British

AvH_GB_1%_V4/169_AiraCobra_P-400_UF_M_Lighted_Updated_1JUNE08

BEAR — Sat, 31 May 2008 19:42:02 GMT

Bell AiraCobra
P-400
RAF Mk I
CFS3 - V4.00.169

This aircraft was built by GregoryP using version 4.00.169 of the AvHistory 1% Assembly Line process, but is truly a community effort.

Corrado was always a great help over the years able to do a quickie aircraft for me to develop flight models. He is the original modeler for this one. My test models were just bare bones. What I found though was there was a bit nore work put into this flight test model.

John BRAVO/4 Whelan did some research and found it was skin-able. I used to fly it with some multi-colored skin. John was able to create a bunch on nice 2048 skins for Corrado's model.

Then Greg Law lent a hand and created a new MOS file for it so it would show damage. And John Whelan created a new damage texture. One super thing Greg Law did was allow us to use normal looking names. Greg Law did really super job fixing the damage capability.

Alessandro Biagi worked some major magic and darkened the cockpit, which greatly improved the external look. He's been able to work this magic on several other aircraft.

Finally, Steve O1 DRIVER Dunn cranked out a nice set of special effects for the lights & exhaust.

This aircraft is a grade B place holder till the MAW CHapter II full range of AiraCobras are completed. The cockpit is basic & uses the stock CFS3 lights.

John BRAVO/4 Whelan painted this aircraft in the livery of an RAF AiraCobra Mk I Serial # AH595 asigned to 601 "County of London" Squadron based at Duxford in 1941.

601 was the only RAF unit to use the P-39. Based on the performance of the test model the RAF ordered 675 of these aircraft armed with 0.50-inch machine guns in the fuselage and four 0.30-inch machine guns in the wings, the 37 mm gun was replaced by a 20 mm Hispano Suiza. What the RAF received were aircraft without the turbo-superchargers severely reducing its effectiveness and after only one operational use by the 601 these aircraft were deemed unfit with further orders cancelled and the aircraft removed from service.

The RAF model was at first named Caribou, but the American name of Airacobra was adopted in July 1941. The British Airacobra was virtually identical to the American P-39D, but the slower-firing 37-mm cannon was replaced with the faster-firing and more reliable Hispano 20-mm cannon with 60 rounds.

Two 0.50-inch machine guns were mounted in the fuselage, and four 0.30-inch machine guns were mounted in the wings. The engine of the Model 14 was the 1150 hp Allison V-1710-E4 (-35). The British serials of the Airacobras were AH570/AH739 (170 planes), AP264/AP384 (121 planes), BW100/BW183 (84 planes), and BX135/BX434 (300 planes).

No. 601 Squadron pilots found numerous flaws and weaknesses during their initial work-up with the the Airacobra. Some of them were a question of improving operational efficiency and pilot comfort, but others were considered essential to make the aircraft operational. Numerous modifications were made in the field in an attempt to make the aircraft suitable for combat. A master valve was introduced to allow oxygen to be turned on from the cockpit. The gunsight was modified to improve forward visibility. Changes to the ammunition tanks for the wing guns were made. Modifications were made to the cockpit harness release in order to simplify the operation. The IFF (Identification, Friend or Foe) set was removed from behind the pilot, where it obstructed aft view. A throttle control quadrant friction damper was introduced.

The Air Fighting Development Unit received a British Airacobra I on July 30. They subjected it to tests and completed their report on September 22. They found the aircraft to be pleasant to fly and easy to takeoff and land. Controls were well balanced and although heavier than those of the Spitfire at normal speeds, did not increase appreciably in weight at high speeds as they did in the Spitfire. It was difficult to hold the aircraft in a dive at high speeds unless the aircraft was trimmed nose-heavy.

During a turn, the Airacobra would give ample warning of a high-speed stall by severe vibration of the whole airframe. Handling in formation and formation attacks was good, although deceleration was poor because of the plane's aerodynamic cleanliness. Take-offs and landings in close formation were not considered safe, since there was considerable difficulty in bringing the aircraft back to its original path after a swing.

The P-400s also saw some use closer to Britain. 179 of the Airacobras sent to Britain were re-acquired by the USAAF and were sent to North Africa to join the Twelfth Air Force.

