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1/32 Spitfire Mk V Hasegawe [!]

Aanschouwt in dit topic het bangelijkste jachtvliegtuig uit WOII !!!

Ik wil je via deze weg alvast heel veel plezier toewensen bij de bouw van je Spitfire kit.

Je hebt het topic netjes en overzichtelijk geopend : just love this !

Deze wordt gevolgd, ook al is een Spit amper bij te houden.

GUnit.
 
Hey Jade,

Het blijft een schitterend toestel...enkel de Wiki-tekst wil ik nog even nalezen omdat het me voorstaat dat het eigenlijke idee van de spitfire ontstaan is tgv Schneider cup maar daar kan ik me vergissen.

De Spitfire is niet echt ontstaan tgv van de Schneider cup, maar de vliegtuigen de Mitchell ontworpen heeft voor deze wedstrijd hebben er wel voor gezorgd dat het "Air Ministry" aan Supermarine had gevraagd om een ontwerp te maken voor specificatie F7/30.

Wat uitleg over de Schneider Trophy :

800px-Schneider_Trophy_2006-08-10.jpg
Bron : wikimedia.org

The Coupe d'Aviation Maritime Jacques Schneider" (commonly called Schneider Trophy, or prize or cup) was a prize competition for seaplanes. Announced by Jacques Schneider, a financier, balloonist and aircraft enthusiast, in 1911, it offered a prize of roughly £1,000. The race was held eleven times between 1913 and 1931. It was meant to encourage technical advances in civil aviation but became a contest for pure speed with laps over a triangular course (initially 280 km, later 350 km). The races were very popular and some attracted crowds of over 200,000 spectators.

If an aero club won three races in five years, they would retain the cup and the winning pilot would receive 75,000 francs. Each race was hosted by the previous winning country. The races were supervised by the Fédération Aéronautique Internationale and the Aero Club in the hosting country. Each club could enter up to three competitors with an equal number of alternates.

After 1921, an additional requirement was added: the winning seaplane had to remain moored to a buoy for six hours without human intervention.

The trophy was first competed for on April 16, 1913, at Monaco and won by a French Deperdussin at an average speed of 45.75 mph (73.62 km/h).
dep_monaco_1913_1_500.jpg

Bron : ctie.monash.edu.au

The British won in 1914 with a Sopwith Tabloid at 86.6 mph (139.4 km/h).
Sopwith_Schneider.jpg
Bron : wikimedia.org

The competition resumed in 1919 at Bournemouth where in foggy conditions the Italian team won. They were later disqualified and the race was voided.

In 1920 and 1921 at Venice the Italians won - in 1920 no other nation entered and in 1921 the only non-Italian entry did not start.
Het toestel dat won in 1920 was deze Savoia S-12
savs12.jpg


savoias12.jpg
Bron : hydroretro.net

Het toestel dat won in 1921 was deze Macchi M-7bis
macchim7.jpg

macchi_m7.jpg
Bron : hydroretro.net

In 1922 in Naples the British and French competed with the Italians and the British private entry (Supermarine Sea Lion II) won.
14.jpg
Bron : airracinghistory.freeola.com

sealion.jpg

Bron : mercenarygraphics.com

The 1923 trophy, contested at Cowes, went to the Americans with a sleek, liquid-cooled engined craft (De Curtiss R 3 C)designed by Glenn Curtiss. It used the Curtiss D-12 engine, which would serve as inspiration for the Rolls-Royce Merlin.US Navy Lieutenant David Rittenhouse won the cup.
37.jpg
Bron : airracinghistory.freeola.com
curtisscr-3.jpg
Bron : hydroretro.net

In 1924 there was no competition as no other nation turned out to face the Americans - the Italians and the French withdrew and both British craft crashed in pre-race trials.

In 1925 at Chesapeake Bay the Americans won again, the British challenger (R.J. Mitchell's Supermarine S.4) and the Italians soundly beaten by pilot Jimmy Doolittle. (Hij vloog met de Curtiss R3 C-2)
r3c2.jpg

CurtissR3C2.jpg
Bron : hydroretro.net

De Supermarine S 4 ontworpen door Mitchell zag er zo uit :
15.jpg
Bron : airracinghistory.freeola.com

S-4.jpg

Bron : doghousecrafts.co.uk
 
In 1926, the Italians returned with a Macchi M.39 and won against the Americans with a 246 mph (396 km/h) run.
spaceball.gif

spaceball.gif

Bron : flickr.com

macchi_m39.jpg
Bron : hydroretro.net

In 1927 for Venice there was a strong British entry with government backing and RAF pilots (the High Speed Flight) for Mitchell, Gloster and Shorts. Supermarine's Mitchell designed S.5s came first and second. 1927 was the last annual competition, the event then moving onto a biannual schedule to allow for more development time.

