Mark numbers, type numbers The Mark numbers did not necessarily indicate a
chronological order, the Mk IX was a stopgap brought into production
before the Mks VII and VIII. Some Spitfires of one mark or variant may have been modified to another; several of the first Mk Vbs were converted from Mk Ibs; the first Mk IXs were Mk Vcs converted, in some instances, by Rolls-Royce at their
Hucknall facility. Up until the end of 1942, the
RAF names had
Roman numerals for mark numbers. In the period 1943–1948 new aircraft entering service were given
Arabic numerals for mark numbers but older aircraft retained Roman numerals. From 1948, Arabic numerals were used exclusively. This article adopts the convention of using Roman numerals for the Mks I–XVI and Arabic numerals for the Mks 17–24.
Type numbers e.g.; (type 361) are the drawing board design numbers allocated by Supermarine.
Features of late Merlin powered Spitfires With the development of the Merlin 61/63/66 and 70 series engines, with a two-stage, two-speed
supercharger requiring an
intercooler, several important modifications were made to the basic airframe and applied to all aircraft powered by these engines. The longer Merlin 61 meant the nose forward of the engine/fuel tank bulkhead was 7 inches (17.8 cm) longer. An intercooler was mounted behind the engine, on the supercharger casing. A small rectangular air scoop for a "Heywood" air compressor was fitted on the starboard upper engine cowling. The carburettor air intake on early to mid-production Spitfire IXs was a different shape from those of single-stage engined aircraft; they were shorter and had a wider air inlet. From 1943, an "Aero-Vee" tropical filter in a long, streamlined fairing was introduced for the carburettor air intake. This was fitted as standard to all Mk VIIs, VIIIs, PR Mk Xs and Mk XVIs, on mid to late production Mk IXs, and to most PR Mk XIs. A new 10 ft 9 in (3.27 m) diameter four-bladed
Rotol propeller was fitted, housed in a pointed spinner. The exhaust units were changed to six "fishtail" stacks per side. Under the nose, the three piece cowling was changed to a one piece layout. The oil tank was no longer a part of the cowling structure. Early Mk IXs had a teardrop shaped blister (a bulge) for a
Coffman engine starteron the lower starboard side cowling, just behind the propeller. This was replaced by an improved electric starter on most two-stage Merlin powered Spitfires and, from late 1942 the blister like bulge was seen on only a few aircraft. The
Type C wing was fitted as standard. Some mid and most late production Spifire Mk IXs and all Mk XVI were fitted with the
Type E wing. While Spitfire IXs converted from Mk Vcs had the large teardrop fairings on the upper surfaces, on the majority of Mk VIIs, VIIIs, IXs and XVIs the teardrop shaped blisters covering the Hispano feed motors were reduced in size and more streamlined than those on the Mk Vc. According to A.P 1565J P & L (Spitfire IX, XI and XVI Pilot's Notes) the red painted undercarriage indicator rods, which projected through the tops of the wings when the undercarriage was down, were used only on early production Mk IXs. When fitted these rods supplemented an "Electric visual indicator" mounted on the instrument panel. The indicator rods seemed to be fitted on all Mk VIIs and VIIIs, supplementing the electric visual indicator. A light for the retractable tailwheel was mounted on the instrument panel, just below the main visual indicator. Because the intercooler required a radiator, the radiator under the starboard wing was halved in size and the intercooler radiator housed alongside. Under the port wing a new radiator fairing housed a square oil cooler alongside the other half-radiator unit. When the engine was running at low speed, one radiator section provided enough coolant; a thermostatic switch turned off the starboard radiator section until more power was called for and extra engine cooling was required. Other structural changes included flush riveting for the fuselage, introduced