1/48 Airfix Supermarine Spitfire MK XII.
Posted: Fri Mar 25, 2016 3:13 pm
1/48 Airfix Supermarine Spitfire MK XII.
Background:
Supermarine Spitfire Mk XII (type 366)
The Mk XII was the first Spitfire powered by a Griffon engine to go into service. The first of 100 Supermarine-built production aircraft started appearing in October 1942; two RAF squadrons in total were equipped with the XII. Mk XIIs were manufactured from Mk VC and Mk VIII airframes: early production aircraft had the fixed tail wheels, Dunlop AH2061 pattern "five spoke" mainwheels and small elevator balances. They had a single 85 gal main fuel tank, giving a short range of little over 380 miles (610 km) on internal fuel. All were fitted with the larger, pointed tip rudder. The last 45 or so Mk XIIs, were based on Mk VIIIs with two wing fuel tanks, each containing a maximum fuel load of 14 gal, and featured the larger horn balances, retractable tailwheel and undercarriage legs with torque-links, "dished" leg fairings and the stronger Dunlop AH10019 four spoke wheels. The wheels were occasionally fitted with disc-style covers. A later model IFF was fitted, replacing the aerials from the tail plane tip to fuselage with a rod aerial under the starboard wing. Another important feature of the Griffon-engine Spitfires was the entirely flush-riveted finish which was progressively introduced on all Spitfires.
The single-stage Griffon engine (II or IV) gave the aircraft superb low and medium level performance, although the Mk XII's performance declined at higher altitudes: because of this all production aircraft had "clipped" wings. In comparative tests with a Mk IX it was 14 mph (23 km/h) faster at sea level, but above 20,000 ft (6,100 m) it had become slower. Handling, however, was considered to be better than previous Spitfire marks, and the clipped wings conferred excellent manoeuvrability through enhanced aileron response.
At low altitude it was one of the fastest aircraft in the world; in one speed trial, held at Farnborough in July 1942 DP845 (now referred to as the Mk XII) piloted by Jeffrey Quill raced ahead of a Hawker Typhoon and a captured Focke-Wulf Fw 190, to the amazement of the dignitaries present.
On reflection the general scheme became clear. The Spitfire was to be a sort of datum pacemaker - 'Mr Average Contemporary Fighter' - and its job would be to come in last, the real excitement of the proceedings being by how much it would be beaten by the FW 190 and the Typhoon, and which of these two bright stars would beat the other and by how much. Outside on the tarmac at Worthy Down stood the inoffensive-looking but highly potent DP485 ...
All went according to plan until, when we were about halfway between Odiham and Farnborough and going flat out, I was beginning to overhaul the FW 190 and the Typhoon. Suddenly I saw sparks and black smoke coming from the FW 190's exhaust ... and I shot past him and never saw him again. I was also easily leaving the Typhoon behind and the eventual finishing order was, first the Spitfire, second the Typhoon, third the FW 190. This was precisely the opposite result to that expected, or indeed intended. It certainly put the cat among the pigeons and among the VIPs.
However pilots found it difficult to exploit this advantage in combat as German pilots were reluctant to be drawn into dogfights with Spitfires of any type below 20,000 feet (6,100 m). When the Mk XII was able to engage in combat it was a formidable fighter and several Fw 190s and Bf 109-Gs fell victim to it.[19] The Mk XII's speed advantage at lower altitudes again became useful near the end of its front line service in Summer 1944, in which it shot down a respectable number of V-1 Flying Bombs, 82.5[20] The Mk XII variant was retired in September 1944.
Source:
https://en.wikipedia.org/wiki/Supermari ... ype_366.29
Box, Sprues and aftermarket shots.
Background:
Supermarine Spitfire Mk XII (type 366)
The Mk XII was the first Spitfire powered by a Griffon engine to go into service. The first of 100 Supermarine-built production aircraft started appearing in October 1942; two RAF squadrons in total were equipped with the XII. Mk XIIs were manufactured from Mk VC and Mk VIII airframes: early production aircraft had the fixed tail wheels, Dunlop AH2061 pattern "five spoke" mainwheels and small elevator balances. They had a single 85 gal main fuel tank, giving a short range of little over 380 miles (610 km) on internal fuel. All were fitted with the larger, pointed tip rudder. The last 45 or so Mk XIIs, were based on Mk VIIIs with two wing fuel tanks, each containing a maximum fuel load of 14 gal, and featured the larger horn balances, retractable tailwheel and undercarriage legs with torque-links, "dished" leg fairings and the stronger Dunlop AH10019 four spoke wheels. The wheels were occasionally fitted with disc-style covers. A later model IFF was fitted, replacing the aerials from the tail plane tip to fuselage with a rod aerial under the starboard wing. Another important feature of the Griffon-engine Spitfires was the entirely flush-riveted finish which was progressively introduced on all Spitfires.
The single-stage Griffon engine (II or IV) gave the aircraft superb low and medium level performance, although the Mk XII's performance declined at higher altitudes: because of this all production aircraft had "clipped" wings. In comparative tests with a Mk IX it was 14 mph (23 km/h) faster at sea level, but above 20,000 ft (6,100 m) it had become slower. Handling, however, was considered to be better than previous Spitfire marks, and the clipped wings conferred excellent manoeuvrability through enhanced aileron response.
At low altitude it was one of the fastest aircraft in the world; in one speed trial, held at Farnborough in July 1942 DP845 (now referred to as the Mk XII) piloted by Jeffrey Quill raced ahead of a Hawker Typhoon and a captured Focke-Wulf Fw 190, to the amazement of the dignitaries present.
On reflection the general scheme became clear. The Spitfire was to be a sort of datum pacemaker - 'Mr Average Contemporary Fighter' - and its job would be to come in last, the real excitement of the proceedings being by how much it would be beaten by the FW 190 and the Typhoon, and which of these two bright stars would beat the other and by how much. Outside on the tarmac at Worthy Down stood the inoffensive-looking but highly potent DP485 ...
All went according to plan until, when we were about halfway between Odiham and Farnborough and going flat out, I was beginning to overhaul the FW 190 and the Typhoon. Suddenly I saw sparks and black smoke coming from the FW 190's exhaust ... and I shot past him and never saw him again. I was also easily leaving the Typhoon behind and the eventual finishing order was, first the Spitfire, second the Typhoon, third the FW 190. This was precisely the opposite result to that expected, or indeed intended. It certainly put the cat among the pigeons and among the VIPs.
However pilots found it difficult to exploit this advantage in combat as German pilots were reluctant to be drawn into dogfights with Spitfires of any type below 20,000 feet (6,100 m). When the Mk XII was able to engage in combat it was a formidable fighter and several Fw 190s and Bf 109-Gs fell victim to it.[19] The Mk XII's speed advantage at lower altitudes again became useful near the end of its front line service in Summer 1944, in which it shot down a respectable number of V-1 Flying Bombs, 82.5[20] The Mk XII variant was retired in September 1944.
Source:
https://en.wikipedia.org/wiki/Supermari ... ype_366.29
Box, Sprues and aftermarket shots.