s5.jpg

Bron : doghousecrafts.co.uk

Supermarine%20S.5.jpg

Bron : enginehistory.org

Supermarine_S5-25_front.jpg

Supermarine_S5-25_side.jpg

Supermarine_S5-25_rear.jpg
Bron : hydroretro.net

In 1929, at Cowes, Supermarine won again in the Supermarine S.6 with a new Rolls-Royce engine with an average speed of 328.63 mph (528.85 km/h). (De S.6 werd later S.6A genoemd om verwarring met de S.6B ter vermijden)

sms6.jpg
Bron : hydroretro.net

s6a.jpg

Bron : airsceneuk.org.uk

supermarine_s6a_side.jpg

supermarine_s6a_rear.jpg

supermarine_s6a_front.jpg

In 1931 the British government withdrew support but a private donation of £100,000 from Lucy, Lady Houston allowed Supermarine to compete and win on September 13 against only British opposition with reportedly half a million spectators lining the beachfronts. The Italian, French, and German entrants failed to ready their aircraft in time for the competition. The remaining British team set both a new world speed record (379 mph, 610 km/h) and won the trophy outright with a third straight win.

The following days saw the winning Supermarine S.6b further break the world speed record twice, making it the first craft to break the 400 mph barrier on September 29 at an average speed of 407.5 mph (655.8 km/h).

s6b_3.jpg

supermarines6b.jpg
Bron : hydroretro.net

SupermarineS6B-preserved.jpg

Bron : fleetairarmarchive.net (Dit is het orignele toestel)

800px-Supermarine_S.6B_ExCC.jpg
Bron : wikimedia.org

Development of the other entrants did not cease there. The proposed Italian entrant (the Macchi M.C.72) which pulled out of the contest due to engine problems later went on set two new world speed records. In April 1933 (over Garda Lake, in northern Italy) it set a record with a speed of 424 mph. Then, a year and a half later in the same venue, it broke 700 km/h with an average speed of 709.202 km/h (440.681 mph) in October 1934. Both times the plane was piloted by Francesco Agello. This speed remains until today the fastest speed ever attained by a piston-engine seaplane.

The trophy itself has been entrusted to the Royal Aero Club and can be viewed along with the winning Supermarine S.6B floatplane alongside at the London Science Museum Flight exhibition hall.

Dit is de Macchi M.C 72 :

800px-Macchi_MC72.jpg

25.jpg
Bron : airracinghistory.freeola.com



Tot zover de uitleg over de Schneider Trophy, hoe men uiteindelijk aan de Spitfire kwam, vind je in een eerdere post.

Groeten, Pascal
 
Misschien leuk om de geboorte van de Spitfire nog eens in 1 post te zetten :

Design of the Spitfire

In 1930 the Air Ministry issued Specification F.7/30 in which they asked for a day and night fighter to replace existing outdated fighters then in service with the RAF. The essential requirements were a low landing speed and short landing run, a maximum speed of 250mph, a steep initial climb rate for interception, high manoeuvrability and good all-round view.

Sir Robert McLean, chairman of Vickers Aviation Ltd. and The Supermarine Aviation Works (Vickers) Ltd., decided to give RJ Mitchell the opportunity to start creating the fighter he had had in his mind for some time.

The Supermarine Type 224 emerged in February 1934 ready for its first flight. Drawing on his experience with the Schneider Trophy winning S.6B seaplane Mitchell's design was for a narrow, streamlined fuselage monoplane with open cockpit and to be powered by a 600hp Roll-Royce Goshawk II engine. The aircraft was unofficially christened Spitfire by Sir Robert McLean. Mitchell was never really happy with the Type 224 and before it was ready for testing he was back at the drawing board working on something that he felt would be better.

Official testing of all the F.7/30 entries took place at Martlesham Heath in early 1934. Neither the Supermarine Type 224, or any of the other submissions were accepted and the contract was awarded for a Gloster Gladiator biplane under a different specification.

g_type224gullwing.jpg
The type 224 with cranked wing and fixed undercarriage.
Bron : rjmitchell-spitfire.co.uk

Birth of the legend

Sir Robert McLean felt that his design team would be better served using their qualities to develop a "real killer fighter" rather than devoting their time to the official experimental fighter (F.7/30). After unfruitful discussions with the Air Ministry, McLean and his opposite number in Rolls-Royce, AF Sidgreaves, decided that their two companies should finance the building of such an aircraft. Although the development of the Supermarine Type 300 started as a private venture, it soon become an official Air Ministry project. This strong action by Sir Robert led the Ministry to issue a contract, on 1st December 1934, of £10,000 for the new fighter and the covering Specification F.37/34 was received by Supermarine by the end of the month. The specification basically agreed with and approved the Supermarine Type 300 proposals.