in mid-1943. A streamlined round rear-view mirror, with a bullet-shaped fairing replaced the rectangular version. On new production Mk IXs the small, teardrop shaped identification light behind the radio mast was removed. While early Mk IXs converted from Mk Vcs had the original (smaller) elevator horn mass-balances, most had the enlarged version with the straightened leading edge. A new rudder of greater area, which could be identified by a "pointed" tip, was fitted to many Mk VIIs, Mk VIIIs, and mid to late production Mk IXs and Mk XVIs. All Mk VII and Mk VIII Spitfires had the following changes: The internal structure was strengthened and revised. On the wings the ailerons were reduced in span by outboard of the outer hinges. There had been some instances of earlier models breaking up in the air in steep high speed dives, it was thought, because of aileron flutter. The main fuselage fuel tanks were increased in capacity; 47 gal (213.7 L) for the upper tank and 49 gal (222.7 L) for the lower. In combination with the wing tanks this gave a total internal capacity of 122 gal (554.6 L), a near 50% increase over the 85 gal (386.4 L) carried by earlier Spitfire marks. In addition a 13 gal (64 L) fuel tank was fitted in each wing leading edge between the wingroot and the inner gun-bay. The main undercarriage legs, for the first time in the Spitfire's life, were fitted with forward-facing torque links. In addition, the leg doors were slightly concave, allowing the undercarriage to sit lower in the wheel wells when retracted: this meant the upper wing skinning was free of the small bulge which had hitherto been necessary to clear the wheels. The wheels themselves were a new strengthened
Dunlop AH10019 "four spoke" pattern, replacing the "five spoke" pattern used since the first Mk Is. This revised undercarriage was also fitted on some mid to late Mk IXs and all Mk XVIs. A retractable tailwheel (Dunlop 2184) was fitted, covered by small doors when in flight. This also applied to the PR Mk Xs and most PR Mk XIs.
Mk VII (type 351) National Air and Space Museum, the only surviving example of a Mk VII. Note the "pointed", extended wingtips and the cabin pressurisation air intake under the exhausts. Like the Mk VI, the Mk VII was a high altitude pressurised variant, this time powered by the Merlin 64 (F. Mk. VII) or 71 (H.F. Mk. VII) series engine with two-stage, two-speed superchargers. The cockpit was pressurised in a similar way to that of the Mk VI, although the details were slightly different. Other changes to the airframe are noted above. The Mk VII used a Marshall manufactured compressor for pressurising the cockpit; this was mounted on the right of the engine and drew its air through a long intake under the starboard exhaust stubs. An automatic valve allowed a maximum pressure differential of +2 lb./sq.in. This was built up during the climb and was maintained at heights of 28,000 ft and above. Extended, "pointed" wingtips were fitted to the
Type C wings, increasing the wingspan to 40 ft 2 in (12.2 m). Because the threat from high altitude bombers never materialised many Mk VIIs later reverted to the normal, rounded wingtip. While early Mk VIIs were fitted with a detachable canopy, secured by four pilot-operated catches, later Mk VIIs were fitted with a "
Lobelle"-type hood which opened by sliding backwards, as on non-pressurised versions of the Spitfire. This was a big improvement on the clampdown cockpit of the Mk VI. The canopy was double-glazed and used rubber tubing to create a proper pressure seal against the fuselage. The canopy rails were bulkier than the standard Spitfire type. In total, 140 Mk VIIs were built by Supermarine. The HF Mk had superb high-altitude performance, with a service ceiling of ; French ace
Pierre Clostermann recalls in his book,
The Big Show, the successful interception of a long-range reconnaissance
Messerschmitt Bf 109G-6/R3 by a Mk VII '' 'Strato Spitfire' '' of
602 Squadron at over the British
Home Fleet's base at
Scapa Flow in early 1944.
