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. Radiator: as soon as you unlock the radiator module you can set this to 30% and leave it there for the entire match.
It features an exceptional rate of climb, whilst still retaining the manoeuvrability of its early lineage. Several major and large numbers of minor improvements were progressively introduced to Mk IXs, some of which were used on other Spitfire variants. Its manoeuvrability is as good as a Spitfire V up to 30,000 feet and above is very much better. 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. At 38,000 feet it is capable of a true speed of 368mph and is still able to manoeuvre well for fighting. Problems with the licence-built engines limited introduction to front-line squadrons for several months. This was the most numerous version of the Mk IX, with 4,010 produced. The new wing allowed for a four cannon armament and the inner bays could carry The .303 machine guns mounted in the outer wings were no longer fitted, because rifle calibre bullets were ineffective against heavily armoured aircraft. As a result, it was decided to base the Merlin 60 powered PR aircraft on the MK IX airframe.The first Mk XIs were built in November 1942: from April 1944 production ran concurrently with the PR Mk XIX before ending in December 1944, when they were phased out in favour of the Mk XIX. This version first became operational in March 1943 with the The H.F IX was powered by the specialised high altitude Merlin 70 and entered service in the Spring of 1944. 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.' All else being equal, and as long as teammates or win conditions are not being immediately threatened, attacking a single-engine fighter instead of a larger plane will usually yield greater results and a quicker victory. It was introduced in Update 1.35. Serial listings show that the HF Mk IX was produced in relatively limited numbers when they were required, with priority being given to versions rated for low and medium altitudesThe 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. 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.
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Normally Spitfire XIs cruised between these altitudes although, in an emergency, the aircraft could climb to 44,000 ft (13,000 m) However, pilots could not withstand such altitudes for long in a non-pressurised cockpit without suffering from serious physiological effects.At first, production of the PR Mk XI was delayed because development of the Mk VII and VIII series was delayed. The internal structure was strengthened and revised. The Supermarine Spitfire was a British single-engine, all-metal, low-wing monoplane fighter. Retractable tailwheels were fitted as standard and the majority of the Mk XIs built had the later large-area pointed rudder. On the level the Spitfire is considerably faster and climb is exceptionally good. In fact, the Hispano cannons' sometimes unreliable damage output means that it can be wise to choose attacking smaller, lighter targets (single-engine fighters) over larger ones (heavy fighters and attackers).
The Plagis' Spitfire LF Mk IXc is a gift rank IV British fighter with a battle rating of 5.7 (AB/RB) and 5.0 (SB). The majority of Mk IXs of all types used the standard "c" wing, which would often carry two 20mm cannon and four … 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. 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 After the destruction of the main Itchen and Woolston works by the Late Merlin-powered variants of the Supermarine SpitfireIn addition to the visual undercarriage aids, early Mk IXs and all Mk VIIs and VIIIs had an undercarriage warning horn which sounded if the undercarriage was still retracted with the engine throttled back.
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. This engine produces its best performance at slightly lower altitudes than the older Merlin 61. VII) series engine with two-stage, two-speed superchargers.While early Mk VIIs were fitted with a detachable canopy, secured by four pilot-operated catches, later Mk VIIs were fitted with a "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.
(These outer guns had always been the less effective part of a Spitfire's armament: their distance from the centreline made them hard to Many Spitfires had their elliptically "pointed" wing tips replaced by shorter, squared off fairings, this slightly improved maximum speed at low altitude and enhanced the roll rate.
VII) or 71 (H.F. Mk.