Design and development

Throughout 1935 Mitchell and his team worked on the Type 300 fighter. Mitchell made many revolutionary changes to the F.7/30 design. After detailed discussions with his aerodynamist, Beverley Shenstone, the wing shape was changed to the famous elliptical configuration. It was also designed to be thin toward the tip but thick enough at the root to accommodate the retracted undercarriage and machine guns. The wing had an induced twist built into it which proved to be invaluable in giving excellent warning of a potential stall and was much appreciated by the pilots.

This new aircraft was to be powered by a new Rolls-Royce engine, the PV.12 (PV standing for private venture). Through development in cooling the PV.12 eventually emerged as the famous Merlin engine. It was destined to play a prominent role in the Second World War powering Spitfires, Hurricanes, Lancasters and many other aircraft, and its deep-throated roar became a familiar sound.

By the beginning of 1936 the prototype Type 300, bearing the serial number K5054, was ready for its first test flight. Once again Sir Robert insisted it should be called the Spitfire, a name that did not meet with general approval at Supermarine. Mitchell is said to have said that it was, "Bloody silly to call it by the same name as a previous failure".

g_k5054eastleigh.jpg

g_insidecockpit.jpg

First flight and RAF tests

In February 1936, K5054 had its first engine runs at the Woolston factory before the prototype was dismantled and transported to Eastleigh airfield, where its was reassembled. Then on the afternoon of 5th March 1936 it flew for the first time piloted by Vickers chief test pilot, Capt. J. 'Mutt' Summers. Upon landing 'Mutt' is famously quoted as saying "I don't want anything touched". No major snags were identified and, although many months of testing and alterations lay ahead, the Spitfire had made a successful first flight.

In order to achieve RAF acceptance the prototype Spitfire had to undergo tests at the Aeroplane and Armament Experimental Establishment at Martlesham Heath. On the 26th May, K5054 was delivered to Martlesham and, amazingly, on 3rd June 1936 Supermarine received their first order from the Air Ministry for 310 Spitfires to the value of £1.25million.

The prototype Spitfire achieved a maximum speed of 349mph (increased to 364mph in the first production Mk Is), had excellent manoeuvrability, rate of climb and turning circle. Pilots were to describe the ease of its control in the air as almost flying itself.

On 4th September 1939, the day after war broke out, the original prototype crash landed due to a misjudgment on the part of the pilot, Flt Lt 'Spinner' White. Sadly he was killed and K5054 never flew again.

g_aftertestflight.jpg
After the first flight of K 5054. From left to right : "Mutt" Summers, "Agony" Payn, RJ Mitchell, S. Scott Hall, Jeffrey Quill.

Into production

On 15th May 1938 Jeffrey Quill, the then chief test pilot, flew the first production Spitfire, K9787, from Eastleigh and then, on 4th August 1938, he delivered the first RAF Spitfire, K9789, to No.19 Fighter Squadron at Duxford.

The Government felt that the Supermarine works at Woolston would not be able to cope with the expected volume of demand for the new aircraft and they decided to set up a "Shadow Factory" for Spitfire production at Castle Bromwich near Birmingham, initially under the control of the Nuffield organisation and later transferred to the management of Vickers-Armstrong Ltd. In 1940, the Woolston works was bombed and production of the Spitfire in the south was spread over a large number of locations, including bus depots, laundries and garages, in order to avoid such a large scale loss in the future.

From 1938 until manufacture ceased in 1947, over 22000 Spitfires were built. Unfortunately, due to his untimely death on 11th June 1937, Mitchell never saw his greatest design legacy into production. The Spitfire was developed into 24 different marks and, in addition to being an RAF fighter, fulfilled roles as a folding-wing aircraft carrier plane and photographic reconnaissance aircraft.