Mk VIII (type 360) The Mk VIII was an adaptation of the Mk VII without the pressurised cabin and was intended to become the main production model of the Spitfire. When the "interim" Mk IX proved to be adequate against the German
Focke-Wulf Fw 190 it was decided to use the shadow factory at Castle Bromwich to produce that version only; the Mk VIII Spitfires were all built by Supermarine. Apart from the lack of pressurisation, the Mk VIII differed little from the Mk VII beyond the reshaped fin and pointed rudder. Some early production models had extended wingtips but the majority were fitted with the standard version. According to Supermarine's Chief Test pilot Jeffrey Quill "When I am asked which mark of Spitfire I consider the best from the flying point of view, I usually reply 'The Mark VIII with standard wingtips.' I
hated the extended wingtips...They were of no practical value to the Mark VIII and simply reduced the aileron response and the rate of roll." New Zealand ace
Alan Peart described the extended wingtips causing structural damage to Mk VII Spitfires in
Burma, and being replaced by standard wingtips. There were three sub-variants for low altitude (LF Mk VIII), medium altitude (F Mk VIII) and high altitude (HF Mk VIII) which were powered respectively by the Merlin 66, Merlin 63 and Merlin 70 engines. This variant
served almost exclusively overseas in the Mediterranean, with the
Desert Air Force and the USAAF, in the
South West Pacific Area, with the Royal Australian Air Force and RAF and in the
South-East Asian theatre with the RAF. After the Mk IX and Mk V, the Mk VIII was the third most numerous operational variant with 1,658 examples built. The first Mk IX was a modified Mk Vc
AB505, which was tested by the
Air Fighting Development Unit (AFDU) in April 1942. The report said;The performance of the Spitfire IX is outstandingly better than the Spitfire V especially at heights above 20,000 feet. On the level the Spitfire is considerably faster and climb is exceptionally good. It will climb easily to 38,000 feet and when levelled off there can be made to climb in stages to above 40,000 feet by building up speed on the level and a slight zoom. Its manoeuvrability is as good as a Spitfire V up to 30,000 feet and above is very much better. At 38,000 feet it is capable of a true speed of 368mph and is still able to manoeuvre well for fighting. Although the Mk IX's airframe did not have the aerodynamic and strength improvements, or the modified control surfaces of the Mk VII and VIII, the Mk IX still proved to be an effective counter to the Focke-Wulf Fw 190. based at
Biggin Hill in late 1942. Note the large cannon blisters and ID lights behind the mast, denoting converted Mk Vcs. In September 1942, the "High Altitude Flight" was set up at
RAF Northolt to counter the threat of the high altitude
Junkers Ju 86 R bombers. Two Spitfire Mk IXs converted from Vcs were stripped of armour, the .303 Brownings and other equipment and repainted in a lightweight PRU blue finish. One of them
intercepted a Ju 86R at over. Production of the Mk IX finished at Supermarine in June 1943, with production continuing exclusively at the Castle Bromwich factory. Several major and large numbers of minor improvements were progressively introduced to Mk IXs, some of which were used on other Spitfire variants. The Merlin 61 was phased out early in 1943 in favour of the Merlin 63 and 63A. The new engine had increased power resulting from engine improvements and engine limitations of +18 lbf/(sq in) and 3,000 rpm (5 minute combat). During the second half of 1943, production of the Merlin 63 powered F Mk IX was discontinued in favour of the Merlin 66 powered LF Mk IX. Early production Spitfire Mk IXs suffered from
vapour locks in the fuel lines resulting from fuel evaporating if the aircraft was parked in direct sunlight. As a result of this the gun-camera was moved from the port wingroot to the starboard wingroot and a fuel cooler, fed by a small round air-intake was fitted in its place. This fuel cooler was also fitted to early PR Mk XIs. Production of the LF Mk IXs, frequently referred to as the Spitfire Mk IXb, initially ran in parallel with the Merlin 63 powered Marks. This version first became operational in March 1943 with the
Biggin Hill Wing, comprised at the time of
611 and
341 (Free French) Squadrons. This type was by far the most produced of the Spitfire Mk IX variants, with over 4,000 built. The maximum power of the Merlin 66 was at 5,750 ft (1,283 kW at 1,752 m) and the maximum speed of the Spitfire LF Mk IX was at . The Merlin 66 introduced a new Bendix-Stromberg injection carburettor, which replaced the earlier S.U float carburettor. Also introduced in early 1944 was a new Mark II
Gyro gunsight. This gunsight calculated the correct angle of deflection to use when leading the target. Its introduction doubled the effectiveness of RAF gunnery and was a major factor in Allied air superiority. The capacity of the main fuel tanks was 48 gal for the upper tank and 37 gal for the lower, for a total internal capacity of 85 gal. Jettisonable "slipper tanks" of 30, 45 or 90 gal could be carried under the centre-section. As an alternative a cylindrical 50 gal drop tank, adapted from those carried by long range
Hawker Typhoons, could be carried on the fuselage bomb rack used on most Mk IXs of the
Second Tactical Air Force. To further increase the combat radius some late production Mk IXs were fitted with additional internal self-sealing fuel tanks in the rear fuselage: the upper tank carried 41 gal and the lower 34 gal. When both were full this enabled a ferry range of over , although they made the aircraft unstable in flight and only straight flight and gentle manoeuvres at low altitudes were recommended by the pilot's manual. The pilot was also warned to avoid instrument flying whenever possible. Late production Mk IXs, in common with Mk XVIs introduced a new upper engine cowling which incorporated a distinct bulged top surface; this design was adopted for the Mk XVI to allow for the modified intercooler of the Packard Merlin 266, which had an integral header tank. The cut-down rear fuselage and
bubble canopy, trialled on a Spitfire Mk VIII, was incorporated into very late production Mk IXs. With the cut down fuselage the lower forward fuselage tank capacity was increased to 47 gallons, while the rear fuel tanks were decreased to a capacity of 66 gallons.
