the main flight took between carpenter plane types 70 and thirty minutes. Then the aircraft received a final once-over by our ground mechanics, any faults were rectified and the Spitfire was ready for collection. I loved the Spitfire in all of her many versions. But I have to admit that the later marks, although they were faster than the earlier ones, were also much heavier and so did not handle so well.
You did not have such positive control over them. One test of manoeuvrability was to throw her into a flick-roll and see how many times she rolled. With the later and still heavier versions, one got even less.
The essence of aircraft design is compromise, and an improvement at one end of the performance envelope is rarely achieved without a deterioration somewhere else. When the last Spitfire rolled out in February[50] a total of 20, examples of all variants had been built, including two-seat trainerswith some Spitfires remaining in service well into the s. In the mids, aviation design teams worldwide began developing a new generation of fighter aircraft.
The French Dewoitine D. They also featured refinements such as retractable undercarriages, fully enclosed cockpits, and low-drag, all-metal wings. These advances had been introduced on civil airliners years before, but were slow to be adopted by the carpenter plane types 70, who favoured the biplane's simplicity and manoeuvrability. Mitchell's design aims were to create a well-balanced, carpenter plane types 70 fighter aircraft capable of fully exploiting the power of the Merlin engine, while being relatively easy to fly.
German bombers would have to fly to the UK over the North Seaand Germany did not have any single-engine fighters with the range to accompany them. To carry out the mission of home defence, the design was intended to allow the Spitfire to climb quickly to intercept enemy bombers.
The Spitfire's airframe was complex. The streamlined, semi-monocoqueduralumin-skinned fuselage featured a number of compound, vertical curves built up from a skeleton of 19 formersalso known as frames, starting from frame number one, immediately behind the propeller unit, to the tail unit attachment frame. The first four frames supported the glycol header tank and engine cowlings.
Frame five, to which the engine bearers were secured, supported the weight of the engine and its accessories. Carpenter plane types 70 was a strengthened double frame which carpenter plane types 70 incorporated the fireproof bulkhead, and in later versions of the Spitfire, the oil tank. This frame also tied the four main fuselage longerons to the rest of the airframe.
The rear fuselage started at the 11th frame, to which the pilot's seat and later armour plating were attached, and ended at the 19th, which was mounted at a slight forward angle just forward of the fin.
Each of these nine frames was oval, reducing in size towards the tail, and incorporated several lightening holes to reduce their weight as much as possible without weakening them.
The U-shaped frame 20 was the last frame of the fuselage proper and the frame to which the tail unit was attached. Frames 21, 22 and 23 formed the fin; carpenter plane types 70 22 incorporated the tailwheel opening and frame 23 was the rudder post. Before being attached to the main fuselage, the tail unit frames were held in a jig and the eight horizontal tail formers were riveted carpenter plane types 70 them. A combination of 14 longitudinal stringers and four main longerons attached to the frames helped form a light, but rigid structure to which sheets of alclad stressed skinning were attached.
The fuselage plating was 24, 20, and 18 gauge in order of thickness towards the tail, while the fin structure was completed using short longerons from frames 20 to 23, before being covered in 22 gauge carpenter plane types 70. The skins of the fuselage, wings, and tailplane were secured by dome-headed rivets, and in critical areas such as the wing forward of the main spar where an uninterrupted airflow was required, with flush rivets.
From February flush riveting was used on the fuselage, affecting all Spitfire variants. The removable wing tips were made up of duralumin-skinned spruce formers. At first, the ailerons, elevators, and rudder were fabric-covered, but once combat experience carpenter plane types 70 that fabric-covered ailerons were impossible to use at high speeds a light alloy replaced the fabric, enhancing control throughout the speed range.
InMitchell and the design staff decided to use a semi-elliptical wing shape to solve two conflicting requirements; the wing needed to be thin to avoid creating too much dragbut it had to be thick enough to house the retractable undercarriage, armament, and ammunition. An elliptical planform is the most efficient aerodynamic shape for an untwisted wing, leading to the lowest amount of induced drag. The ellipse was skewed so that the centre of pressure, which occurs at the carpenter plane types 70 chord position, aligned with the main spar, preventing the wings from twisting.
Mitchell has sometimes been accused of copying the wing shape of the Heinkel He 70which first flew inbut as Beverley Shenstonethe aerodynamicist on Mitchell's team, explained: "Our wing was much thinner and had quite a different section to that of the Heinkel. In any case, it would have been simply asking for trouble to have copied a wing shape from an aircraft designed for an entirely Carpenter Plane Types Zip different purpose.
Beverly Shenstone [63]. A wing feature that contributed greatly to carpenter plane types 70 success carpenter plane types 70 an innovative spar boom design, made up of five square tubes that fitted into each other.
As the wing thinned out along its span, the tubes were progressively cut away in a similar fashion to a leaf spring ; two of these booms were linked together by an alloy web, creating a lightweight and very strong main spar. The resultant narrow undercarriage track was considered an acceptable compromise as this reduced the bending loads on the main-spar during landing. Ahead of the spar, the thick-skinned leading edge of the wing formed a strong and rigid, D-shaped box, which carpenter plane types 70 most of the wing loads.
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