By 1945 the aircraft had significantly increased its fire power, nearly doubled its rate of climb and achieved a speed of 450mph, almost exactly 100mph faster than the K5054 prototype. These achievements are testament to RJ Mitchell, and his team's, brilliant original design.
Bron : RJ Mitchell. A life in Aviation - The Supermarine Spitfire - Design

Groeten, Pascal
 
En tenslotte wat info over het type dat ik ga bouwen : de Mk V :

The Mk V was produced in greater numbers than any other single mark of Spitfire. It was the main version of the fighter during 1941, replacing the Mk I and II in service in time to take part in the first British counterattacks over France. During the summer of 1941 it held an advantage over the Bf 109, but in September 1941 the Fw 190 made its operation debut, and the Mk V found itself outclassed. Despite this, it remained the main RAF fighter until the summer of 1942, and the low level LF.Mk V remained in use into 1944.

The Mk V had been designed as an interim mark. The Mk III saw a redesign of the basic fuselage, to carry the more powerful Merlin XX engine. However, that engine was in short supply, and the internal changes in the Mk III would have delayed production. Rolls-Royce had continued work on the Merlin, producing the Merlin 45. This engine produced 1,515 hp at 11,000 feet. It could easily fit in a Mk I or II fuselage, allowing aircraft already under production to be converted to the new standard. Later in the run the similar Merlin 46, 50 and 50A engines were also used in the Mk V. However, while the Merlin XX had a two speed supercharger (one for low altitude and one of high altitude), the Merlin 45 only had the high altitude supercharger.

The first Mk V was produced in January 1941, and tests proved it to be very nearly as good as the Mk III, but without the extra complexity involved in that version. In March 1941 it was decided to produce the Mk V instead of the Mk III. The type had already entered production by this stage, with No. 92 squadron being the first to receive it in February 1941.

Production was initially divided between the Va with the eight machine gun “a” wing (94 built) and the Vb with the “b” wing of two 20mm cannon and four machine guns. Its main opponent over the summer of 1941 would be the Bf 109F. This was probably the best version of the Bf 109 fighter, and very similar to the Spitfire V. This time it was the Spitfire that was better at high altitude and the Bf 109 at low altitude, and the Spitfire Vb that was the more heavily armed (the Bf 109F-2 carried one 15mm cannon and two 7.9mm (.311 inch) machine guns). However, in 1941 the Mk V was used in the various types of missions over France, known as “leaning over the channel”, which saw Spitfire loses mount for little practical return. This time it was the RAF that lost every pilot shot down, with many experienced pilots being taken into captivity on these missions.

In October 1941 the Mk Vc appeared. This used the universal “c” wing developed for the Mk III, which could carry either eight machine guns, four 20mm cannon or two cannon and four machine guns. The two cannon/ four machine gun combination was most common, as the four cannon version was significantly heavier, reducing performance.

The Mk V saw the first appearance of the F (fighter) and LF (Low level Fighter) designations. LF Mk Vs used modified Merlin 45M, 50M and 55M engines that produced their best power at lower altitudes. With the appearance of the LF Mk V, the standard Mk V became the F. Mk V. The LF Mk V could reach 355 mph at 5,900 feet, making it as quick as the Fw 190 and faster than the Bf 109G. The Mk V also saw the introduction of drop tanks to carry extra fuel, initially a 30 gallon model and later a 80 gallon version. It was also the first Spitfire to be adapted to carry bombs.

The Fw 190 appeared in September 1941, and outclassed the Spitfire V. Several changes were made to the Mk V to improve its chances against the new German fighter while the RAF waited for the improved Mk IX, VI or VII to arrive. One of the most significant was the long awaited arrival of a carburettor designed to work properly under negative-G, which much improved the dog fighting ability of the Mk V. Despite these changes, the Fw 190 remained a superior aircraft On 1 June 1942 during a raid on northern Belgium the Fw 190s shot down eight Spitfires for no lose. The next day another raid suffered just as badly, when seven Spitfires were shot down for no return. Raids over northern Europe would have to wait for the arrival of the Mk IX.

The Mk V was the first Spitfire to be used in large numbers outside Britain. The first such deployment came on 7 March 1942, when fifteen Mk Vbs were delivered to Malta in Operation Spotter. This operation also saw the Spitfire launched from an aircraft carrier. On Malta the Spitfire was used to hold off the Bf 109F, while the Hurricane attacked the lower level bombers. Loses were heavy. Despite a second delivery of Spitfires on 21 March, by the end of 23 March there were only five serviceable fighters on Malta. HMS Eagle, the carrier used to deliver them had now been damaged, and so the next attempt to reinforce Malta was launched by the U.S.S. Wasp. This time 46 Spitfire Vcs were ferried to Malta on 13 April in Operation Calendar. Sadly, many of these aircraft were destroyed in German bombing raids, launched to coincide with their arrival. It would take one more major supply effort, Operation Bowery, to properly boost the defences of Malta. This time sixty Spitfires reached Malta, and the island was ready for them. The same Spitfires that had just flown in were now scrambled to deal with the inevitable incoming raid. Operation Bowery helped to ensure the survival of Malta, thus playing a major role in the successful allied campaigns in North Africa.