PR Mk IX (type 374) and FR Mk IX Pending development of a dedicated Merlin 61 powered PR Spitfire (the Mk XI) at least three Mk IXs (
BS338,
BS339 and
BS473) were taken off the production line and modified to carry two vertical cameras in the rear fuselage. The first of these was delivered to
541 Squadron at
RAF Benson on 30 November 1942. Subsequently, another 15 Mk IXs were converted to PR Mk IXs (factory designation type 374) at the Vickers-Armstrong
Worthy Down facility. As well as incorporating camera equipment, a wrap-around PR type windscreen was fitted and a larger oil tank was installed under the nose. All armament was removed and a PRU Blue finish applied. These aircraft lacked the "wet wing" tanks, meaning that the PR Mk IX relied on drop tanks for extra range. The most famous PR Mk IX missions involved carrying out reconnaissance missions in preparation for
Operation Chastise, the
617 "Dambusters" Squadron attacks on the Ruhr dams. A PR Mk IX photographed the dams the day before the operation and photographed the
Moehne Dam after the operation. FR IXs were standard, armed Mk IXs modified with a single, port-facing, oblique camera. These aircraft were used for low altitude "Dicing" missions in tactical support of army operations.
16 Squadron, which was a unit of the
2nd TAF, used several FR Mk IXs (painted a pale, "Camoutint" Pink, which provided excellent camouflage under cloud cover) to photograph the
Arnhem area before and during
Operation Market Garden. Another unit using FR Mk IXs was
318 (Polish) "City of Gdańsk" Fighter-Reconnaissance Squadron based in the Mediterranean. Some Spitfires in the MJ- and MK- serial ranges, sent for repair to the Forward Repair Unit (FRU), were also converted by the FRU to a different style of FR Mk IXc with streamlined blisters on both sides of the fuselage. These were used exclusively by No. 414 Squadron RCAF to replace its TAC-R Mustangs. The same conversion was used on F Mk XIVe Spitfires to make FR Mk XIVe Spitfires used exclusively by No. 430 Squadron RCAF.
T Mk IX and TR 9 (type 509) Although there were wartime conversions of the Spitfire into a two-seat trainer including the one-off modification of a Mk Vc by RAF no. 261 Squadron and a Mk IX converted for use as a trainer by the Soviets, the two-seat Spitfire trainer was primarily a postwar programme. In 1946, a Mk VIII (
MT818) was the first Vickers-built trainer built as a demonstrator, but in 1948, 10
Spitfire T Mk IXs, were exported to India. In 1951, a further six
TR 9 trainers were converted from the standard Mk IX to train pilots for the
Irish Air Corps (IAC) Seafire fleet. The Spitfires provided transition training that included gunnery practice since the type was equipped with two .303 Browning machine guns, one in each outer wing bay. Most of the TR 9 aircraft passed to the ground technical training school at Baldonnel where they were used as instructional airframes for the training of aircraft engineers for the Air Corps. Four of the IAC aircraft survived and two went on to join the warbird fleet in the 1970s and later. In total, 5,656 Mk IXs were built, 561 by Supermarine and 5,095 by Castle Bromwich. Production of the Mk IX ended in April 1945 and, in combination with the Mk XVI this "compromise" was produced in larger numbers than any other Spitfire variant.
