SPITFIRE Mk XIV

As the Spitfire IX had appeared as interim type while the Mk VIII was developed, so the Mk XIV bore the same relationship to the Ml XVIII as a quick fix, utilizing the Griffon engine to meet the immediate needs of the RAF. As related under the Mk VIII entry, six Mk VIII airframes were diverted from the production line in 1943 to have Griffon engines installed, becoming known unofficially as Mk VIIIgs. JF316 initially had a Griffon III, while JF 317, JF 318, JF 320 and JF 321 all had Griffon 61s, the last mentioned with a contra-rotating propeller, while JF 319 received a Griffon 65. The first to fly was JF 317, and it was sent for an operational evaluation with the AFDU at RAF Wittering, (then in Northamptonshire), that lasted for three days from July 27, 1943. The evaluation was a comparison with an unmodified Mk VIII, although the units test pilots also commented on general handling characteristics. Al low-level and between 20,000 and 25,000ft (3,048 and 4,572m) the Mk VIII was faster. Above 30,000 ft (9,144m) the Griffonpowered Spitfire came into its own, as it was faster and had superior rate of climb, although below that altitude the Mk VIIIs climb was better. It was considered that the Griffon aircraft had better monoeuvrability especially in the turn. The Griffon Spitfire displayed good spin characteristics, as it tended to exit them if the pilot removed his hands from the controls, while the view over the nose was better than those with the Merlin. The test pilots singled out the heavier elevator controls for some criticism, but overall it was believed that the performance above 25,000ft (7,620m) was significantly better than the standard Mk VIII)

Significant changes
With such an endorsement it should come as no surprise that plans for an interim production production version of the Mk VIIg were approved, and the Mk XIV was the result. The Mk XIV differed externally from the early Mk XII in several ways. It had a whip aerial on its rear fuselage it place of the mast-type, while the cowling was of a different shape, without the Mk XIIs lump on the centerline. Under the wings the Mk XIV had two square-section ducts, while the Mk XII retained a circular section radiator under the port wing. The Mk VIIIg was known as the Supermarine Type 369, while the production Mk XIV became the Type 379 and was outlined in Supermarine Specification No. 472, dated May 18, 1943. It specified the use of either a Griffon 65 for

aircraft destined for high-altitude work, or a Griffon 72 for low-altitude, both with five-blade Rotol propellers with a diameter of 10ft 5in (3.18m). It was planned to use the fuselage of the proposed Spitfire F 21 mated to the wings of the F VIII with minor strengthening and the wingtips of the Mk Vc. The Mk XIV retained the wing shape of the Mk VIII with the Universal (C type) wing, with an armament of two 20mm (0.787in) British Hispano cannons and two 0.50in (12.7mm) Browning machine-guns, the Mk XIVs with the Universal swing became known as Mk XIVcs, while the aircraft with the E obviously became Mk XIVes. Fuel capacity in the Mk XIV was originally 115 Imperial gallons (523 litres). The tail came from the Mk VIII, although it contained ballast to counter the heavier engine in the nose, while the undercarriage oleo legs also came from the same variant. The first production example, RB140, powered by a Griffon 65, had 90lb (41 kg) of ballast when it was weighed on September 30, 1943. To improve the lateral stability of the airframe a new, larger fin and rudder shape was incorporated that was to become standard on most of the later variants.

Reconnaissance and bombing

Supermarine Spefication No. 478 of November 29, 1943, described fighterreconnaissance ( the FR XIV) and long range versions of the mark. It added a rear fuselage fuel tank, oblique and vertical cameras, new wheels and tyres on new oleo undercarriage legs, and strengthened wing spars. Changes in the rear fuselage structure allowed the rear view teardrop canopy to be installed. The improvements were to be applied in five different stages that resulted in the production of standard Mk XIVs; aircraft with rear view canopy; the new canopy with an oblique camera and a 31 Imp gal (141 litre) fuel tank in the rear fuselage; new canopy oblique and vertical cameras and fuel tank; and aircraft with just the new canopy and fuel tank. The oblique camera could be mounted either to the port or starboard sides of the fuselage. The aircraft equipped with cameras were designed FR XIV and were build with both C (Universal) and E type wings. One restriction placed upon Mk XIVs equipped with the extra fuel tank in the rear fuselage was that they were not supposed to fly above 15,000ft (4,572m) with the tank full because of centre of gravity concerns. The first production Mk XIVe with the rear view canopy was NH741, and test pilots who flew the Mk XIV with the cutdown fuselage during February 1945 noted that it had a detrimental effect

on direction stability, particularly when climbing. As part of the development of the new canopy, several Spitfires were involved in hood jettison trials, including Mk VIII JF 299 and Mk XIV MV 261. Lt Hill flew MV 262 over Salisbury Plain, Wiltshire, as part of the trials, but the aircraft was badly damaged in the first test release of the canopy. Late production F XIVs were cleared in January 1945 to operate in the fighter-bomber role carrying 250lb (113 kg) or 500lb (227kg) bombs, and a 30 or 90 Imp gal (136 or 409 litre) overload tank. Alternatively a J-type winch for towing targets could be carried.