The second overseas theatre to receive the Spitfire was North Africa. The delivery route to Egypt saw aircraft shipped to the west coast of Africa, and then flown across the continent in ten stages to Egypt. This was a slow route, and the first Spitfire squadron only became operation in May 1941. This was just in time to take part in the retreat to Egypt in the summer of 1941. After that the Spitfire Vc took part in the air battles that accompanied the battle of El Alamein, flying top cover to protect ground attack aircraft from the Bf 109Fs of the German desert air force. Their presence helped maintain allied air superiority over the battlefield.

The Mk V also saw service in the Far East. Three squadrons were based at Darwin, on the northern coast of Australia from January 1943. The several conditions they faced at Darwin did not suit the Spitfire, which suffered a series of mechanical problems in the hot humid tropical environment. Despite these problems, the Spitfire proved itself able to catch the Mitsubishi Ki-46 “Dinah” reconnaissance aircraft, which had previously been too high and too fast to be caught by the aircraft previously in northern Australia. The Spitfire V’s tropical filters caused a significant deterioration in performance, the aircraft themselves had suffered on the long voyage, and their condition worsened in part because spare parts were rare. The Mk V had a short combat career in India. Three squadrons moved to the Burma front in November 1943, but in February 1944 they were replaced by the Mk VIII, which was exclusively used in the Mediterranean and Far Eastern theatres.
Bron : historyofwar.org

Groeten, Pascal
 
de "Rolls-Royce" motoren waren goed , maar toch heeft FIAt Aviazione een kanjer van een motor ontwikkeld voor de "Schneider Trophy" , een van de meest indrukwekkende motoren ooit geproduceerd : de AS6 , 24 cylinders in V en 3100 PK , en dit in 1933 :

V6N4AS6L_3.jpg

de vliegtuig die deze motor kreeg was de Macchi MC 72

300px-Macchi_MC72.jpg

bekijk de schroef , contrarotatief ...

en goa neki de kleppen gaan regelen op zo'n motor :nowink:

de Spitfire is inderdaad een van de schoonste jachtvliegtuigen ooit , ik heb daar connectie mee , ik zat nog in een vloeibare stadium tussen m'n pas z'n benen als ik daarin gevlogen heb , einde 1944 / begin 1945 . Mijn pa was dan leerling piloot bij de RAF :))

Bij de Marinekazerne Sint-Kruis is er een marine versie van de "Merlin" motor te bekijken , de "Packard" V12, volledig gesneden , zodat je al de stukken kan bekijken , en die motor kan door een elektrische motor aangedreven worden , ik heb dat ooit zien draaien , prachtig !

de groetjes ,

Laurent
 
Laatst bewerkt:
Hey Laurent,

de Spitfire is inderdaad een van de schoonste jachtvliegtuigen ooit , ik heb daar connectire mee , ik zat nog in een vloeibare stadium tussen m'n pas z'n benen als ik daarin gevlogen heb , einde 1944 / begin 1945 . Mijn pa was dan leerling piloot bij de RAF

Geweldig ^^ , hebt ge misschien foto's van uwe pa en zijn Spitfire ? Het lijkt me heel leuk om het toestel eens te bouwen, waarmee hij gevlogen heeft.

Groeten, Pascal
 
Ik heb een poging gedaan om voor de allereerste keer panellines te "scriben". Die van de kit zijn opliggend, ik dacht ze eerst weg te schuren en dan te scriben, maar dan zag ik het patroon niet meer. Dus dan maar eerst de nieuwe krassen en dan schuren.

Als gereedschap gebruik ik het volgende : een lat met rondjes en een stuk plasticard dat min of meer buigzaam is :



Wat PE-zaagjes, een naald van een passer, een boortje en een blad van een ijzerzaagje :



Aan dat blad heb ik wat tanden weg gefreesd zodat er 1 overblijft :



Zo waren de opliggende panellines :



En dit is de andere kant, na het krassen en schuren. Het schuurstof heb ik laten zitten, dan zijn de lijnen goed zichtbaar :



Toch wel serieus verschil tussen voor en na niet ? :



Of ik dit nu met de hele kit ga doen weet ik nog niet. De onderkant van de vleugel is redelijk recht, maar de ovale romp zal een ander verhaal worden.

Ben benieuwd wat jullie ervan vinden.