PR Mk X and PR Mk XI (types 387, 365 and 370) When development started on new Merlin 60 powered Spitfires, both the Mk VII and VIII were to have photo-reconnaissance (PR) variants. On 21 April 1942, an order was placed for 70 aircraft, provisionally designated PR Mk VIII. Based on the revised MK VIII airframe these aircraft were to be powered by Merlin 61s and were assigned serial numbers
LV643–681 and
LV726-756. The Spitfires bearing these serials were eventually built as Merlin 66 LF Mk VIIIs. A policy change resulted in the pressurised PR variant of the Mk VII being renamed PR Mk X (type 387). This version followed the PR Mk XI into production and was based on the Mk VII airframe with PR Mk XI wings and camera installation. It had the pressurised Mk VII cockpit, with the Lobelle sliding canopy, and retained the fighter style windscreen with the bullet-proof glass panel. The long thin air intake to the cockpit pressurisation system was fitted under the exhaust stacks on the starboard cowling. The performance was similar to that of the PR XI although the pressurised cockpit meant that this version could stay at altitudes of over 40,000 ft for longer without the exhausting physiological effects experienced by the pilots of unpressurised cockpits. Sixteen Mk Xs were built during April and May 1944, with the first mission being flown on 11 May. All saw limited service in
541 Squadron and
542 Squadron for high altitude reconnaissance. Experience with this version led to the development and production of the pressurised version of the PR Mk XIX. The Mk XI (type 365 standard, type 370 tropicalised) was based on a combination of features from the marks VII, VIII and IX. The Mk XI was the first PR variant to have the option of using two vertically mounted F52 cameras with 36-inch-focal-length lens in the fuselage behind the cockpit. Several other configurations could be fitted, depending on the mission; the X Type installation, for example had two vertically mounted F24s with 14-inch lens and an oblique F24 with an 8-inch lens mounted above and facing to port. PR Mk XIs used for tactical reconnaissance had an additional, vertically oriented camera in a fairing under each wing.
PR Mk XIII The PR Mk XIII was an improved PR Type G with a single-stage Merlin engine and is described in
Supermarine Spitfire (early Merlin powered variants) Mk XVI (type 361) The Mk XVI was the same as the Mk IX in nearly all respects except for the engine, a Merlin 266. The Merlin 266 was the Merlin 66 and was built under licence in the
USA by the
Packard Motor Company. The "2" was added as a prefix in order to avoid confusion with the engines, as they required different tooling. All Mk XVI aircraft produced were of the Low-Altitude Fighter (LF) variety. This was not determined by the length of the wings (clipped wings were fitted to most LF Spitfires), but by the engine, which had been optimised for low-altitude operation. Almost all production Mk XVIs had clipped wings for low altitude work and were fitted with the rear fuselage fuel tanks with a combined capacity of 75 gal. Armament for most Mk XVIs consisted of 2 × 20 mm Hispano II cannon – each with 120 rpg – and 2 × .50 calibre Browning machine guns – each with 250 rpg. 1 × 500 lb (227 kg) bomb could be carried underneath the centre rack, and 1 × 250 lb (114 kg) bomb could be slung under each wing. Some production aircraft had rear fuselage fuel tanks in addition to the main tank which allowed it to fly approximately as far as the Spitfire Mk VIII. Problems with the licence-built engines limited introduction to front-line squadrons for several months. A total of 1,054 Mk XVIs were built by Castle Bromwich. With the entry of Japan into the war the concept was revived in early 1942. A Spitfire V
W3760 was fitted with a pair of floats 25 ft 7 in (7.8 m) long, mounted on cantilever legs. This aircraft was powered by a Merlin 45 driving a four-bladed propeller of diameter (3.4 m). A Vokes filter was fitted to the carburettor air intake and under the tail an extra fin extension was added. Other changes included external lifting points forward of and behind the cockpit and a spin-recovery parachute with a rudder balance-horn guard. The Spitfire floatplane was first flown on 12 October 1942 by Jeffrey Quill. Soon afterwards the Vokes filter was replaced by an Aero-Vee filter, similar to that on later Merlin 61 series aircraft, which was extended to prevent water entry, and full Mk Vb armament was installed. Two more Vbs