AvH_1%_V4/167_GB_Meteor_Mk_III_EE456_Lighted

BEAR — Sat, 05 Apr 2008 16:24:16 GMT

Gloster Meteor Mk III
EE456
Long Nacel Late Version
AvHistory - Version-4.00.167

The Gloster Meteor Mk III (LNLV) fighter was developed by John "johno_UK" Benfield. He has painted the plane as tail number EE239 a generic combat livery based in England to defend against the V-1 flying bomb during 1944.

The only Allied turbojet-powered aircraft to see combat during World War II, the Gloster Meteor was designed by George Carter, whose preliminary study gained Air Ministry approval in November 1940 under Specification F.9/40. Its twin-engine layout was determined by the low thrust produced by the turbojet engines then available.

The Meteor F.Mk III, the second and last mark to see operational service during World War II, had increased fuel capacity and a sliding bubble canopy in place of the sideways-opening hood of the Meteor Mk.l. Fifteen F.Mk IIIs were completed with Welland engines and 195 with Derwents, some in lengthened engine nacelles. The Derwent engines in the Mk III produced 2000 lbs of thrust improving the performance over the original Mk I Meteors.

Flight tests demonstrated that the original short nacelles, which extended fore and aft of the wing, contributed heavily to compressibility buffeting at high speed. New, longer nacelles not only cured some of the compressibility problems but added 120 km/h (75 mph) at altitude, even without upgraded powerplants.

The last batch of Meteor F 3s featured the longer nacelles while other F 3s were retrofitted in the field with the new nacelles.

The RAF began recieving Mk III Meteors in December of 1944. In 1945, Mk III's were deployed to the continent. However, these fighters were prohibited from flying over Germany to prevent capture. At any rate, Meteors did not encounter any German jet aircraft during the war.

AvH_1%_V4/167_GB_Meteor_Mk_III_YQ_Q_Lighted

BEAR — Fri, 28 Mar 2008 05:53:50 GMT

Gloster Meteor Mk III
EE239 YQ-Q
Long Nacel Late Version
AvHistory - Version-4.00.167

The Gloster Meteor Mk III (LNLV) fighter was developed by John "johno_UK" Benfield. John BRAVO/4 Whelan has painted the plane as tail number EE239 squadron code YQ-Q of 616 Squadron based in England to defend against the V-1 flying bomb during 1944.

The last batch of Meteor F 3s featured the longer nacelles while other F 3s were retrofitted in the field with the new nacelles.

AvH 1% V4/167 GB Meteor Mk III DB-Z_Lighted

BEAR — Mon, 17 Mar 2008 13:59:17 GMT

Gloster
Meteor Mk III - DB-Z
Lighted - Short Nacel Early Version
AvHistory - Version-4.00.167

This Meteor is a B-grade plane. The cockpit is rudimentary, fully functional, but not final. Weapons loadout is complete & all bomb/rocket loads can be delivered.

The Gloster Meteor Mk III fighter was developed & painted by Joel "Joe Daddy" Rachal. Joel has painted the Mk III in the colors of No. 74 Squadron RAF based at Colerne, Wiltshire, June 1945. John BRAVO/4 has re-surfaced the plane for this release.

74 Squadron was re-equipped as the RAF's third Meteor squadron in June 1945 at Colerne in Wiltshire and formed the first all jet fighter wing along with 616 and 504 Squadrons. The camouflage and markings are nearly the same as the wartime ones.

The only Allied turbojet-powered aircraft to see combat during World War 11, the Gloster Meteor was designed by George Carter, whose preliminary study gained Air Ministry approval in November 1940 under Specification F.9/40. Its twin-engine layout was determined by the low thrust produced by the turbojet engines then available.

The Meteor F.Mk Ill, the second and last mark to see operational service during World War 11, had increased fuel capacity and a sliding bubble canopy in place of the sideways-opening hood of the Meteor Mk.l. Fifteen F.Mk IIIs were completed with Welland engines and 195 with Derwents, some in lengthened engine nacelles. The Derwent engines in the Mk III produced 2000 lbs of thrust improving the performance over the original Mk I Meteors.