Varied roles
The F XIV was the first delivered to 610 Squadron based at Exeter, Devon, during January and February 1944. In March 91 and 322 (Dutch) Squadrons also re-equipped with the aircraft. All three were ready in time to counter the V-1 flying bomb menace, and several of the F XIVs used for anti-driver patrols had their engines modified to operate at 25lb boost using 150 octane fuel, increasing speed by around 30mph (48km/h) at low level. By September 1944 41, 130, 350 (Belgium) and 402 (Canadian) Squadrons were also equipped, or in the process of re-equipping, with the F XIV, allowing the aircraft to become the main high-altitude fighter flown by the squadron of the 2nd Tactical Air Force (2nd TAF) during the final months of the war in Europe. Many others were shipped out to the Far East to participate in the conflict against Japan, but although 11 Squadron in India was equipped with the variant, the war ended before they could be used. During November 1944 2 and 430 Squadrons became the first to re-equip with the FR XIV, both serving with the 2nd TAF on the Continent. The type number 373 was allocated to the small number Mk XIVs equipped with Griffons driving contra-rotating propellers, which included JF317, JF320, JF 321 and RB144, the last being the first delivered to the RAF in February 1945, powered by a 2,055hp (1,533kW) Griffon 85.

Specialist trials
The Mk XIV contributed to the development of various pieces of equipment, even the majority of the innovations were rejected for service use. Between

October 1944 and February 1945 Mk XIV NH717 flew with an Elektron engine cowling to test its durability. This was 30lb (13kg) lighter than the original unit but was prone to cracking, and after 90 hours 35 minutes of flight-during which it had to be returned to the manufacturer for repairs-it was rejected. NH717 also flew trials with metal-covered ailerons and used by Vickers to test a tropical intake shutter that was interconnected with the undercarriage, designed to prevent the engine from overheating during landing and takeoff. Plain, tab-balanced ailerons replaced the standard Frise units on RB146 during November 1944. It was found that the replacement units were too light at low-speed and were over balanced at high-speed. During February 1945 RM709 was flown to test ailerons with thicker gauge skin, while the following month a Boscombe Down RB 146 tested piano-hinge-type ailerons. RB146 demonstrated that the new ailerons provided an improvement in manoeuvrability and lateral control. Ailerons were not the only control surface under investigation, as RM784 flew a comparison of metal- and fabric- covered rudders in January 1945. It was discovered that the directional stability was unacceptable with a metal covering, although it improved when the balance tab was disconnected. In August 1944 RM689 tested a curved windscreen and revised canopy for the Mk XIV with the raised rear fuselage. Although it reduced drag, the curved windscreen caused some visual distortions. At least two Spitfire XIVs tested zero-length rocket projectiles. During October 1945 TP240 was flown by the Supermarine test pilot Lt P SheaSimonds carrying six of the weapons. It was discovered that while the installation would have been acceptable, the Mk XIV had poor directional stability in a dive and was difficult to hold on target. Cold weather trials were undertaken at Fort Nelson, British Columbia, Canada, during the winter of 1946 and 1947, using TZ138. After experiencing difficulty moving around in the deep snow on the ground, a pair of skies designed for the de Havilland Tiger Moth were appropriated and used by the aircraft for take-off, dropping away as the aircraft lifted up. This is believed to be the only Spitfire to use skies. Mk XIVs were exported to Belgium, Indian and Thailand. A total of 134 F/FR XIV were purchased in 1947 for the Force Aerienne Belge/ Belgische Luchtmacht ( Royal Belgium Air Force), all but two of which were delivered to re-equip the 1st Fighter Wing at Beauvechain and 2nd Fighter Wing at

Florennes. The 10th Wing at Chievres and the Fighter School at Coxijde later used the type, which remained in front-line service until December 1952 and was finally retired in 1954. Nos 1, 4, 6, 7, 8, 9 and 14 Squadrons of the Royal Indian Air Force flew Spitfire Mk XIVs, although the exact number delivered is unknown. No. 4 Squadron formed part of the British Commonwealth Occupation Force in Japan from April 1946, equipped with variant. The type was retired by the re-titled Indian Air Force in the early 1950s. In 1950 a total of 30 reconditioned F/FR XIVs were purchased for the Royal Thai Air Force from RAF stocks in the Far East to equip the first Squadrons of 1 and 4 Wing. They were used until 1954, when a few were passed onto 12 Squadron and flown for around a further year before being withdrawn from service.