Groeten, Pascal
 
Laatst bewerkt:
De romp ook maar eens geprobeerd, en het ziet er nog niet zo slecht uit. Hier en daar moet het nog wat bijgewerkt worden. Maar nu kan ik tenminste plamuren en schuren zonder dat ik een lijn kwijt ben.

Enfin, de foto's :







Tot de volgende.

Groeten, Pascal
 
Laatst bewerkt:
Dat ziet er goed uit.
Het is natuurlijk een hele job maar achteraf is het wel eens zo mooi.

Mark
 
Ik begin het zo langzaam aan zelfs leuk te vinden ^^ De eerste romphelft is gekrast, enkel nog het boren van de gaatjes moet gebeuren. De lijnen en gaatjes zijn een beetje te grof, maar als hier de nodige verf en vernis lagen overheen zijn, zal het er wel goed uitzien denk ik.





Groeten, Pascal
 
Laatst bewerkt:
Aanschouwt in dit topic het bangelijkste jachtvliegtuig uit WOII !!!

Ik wil je via deze weg alvast heel veel plezier toewensen bij de bouw van je Spitfire kit.

Je hebt het topic netjes en overzichtelijk geopend : just love this !

Deze wordt gevolgd, ook al is een Spit amper bij te houden.

GUnit.

:nowink:Moet eigenlijk zijn...OP 1 NA bangelijkste :D Mustang was bangelijker

**bantering mode off:P**

Pascal, schitterend werk, dit wordt een juweeltje
 
Even wat nuttige info en sites plaatsen :

AB910-5.jpg


Spitfire Mk.LFVb AB910

Squadrons.

Type: VS349

Engine: Merlin 35

Serial No. /Reg. AB910 (G-AISU)

Sqdn - code: 222–ZD-, 130-AP-, 133-MD-, 242-LE-, 416-DN-, 402-AE-, 527-

BBMF-IR-G, BP-O

Role in film: Flew, Currently: Airworthy

History

AB910 was one of a batch of Mk.Vb’s ordered from Castle Bromwich and carried constructors number CBAF1061. Its first recorded unit is No.222 squadron at North Weald, to which it was delivered on 22nd August 1941. Shortly afterwards, on 2nd September, it was allocated to No.43 Groups Disposal Account, presumably as a result of damage sustained in some way, as on 5th September it was recorded as being allocated to Air Service Training Ltd for repairs. The comment “Repair” occurs again on 20th September and on 30th September the aircraft was assigned to the storage depot of No.37 MU at Burtonwood. Nearly three months were to pass before AB910 was allocated to No.130 squadron based at Perranporth, Cornwall. Where it flew escort and daylight bombing raids and convoy patrols. In December it acted as an escort for attacks on the Scharnhorst and Gneisenau but in less than five weeks, on 15th January 1942, it was recorded as being sent for repairs by Westland Aircraft, presumably at Yeovil. It was awaiting collection on 28th March and on 8th April was delivered to No.6 MU at Brize Norton, where it was stored for a further two months before allocation to No.133 (Eagle) squadron at Biggin Hill on 13th June 1942. During its time here it flew four sorties during the Dieppe raid, destroying one Dornier Do217 and damaging another. Its service with the American volunteers was relatively short and it was transferred to No.242 squadron at Digby on 2nd September but despatched to the aircraft storage depot of No.12 MU Kirkbride on 12th November. The comment “R & P” appears on its record against the date 31st March 1943, but its significance is unknown, the next definite posting being to No.33 MU Lyneham on 8th June 1943. Here it was prepared for service and issued to No416 squadron (RCAF) on 2nd July. Six days later it was with No,3501 SU (Support Unit – a General Duties Flight) returning to the squadron at Coleby Grange on 17th July only to be transferred to No.402 squadron (RCAF) at Digby on the same day. With 402 Squadron she flew numerous cover patrols over the Normandy invasion beach heads on D-Day itself (6 June 1944) and on subsequent days.

LF Mk Vb, AB910, code AE-H, F/O George Lawson, 402 RCAF Sqn

Its next recorded unit is No.53 OTU at Kirton-in-Lindsay, to which it was delivered on July 1944 and with which it served until 17th May 1945, apart from a brief spell with Vickers between 4th April and 4th May 1945, where it is presumed to have undergone major servicing. It was while AB910 was in service with No.53 OTU at Hibaldstow that it flew a circuit with WAAF Margaret Horton clinging on to its tailplane! The student pilot had taken off without realising that she had not let go following a full-power check.