AvH_GB_Halifax_Mk III_L8H

BEAR — Tue, 01 Jan 2008 05:32:40 GMT

Handley Page
Halifax Mk III
L8H
AvHistory - Version-4.00.164

This Halifax is a C-grade plane. Cockpits are rudimentary, fully functional, but not final. The Bombadier posistion is also a limited graphic representation but like the cockpit is fully function & all bomb loads can be delivered.

Gunstations are are limited graphic representation, but are fully functional & in compliance with Version 4 requirements.

The flight & damage package, Version 4.00.164 is fully implementated.

This aircrafts M3D was devloped by Ted "NachtPiloten" Kaniuka based on the original work of StarryNites. The livery is of Halifax MkIII Tail Number NA577 L8-H, No.347 (Tunisie) Sqn, RAF, Elvington, November 1944

Nigel 'ndicki' Dickinson Created this Skin for AvHistory

No.347 Sqn was composed of French airmen who had for the most part, come 'onside' when the Vichy French forces in North Africa changed allegience. In strict terms, they are therefore NOT "Free-French", as this label applies exclusively to those (few) French nationals who were serving in de Gaulle's forces before Operation Torch and the subsequent 'turn of coat' on
the part of Vichy troops.

The squadron, (GB I/25) was sent to Britain after the end of the Tunisian campaign and re-formed on Halifaxes; it became No.347 Sqn in October 1943, and began operations in July 1944 flying from Elvington.

French style fuselage roundels and fin flashes quickly replaced the standard RAF markings. For some reason, these were however retained on the wings.

Handley Page produced the H.P.56, a twin Vulture-engined design to meet Air Ministry Specification P.13/36 but performance was found to be lacking. Modifications resulted in the definitive H.P.57 "Halifax" (following the practice of naming heavy bombers after major towns, in this case, Halifax, West Yorkshire); the aircraft was enlarged and powered by four 1,280 hp Rolls-Royce Merlin X engines.

Such was the promise of the new model that the RAF had placed their first order for 100 Mk I Halifaxes "off the drawing board" before the first prototype even flew. The maiden flight of the Halifax took place on 24 September 1939, shortly after the start of the war.

The most numerous Halifax variant was the B Mk III of which 2,091 were built. First appearing in 1943, the Mk III featured the Perspex nose and modified tail of the Mk II Series IA but replaced the Merlin with the more powerful 1,650 hp Bristol Hercules XVI radial engine. Other changes included De Havilland Hydromatic propellers and rounded wing-tips.

AvH_GB_Halifax_Mk III_HD-T

BEAR — Mon, 31 Dec 2007 00:07:40 GMT

Handley Page
Halifax Mk III
HD*T
AvHistory - Version-4.00.164

Gunstations are are limited graphic representation, but are fully functional & in compliance with Version 4 requirements.

The flight & damage package, Version 4.00.164 is fully implementated.

This aircrafts M3D was devloped by Ted "NachtPiloten" Kaniuka based on the original work of StarryNites. The livery is of Halifax MkIII Tail Number NR169 HD-T, No.38 Sqn RAF, Greece 1944.

Nigel 'ndicki' Dickinson Created this Skin for AvHistory

No.38 Sqn operated Halifax B.MkIII and GR.MkIII aircraft in the Mediterranean area, especially in Greece and the Balkans.

Further to maritime reconnaissance, anti-submarine patrolling and minelaying, the Squadron also carried out supply drop to Yugoslav Partisan Forces.

This aircraft was bought after the War by G.N. Wickner, and registered on the civil list as G-AGXA. It was
flown out to Australia, registered by Air Carriers Ltd as VH-BDT. By 1947, it was a derelict at Mascot
airfield, New South Wales.

BEAR
http://www.ahistory.org

AvH_GB_Lancaster_Mk III_GPY_H2S Radar

BEAR — Mon, 24 Dec 2007 04:19:20 GMT

Avro
Lancaster Mk III GP*Y
H2S Radar
AvHistory - Version-4.00.164

The Lancaster is a B-grade plane. Cockpits are rudimentary, fully functional, but not final. The Bombadier posistion is also a limited graphic representation but like the cockpit is fully function & all bomb loads can be delivered.