EP751 and
EP754 were converted by
Folland and all three floatplanes were transported to Egypt, arriving in October 1943. At the time it was thought that the floatplanes could operate from concealed bases in the
Dodecanese Islands, disrupting supply lines to German outposts in the area which relied on resupply by transport aircraft. This scheme came to naught when a large number of German troops, backed by the
Luftwaffe, took over the British held islands of
Kos and
Leros. No other role could be found for the floatplane Spitfires, which languished in Egypt, operating from the
Great Bitter Lake. Specifications for the Vb based floatplane included a maximum speed of at 19,500 ft (521 km/h at 5,943 m), a maximum rate of climb of 2,450 ft/min at 15,500 ft (12.45 m/s at 4,724 m) and an estimated service ceiling of 33,400 ft (10,180 m).{{#tag:ref|Based on figures taken from a trials report of the prototype taken at the
Marine Aircraft Experimental Establishment (MAEE) at
Helensburgh (near Glasgow) in 1943. In the spring of 1944, with the prospect of use in the Pacific Theatre, a Spitfire IX
MJ892 was converted to a floatplane. This used the same components as the earlier Mk Vb conversions. Jeffrey Quill wrote: The Spitfire IX on floats was faster than the standard Hurricane. Its handling on the water was extremely good and its only unusual feature was a tendency to "tramp" from side to side on the floats, or to "waddle" a bit when at high speed in the plane. Soon after testing started the idea of using floatplane fighters was dropped and
MJ982 was converted back to a landplane. Five aircraft were converted: • Mk I –
R6722 • F Mk Vb –
W3760 • Mk V –
EP751 and
EP754 • Mk IXb –
MJ892 Related design projects Supermarine 305: Designed to the same F.9/35 specification which led to the
Boulton Paul Defiant turret fighter (and the rejected
Hawker Hotspur). The basic F.37/34 (as Spitfire was still then known) wing and undercarriage were mated to a modified fuselage which provided room for a gunner and a remote control four-gun turret (originally armed with .303 Brownings, later with
Lewis light machine guns.) Other modifications included a cooling system mounted in a chin radiator housing. There was no forward firing armament and dive brakes were added to the wings. Projected speed 315 mph (507 km/h) at 15,000 ft (4,572 m). Supermarine 312: To F.37/35 for a cannon armed fighter. This was the basic Spitfire Mk I adapted to take four 20 mm Oerlikon cannon mounted in modified wings. The radiator and oil cooler were moved from under the wing to a duct under the fuselage. This was R J Mitchell's last design before his death in 1937. A separate twin engined design to the same specification was also offered. The Ministry rejected the 312 as Supermarine's design office was already too fully engaged on the Spitfire design to work on the alternative wing. The twin-engined
Westland Whirlwind was accepted for the specification. Supermarine 324, 325 and 327: These designs were for twin-engined fighters to F.18/37 (which was for the successor to the Spitfire and Hurricane) which used the same construction techniques and elliptical wing as the Spitfire. All three used tricycle undercarriage with the primary engine being a Merlin with an alternative being the
Bristol Taurus. The 324 and 325 were intended to carry an armament of 12 .303 calibre Brownings in groups of six in each outer wing, while the 327 had the armament changed to six 20 mm Hispanos mounted in the wing roots. The 324 and 327 had conventional tractor engines, while the 325 had a pusher engine. Two designs from Hawker which led to the
Hawker Typhoon and
Hawker Tornado were selected. The Type 327 was considered for a while as it offered cannon armament but the Whirlwind, the
Bristol Beaufighter and
Gloster F.9/37 were already in development. ==Griffon engine variants==