AB910 was allocated to No.527 squadron on 17th May 1945, but by 18th April the following year was to be found with the RWE (Royal Wireless Establishment) at Watton, Norfolk, from which it passed to the storage unit of No.29 MU High Ercall, Shropshire on 30th May. It was here that it was acquired by Group Captain Allen Wheeler on 14th July 1947. Bearing the civil registration G-AISU the Spitfire obtained its C of A at White Waltham on 17th October of that year, and painted in a smart blue colour scheme, it was used by its owner primarily as a racing aircraft until sold to Vickers-Armstrongs Ltd, who restored it to its military markings as “QJ-J”, in which guise it was displayed by Jeffrey Quill until presented to the BBMF on 15th September 1965.

Since transfer to the BBMF AB910 has been involved in two flying accidents. The first was at Duxford in June 1976, when an undercarriage leg collapsed on landing causing Cat. 3R damage which was repaired at No.5 MU Kemble, the aircraft rejoining the flight on 21st December 1976. The second and more serious mishap occurred in August 1978, when a Harvard swung on take-off and collided with the Spitfire, causing considerable Cat.3S damage. This happened at the International Air Show at Bex, Switzerland and the Spitfire was despatched to Abingdon for extensive repairs, during which some parts of Mk.IX MK732 were absorbed, and the resurrected aircraft was re-delivered to Coningsby on 26th October 1981, powered by the Merlin 35 previously fitted to P7350.

During the winter of 1985-86 AB910 underwent an overhaul at Cranfield, Beds., from which it emerged wearing the codes of No.457 squadron to represent X4936, “BP-O”, a presentation Mk.Ia named in memory of R.J.Mitchell and which flew with the unit between June and October 1941.

AB910 currently wears the desert camouflage scheme of the Commanding Officer of 244 Wing, Wing Commander Ian Richard Gleed DFC, from the Tunisian campaign of 1943. ‘Widge’ Gleed was a Battle of Britain ace with a total of 15 kills to his credit. His aircraft carried his initials in place of unit codes and ‘Figaro’ nose art on the starboard side. On 16 April 1943 he failed to return from a fighter sweep and was posted Missing in Action.

Built a Castle Bromwich in 1941 and delivered to 222 Sqn on August 22nd that year. It subsequently served with 130 Sqn, 133 (Eagle) Sqn, 242 Sqn, 416 Sqn (RCAF), no 3501 Support Unit, 402 Sqn (RCAF), 53 OTU, 527 Sqn and the RWE, finally going into store at 29 MU on May 30th 1945. On July 14th 1947 it was bought by Allen Wheeler who used it mainly for racing as G-AISU. It was sold to Vickers-Armstrong in 1959 was presented to the BBMF on September 15th 1965 and appeared in 'The Battle of Britain' film in 1968. It still flies with the Battle of Britain Memorial Flight (BBMF).

Current location BBMF, Coningsby, Lincs – airworthy.

http://www.spitfiresite.com/hobbies/modelling/2007/10/spitfire-cockpit-detailing-pictorial.htm

Model Airplane | 1/48 Tamiya Model | Supermarine Spitfire Mk. Vb | Jan Zumbach - 303 Squadron RAF, May 1942

1/48 Tamiya Spitfire Mk Vb - Printable Version
 
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Toch mooi op te zien hoe al die extra informatie een bouw tot leven brengt. Het wordt dan echt dat ene model nabouwen in plaats van zomaar een doos in elkaar plakken :)

Pascal, mooi werk met die panel lines. Het is nu al een zeer leerzame bouw om te volgen!
 
Hey Turner,

Het is een serieus zoekwerk om dit toestel historisch correct te bouwen. Ik heb nog geen enkele foto gevonden van AB-910 met de originele D-day markings of van haar "oorlogs-carriére".
Omdat het toestel bij de Battle of Britain Memorial Flight vliegt, is het dikwijls in een ander kleurschema gespoten om een ander toestel voor te stellen.

Voorbeeld :

pn_w4917.jpg


pn_w1591.jpg

Bron foto's : paulnann.com

Het toestel is gebouwd als een LF (low-altitude fighter), dat wil zeggen dat het toestel "geoptimaliseerd" was voor het vliegen op lage hoogte. Dat hield in dat sommige toestellen een andere subtype van de Merlin motor hadden en ingekorte of "clipped" wingtips. Ik zeg wel sommige, want er waren ook LF Spitfires die toch met de normale (ronde) wintips de fabriek verlieten :wacko:

Voorbeeld :

Hier zie je Spitfire LF Mk Vb BM597 in 1989 met clipped wings :

pn_w2134.jpg


En dit is het zelfde toestel in 2001, met ronde wingtips :

pn_w3262.jpg


Omdat ik dus geen foto heb van AB-910 uit 1944, weet ik dus niet 100 % of de vleugels clipped of standard waren. Gelukkig is er LF Mk Vb EP-120 : deze vliegt met de originele clipped wings, en diende in 1944 bij het zelfde 402 Squadron RAF, dus veronderstel ik dat AB-910 ook clipped wings had.