This aircrafts M3D was devloped by Ted "NachtPiloten" Kaniuka based on the original work of Mathias Pommerien.

The optional custom Lancaster sound package was provided for this aircraft by Des Braban & Doug Smith.

This plane is painted in the livery of the Heavy Conversion Unit 1661 stationed at Winthorpe. The RAF Heavy Conversion Units (HCU) were the final step in the training of the aircrews for Bomber Command, converting them to the heavy bombers that the Command flew and preparing them for operational missions bombing Germany.

HCU 1661 was formed on 8 Aug 1942 as 9 Conversion Flt. It was upgraded to an full HCU unit & stationed at RAF Winthorpe from Jan 1943 to Aug 1945. The 1661 aircraft carried one of two unit id's, GP & KB.

There are two things unique about this Lancaster. First it is equipped with the H2S air to ground bombing radar set whose antenna required a bulge in the fuselage aft of the bombay.

The H2S radar was used in bombers of RAF Bomber Command. It was designed to identify targets on the ground for night and all-weather bombing.

On January 30, 1943, H2S radar was used by RAF bombers for navigation for the first time and so became the first ground mapping radar to be used in combat. Initially it was fitted to Stirling and Halifax bombers and provided ground mapping for navigation and night bombing.

This development using ten-centimeter radar, (actually 9.1 cm) was possible thanks to the development of the cavity magnetron. Later versions of H2S reduced the wavelength, first to 3 cm and then 1.5 cm at which wavelength the system was capable of detecting rain clouds.

Later in World War II the Luftwaffe night fighters used Naxos radar detectors to home on the transmissions of H2S.

The Americans adapted the X-Band version of H2S (H2S Mk VI) as H2X radar which they regarded as a significant improvement and which was tested by the RAF Bomber Command in 1945.

Second, like all driver/flight training vehicles in militaries all over the world it is marked with 'watch out for me colors'. The twin red tails identify the aircraft as being manned by a crew in training.

The Avro Lancaster was a British four-engine Second World War bomber aircraft made initially by Avro for the British Royal Air Force (RAF). First used in 1942, together with the Handley-Page Halifax it was the main heavy bomber of the RAF, the Royal Canadian Air Force and squadrons from other Commonwealth and European countries serving with RAF Bomber Command. Although the Lancaster was primarily a night bomber, it excelled in many other roles including daylight precision bombing. The Lancaster was famous as the "Dam Buster" used in the 1943 raids on Germany's important dams.

The Lancaster Mk III had newer Merlin engines but was otherwise identical to earlier versions; 3,030 Mk IIIs were built, almost all at A.V. Roe's Newton Heath factory.

AvH_GB_Lancaster_Mk III_g4g

BEAR — Sat, 22 Dec 2007 23:26:50 GMT

Avro
Lancaster Mk III AR*G
‘G for George'
AvHistory - Version-4.00.164

This aircrafts M3D was devloped by Ted "NachtPiloten" Kaniuka based on the original work of Mathias Pommerien. John BRAVO/4 Whelan painted the Lancaster as "G for George". The optional custom Lancaster sound package was provided for this aircraft by Des Braban & Doug Smith.

The Avro Lancaster, known with affection as "G for George", has a remarkable history. "G for George" flew ninety operational missions over Germany and occupied Europe during the height of the bomber offensive. From the time it was built in 1942 until its retirement from active service in 1944, the bomber was flown by No. 460 Squadron RAAF (when in Britain)

Based at Binbrook RAF flying base in Lincolnshire, it has made more operational flights than any other aircraft in the squadron. The fifty four bombs painted on the fuselage represent raids over enemy territory.

The plane has always been one of the most popular exhibits at the Australian War Memorial. After undergoing extensive restoration at the Australian War Memorial's Treloar Conservation workshops, it went back on display in Anzac Hall in 'Striking by night", a permanent exhibition featuring a dramatic sound and light show that re-creates a night bombing operation over Berlin in December 1943.

The Lancaster Mk III had newer Merlin engines but was otherwise identical to earlier versions; 3,030 Mk IIIs were built, almost all at A.V. Roe's Newton Heath factory.

AvH_GB_Lancaster_Mk III_ QRM

BEAR — Fri, 21 Dec 2007 04:01:46 GMT

Avro
Lancaster Mk III QRM
‘Mickey the Moocher'
AvHistory - Version-4.00.164

This Lancaster is a B-grade plane. Cockpits are rudimentary, fully functional, but not final. The flight & damage package, Version 4.00.164 is fully implementated

This aircrafts M3D was devloped by Ted "NachtPiloten" Kaniuka based on the original work of Mathias Pommerien. John BRAVO/4 Whelan painted the Lancaster as "Mickey The Moocher"

The optional custom Lancaster engine sound package was provided for this aircraft by Des Braban & Doug Smith.

Lancaster III EE176 ‘QR-M' ‘Mickey the Moocher' of 61 Squadron, based at Skellingthorpe. EE176 was one of only 35 Lancaster centurions - aircraft that flew and survived in excess of 100 missions. ‘Mickey' is believed to have flown between 115 and 128 missions against targets including Berlin (15 missions), Cologne, Dortmund, Brunswick and the breakout at Caen. The nose art features ‘Mickey the Mouse' pulling a bomb trolley and 112 bomb symbols as shown on a wartime photograph of EE176.

The original QR-M survived the war but like so many other ‘Lancs' that had served their country well, it was unceremoniously scrapped.

The Lancaster Mk III had newer Merlin engines but was otherwise identical to earlier versions; 3,030 Mk IIIs were built, almost all at A.V. Roe's Newton Heath factory.

AvH_GB_Tempest_Mk V_JFE

BEAR — Wed, 19 Dec 2007 03:48:45 GMT

Tempest Mk V - CFS3
V4.00.164

This aircraft was built by GregoryP using the Version 4.00.164 AvHistory 1% Assembly Line process. It is based on the stock CFS3 Tempest Mk V visual created by Microsoft and painted by Will Hunter, Commonwealth Aircraft Corporation.

It is painted in the livery of 'JF-E' NV784’ a Tempest Mk V flown by W/C Pierre Clostermann, commander of 3 Squadron, Royal Air Force 1944-45. W/C Clostermann was a Free French pilot flying with the RAF from 1942 through the end of the war. Clostermann had 23 confirmed aerial kills and 9 "probables" and "ground kills". Clostermann's final score in Tempest is at least 12 destroyed, 6 shared and 2 probables.

He was awarded the DSO and DFC and Bar in addition to French, Belgian and American decorations.

The Tempest began life as an intended improvement in the Typhoon. Based on studies to improve high altitude performance, Hawker decided to change the wing to a much thinner laminar-flow wing with an elliptic planform. The maximum depth of the new wing occurred farther back, at 37.5 % chord, while the thickness/chord ratio reduced to 14,5 % at the root tapering to 10 % at the tip. The power plant was to be the new Napier Sabre IV.

Fuel had to be moved from the thinner wing to a fuselage Tank which was made possible by an extendion that moved the engine 51 cm forward. A dorsal fin was also added. The plane was to be named as Typhoon II, but there were so many changes that in the beginning of 1942 the fighter was renamed Tempest.

The Tempest was initially designed with six different engines to forestall the engine problems that had plagued the Typhoon. The first Tempest to be completed was equipped with the Napier Sabre II and designated the Mk V. The first flight of the prototype was in September 1942. The first Hawker Tempest Mk V serial production plane flew its maden flight in June 1943 at Langley. From the initial production batch (Series 1) 100 aircraft were fitted with 20 mm Hispano Mk II cannons, whose barrels protruded from the leading-edge of the wing. The remaining Tempest Vs had short-barreled Mk V cannon, completely contained in the wings.

The first RAF squadrons to be formed with the Tempest were former Typhoon units. It was felt that since the two aircraft were similar in handling characteristics, re-equipping former Typhoon units would speed up the introduction of the Tempest. During January of 1944, No 486 Squadron received its first aircraft at Tangmere, later passing these aircraft to No 3 Squadron. As more Tempests were delivered, both units became fully equipped and were declared operational during late April of 1944.