EP -120 (dit toestel is te zien in de film Pearl Harbour) :

flspitv.jpg


spitfire_mkv_ep120_02.jpg

Bron : fighter-collection.com

Dus om een lang verhaal kort te maken, mijn model wordt een LF Mk Vb, AB-910, code AE-H :)

Groeten, Pascal
 
De vraag of AB-910 nu wel of geen clipped wings had wordt nog interessant :)

Ik had de Battle of Britain Memorial Flight een mailtje gestuurd :

Subject: Spitfire LF Mk Vb AB-910

Hello,

I’m researching the history of the aircraft. Can you tell me if it was build with “clipped” wings ?

Since it is a LF version it probably had clipped wings when it left the Castle Bromwich factory

Is it true that the wings were altered to “normal” wingtips because it has better flight caracteristics ?

Yours sincerely

Pascal Dupont


En dit was het antwoord :

Hello,

I have asked our tour guides and after some disscusions and a little research we belive (to the best of our knowledge) that the mkVb AB-910 never had clipped wings although several mk Vb's and Vc's did and all of the wing tips could be removed.
Unfortunately we can't be 100% sure but we have no records of this, however if you find any we would love to here from you.
Good luck.

Regards,

Paul Ansley, BBMF.


Leuk hé ? Als ik nu het antwoord zou vinden, kan ik het aan dé BBMF vertellen. ^^

De zoektocht gaat dus verder.

Groeten, Pascal
 
Dat is inderdaad leuk.
En ze kunnen natuurlijk niet alles weten hé.

Mark
 
Yes, mijn zoektocht heeft succes opgelverd :) Heb een stukje tekst gevonden, geschreven door de piloot (F/O George Lawson) die AB910 op 6 juni 1944 vloog. Het toestel had clipped wings. :

Records show that George Lawson flew AB910 on beachhead cover patrol (Eastern Area) on D-Day, 6 June 1944, from 0945-
1215 hrs, pretty much a maximum duration sortie for a Spitfire Mk V, especially if not fitted with a ‘drop tank’. Later on that
momentous day, from 2200-2359 hrs, AB910 was flown on a night beachhead cover patrol by Pilot Officer H C Nicholson. On
D-Day+1, 7 June, George Lawson flew AB910 on a dawn beachhead cover patrol taking-off at 0430 hrs. Two and a half hours
after landing, the aircraft was airborne again as a spare for another beachhead patrol in the hands of Pilot Offi cer K E Heggie. AB910 continued to fly beachhead cover patrols and some convoy and shipping patrols in support of the invasion
up to 13 July 1944, at which point her long and remarkable operational flying career came to an end.

Flying Officer George Lawson, a Canadian Spitfire pilot with No 402 Squadron, recorded how AB910 became his personal
aircraft in May 1944 and his recollections of flying this aircraft over the invasion beaches on D-Day itself, 6 June 1944:
“We still had the Mark V Spitfires at that time. We had clipped wing Mark Vs and, as we were training for D-Day, we were actually takingoff and landing in the dark, which was a bit unusual for Spits. We were doing quite a bit of night flying so that we could handle the takeoffs in the dark, be over the beachhead at dawn, stay there until dusk, and land afterward. While training, we still flew our regular missions. On 21 May my usual aircraft, AE-H (EN767) was hit by flak during a sweep along the Douai coast at deck level. According to my logbook, we were shooting up trains and gun posts. My ‘H’ was washed out; even the aerial mast was shot off. I received a new AE-H (AB910). It became the one I flew regularly and this was the aircraft I flew on 6 June 1944. It was painted up with black and white stripes and it had clipped wings. Most of the 402 Squadron aircraft had a red Maple Leaf on a white circle below the cockpit but I don’t recall any other markings. I was over on D-Day in the morning. I don’t
recall any combats — that is between ourselves."

En nu terug bouwen ;)

Groeten, Pascal
 
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Een paar uur krassen en we zijn weer wat verder :







Groeten, Pascal
 
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Nog even doorbijten en je hebt al de lijnen gedaan.
Mooi werk en zal er inderdaad beter gaan uitzien.

Markske
 

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