After initially being held in reserve during the D-Days landings, Wing Commander Beamont led nine No 3 Squadron Tempests over the beaches on 8 June. During the patrol the squadron engaged five Bf 109Gs near Rounen, shooting down three without loss. While this was the first of an impressive total of air-to-air kills for the new fighter it was initially deployed to counter the threat posed by the V-1 flying bombs. In this role, the Tempest truly excelled. By the end of the V-1 campaign, Tempest pilots had claimed a total of some 800 V-1s destroyed. No less than 55 pilots had become Divers (V-1) aces. The top scorer was Squadron Leader J. Berry of the Fighter Interception Unit and No 501 Squadron, with a total of sixty and one-third destroyed.

Released from its V-1 chasing chores, the Tempests were quickly deployed for air superiority. On 25 August 1944, No 56 Squadron conducted a fighter sweep across the channel to Cassel and Tempests were once more back in action over the continent. Nos 274 and 80 Squadrons quickly joined in attacks against targets in France. On 13 October Tempest of No 3 Squadron destroyed its first German jet aircraft, a Me262. The Tempest went on to score several vistories against the Me262 and Arado 234. A Tempest is also credited with the first downing of a He 162 rocket jet. By the end of the war, the seven squadrons of Tempests in 2nd TAF had accounted for 240 enemy aircraft destroyed in air combat, plus thirteen probably destroyed.

As the Allied forces swept on towards the German borders during the winter of 1944-45, the Tempest also established itself as one of the most successful ground attack in the European theatre. Its speed, controllability, weapons accuracy and superior all-round and attack vision proved invaluable in this role. As an example, during February 1944, 122 Wing accounted for a record total of 484 German locomotives, 32 aircraft, 485 road vehicles, 118 barges and 650 railway trucks.

AvH_GB_Spitfire_Mk XIVc_AP_D

BEAR — Fri, 14 Dec 2007 07:14:14 GMT

SPITFIRE Mk XIVc AP
Invasion Stripes
130 Sqdn - CFS3
V4.00.164

This aircraft was built by GregoryP using the Version 4.00.164 AvHistory 1% Assembly Line process. It is based on the new CFS3 Spitfire MkXIVc visual 3D model created by and painted by Josh Ziebarth "ZUYAX". LODs and 3D modeling guidance was provided by Mathias Pommerien, whose assistance was greatly appreciated. Please see the orginal aircraft readme file included for additional credits and information.

John Bravo/4 Whelan painted this plane to represent aircraft code AP of the 130 squadron in invasion stripes.

No. 130 Squadron was formed During WWI at Wyton on 1 March 1918 but did not become operational before disbanding on 4 July 1918.

The Squadron reformed on 20 June 1941 at Portreath with Spitfires as a fighter Squadron and became operational on 21 July. The Squadron was occupied with Sweeps over France, convoy duries and local air defence duties until March 1943 when it moved to Scotland for a month before becoming based in northern Ireland.

In July it returned to England and resumed offensive operations moving north again to first to Yorkshire and later to Scotland and northern England. On 13 February 1944 the Squadron was then disbanded. On 5 April 1944 186 Squadron based at Lympne was renumbered 130 Squadron and its Spitfires continued their missions over northern France.

In August the Squadron converted to Spitfire XIVs to counter the flying-bomb attacks on southern England. At the end of September it moved to the Low Countries for armed reconnaissance sweeps over Germany. Attacks on enemy transport and airfields continued until the end of the war when the Squadron changed to Spitfire IXs.

Without question the Supermarine Spitfire line was the most successful evolution of a fighter aircraft during World War II. With significant improvements in engine and airframe, the Spitfire progressed through a seemingly endless series of variants that each managed to equal of excell thier opponents of the period. Ironically, the most successful and most heavily produced variants were the models classified as so called "interim types". Like its predicessors the Mark V and the Mark IX, the Mark XIV was itself an interim type and the most impressive Spitfire to see significant combat during the conflict.

By late 1942, work was well underway on the so called "Supper Spitfire", a significant redesign that was to be powered by the Rolls BRoyce Giffon engine. The Giffon was considerably more powerful than the most advanced version of the Merlin line. Development of the Super Spitfire lagged and a one stage version of the Griffon was first fitted to a Mark VIII airframe to produce the Mark XII, an intermim low altitude optimized type pressed into service to counter marauding by low flying FW190s. The Mark XII was successful as a low altitude fighter but severly limited by its single stage supercharger. Thus the Air Ministry decided to explore a two stage version to serve until the Super Spitfire could be produced. The result was the Mark XIV, essentially a Mark VIII airframe mated with a two stage superacharged Rolls Royce Griffon engine and a five bladed prop. The first six protypes were literally that but the production aircraft incorporated additional strengthing of the wings and fuselage, an increase in rudder size and considerable tinkering with control balance to manage the increased torque of the Griffon engine.

The Mark XIV was an awesome flying machine, perhaps best described by some of the pilots that flew it. No propeller aircraft of the war could match its climb and few could match its speed. As noted by Wing Commander Pete Brothers "[it] was able to climb almost vertically - it gave many Luftwaffe pilots the shock of thier lives when, having thought they had bounced you from a superior height, they were astonished to find the Mark XIV climbing up to tackle them head on, throttle wide open!" As described much later by the late Jeff Ethell, "hile the Merlin-engine versions run very smoothly, the larger Griffon-engine machines feel as if they are angry. The sound from the exhaust stacks and the vibration transferred to the seat of the pants communicates visceral power, almost a desire to go kill something. Any hot-rod lover would enjoy this sensation of unbridled horsepower, this impatience to be turned loose and hunt. Every fighter I've been in is great fun to fly but only a very few are brutally straight about why they exist. The Griffon Spitfire is one such machine."

Moreover, while some late war variants of other previously successful fighter aircraft sacrificed some measure of their handling for performance gains, the Mark XIV retained the harmony of control and dominence in turning that was a hallmark of the early versions in the line. As concluded from its flight testing at the Air Fighting Development Unit in Duxford in early 1944, "All around performance of the Mark XIV is better than the Mark IX at all altitudes.... Its manoeuvrablitiy is as good as a Mark IX. It is easy to fly but should be handled with care on take off and landings."

No 610 Squadron was the first to equipe with Mark XIV in January 1944, followed shortly by 91 and 322 Squadrons. Conversion was generally straight forward although since the Griffons rotated in the opposite direction, some care was required to adjust to opposite rudder necessary to mangage the massive torque. In view of thier speed, Mark XIVs were initially deployed to counter the V1 threat and eventually rotated to Belgium and northern France. By this time in the war, air combat opportunities were limited but the Mark XIV demonstrated its superiority in the few encounters it had. A Mark XIV also had the distinction of destroying the first jet Me 262.

Like the other Spitfire variants, the Mark XIV was produced in various subvariants. The C wing model was equiped with the usual C wing armament of 4 x .303 cal machine guns and 2 x 20mm hispano cannons. The E model substituted the E wing armament by replacing the .303s with two .50 cal machine guns mounted inboard of the cannons. Most E models were also produced with the bubble canopy and cutback fuselage for improved visability. Many Mk XIVs were also produced or modified in the field with clipped wings. A few versions were equiped with counter rotating props.

AvH_GB_Spitfire_Mk XIVc_CG

BEAR — Fri, 14 Dec 2007 06:06:44 GMT

SPITFIRE Mk XIVc CG
145 Sqdn - CFS3
V4.00.164

ZUYAX painted this plane to represent Spitfire RM787, a Mark XIVc flown by Wing Commander Colin Grey, 145 Sqdn. Lympne, October 1944.

Born in New Zealand, Colin Grey starting operational flying with the RAF 54 Squadron in 1939 in the Spitfire Mk I. He saw action over Dunkirk and downed his first aircraft, a Bf109E, in May 1941. He became one of the more successful pilots to survive the Battle of Britain, recording 16 enemy aircraft through November of that year. He flew with several squadrons during 1941 and after a rest tour returned to command 64 Squadron flying Mark IXs in 1942. HE went on to command 81 Squadron, also in Mark IXs and added 5 more victories. In May 1043 he was promoted to wing Commander and led 322 Wing in the Silicy campaign. In mid 1944 he commanded Detling and then Lympne wings flying Makr XIVs. By the end of the War, Grey had become New Zealand's leading ace, recording 27 destroyed, 2 shared destroyed, 6 probable destroyed and 12 damaged. The majority of these scores were achieved with the Spitfire Mk IX. After the war he stayed in the RAF and retired as a Group Captain.