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Here is a very brief post about the role that the Supermarine Spitfire undertook in the Photographic reconnaissance role during WW2.
The Story of the Spitfire as a photographic reconnaissance aircraft starts at the end of 1939, by which time operational experience with Blenheims and Lysanders used on photographic missions had shown that an aircraft capable of flying much faster and higher was needed.
A special flight, christened the "Heston Special Flight" was formed, and was equipped with two Spitfire 1As which were specially converted at RAE. Farnborough. Each carried one F.24 camera mounted vertically in each wing. The first, unsuccessful, sortie was made from a French base against Aachen on November 18, 1939; after a few more sorties the Flight returned to Heston on January 11, 1940.
Spitfire PR Mk1A about to leave on the first reconnaissance mission of WW2
The original R.A.E. modification was designated the Spitfire PR Type A; the next model, a conversion made at Heston was the Spitfire PR Type B. One of the disadvantages discovered with the Spitfire PR Type A was the lack of range, so a 29-gallon fuel tank was introduced into the rear fuselage, behind the pilot.
On the Spitfire Type B like the Type A one vertical camera was carried in a fairing beneath each wing, the cameras on the Type B had a larger focal-length than on the Type A, this gave more detail when flying at 30,000ft. Only a small number Spitfire PR Type B's were produced.
The next conversion was the Spitfire PR Type C, which for the first time used a vertical camera in the fuselage. The wing blisters were retained, but one carried two cameras under the port wing, and additional fuel in the other under the starboard wing. Extra oxygen was carried for maximum high altitude flying, and the 29-gallon rear fuselage tank was also retained.
The next version was the Spitfire PR Type D, this version incorporated several important modifications;
a fuel tank of 66 gallons capacity was fitted in the leading edge of each wing, which gave a total fuel capacity of 218 gallons, there being no rear fuselage tank.
No cameras were carried in the wings, but two F.8 (20-in.), F.24 (20-in.) or F.24 (14-in.) were mounted in tandem in the fuselage; these were "split,' i.e., both were slightly off vertical so that two overlapping photographs were taken simultaneously.
Other features were hot air camera heaters, glycol cockpit heater and extra oxygen.
The additional petrol necessitated more oil being carried, and this was provided in a 14-gallon tank in a small teardrop fairing beneath the port wing. Also, this was the first version not to be converted from a fighter.
The next was the Spitfire PR Type E, this was produced for low-level photography reconnaissance, it represent a significant development in that it was the first PR Spitfire to be equipped with an oblique camera. It had an F.24 camera installed under each wing in a bulged fairing with the lenses at right-angles to the line of flight and looking slightly below the level of the horizon. Only one was produced.
Almost concurrently with the Spitfire PR Type D, Heston Aircraft produced the Spitfire PR Type F, which allowed for the installation of one vertical F.8 (20-in.) camera, or two F.8 (20-in.) vertical split cameras or two F.24 (20-in.) vertical and one F.24 (14-in.) oblique cameras. Oxygen economizers were fitted for the first time, and additional oxygen bottles were carried, one in each wing and one behind the rear fuselage tank.
The alphabetical designations were not in accordance with the standard form of notation of mark numbers. So the two main reconnaissance Spitfires due to go into production, the Spitfire PR Type D and Spitfire PR Type G, became the Spitfire P.R.MkXI and Spitfire P.R.Mk.Vll (since D and G are the fourth and seventh letters of the alphabet respectively). Whereas the Spitfire A-G series had been powered by Merlin II, III or XII motors (being Spitfire I or II conversions), the Spitfire P.R.Mk.Vll, 229 of which were produced, had variously a Merlin 45, 46, 50, 50A, 55 or 56, and also provision was made in the production versions for an oblique F.24 camera. Also of special note is that the PR Type G (PR Mk.VII) retained its guns.
Provision was made for tropicalization and a number of Spitfire PR Mk.IV's was used in the Middle East. The Spitfire PR Mk.Vll, which had no provision for tropicalization, was powered by a Merlin 45 or 46. The last Spitfire for which Heston Aircraft was responsible for producing was the Spitfire PR Mk.XIII, a low-level fighting scout generally similar to the P.R.Mk.VII.
The PR Mk.XIII was powered by a 1,620 h.p. Merlin 32 motor, driving a four-blade Rotol air-screw, and was armed in all cases with only four 0.303-in, machine-guns.
It was the first PR type to have provision for a flat belly drop tank of standard Spitfire type, a 30-gallon tank being applicable, camera installation was two independent vertical F.24 (5-in.), (8-in.), (14-in.), (20-in.) or (20-in. Telephoto), and one port or starboard oblique F.24 (5-in.), (8-in.). (14-in.) or (20-in,). Instead of the cockpit teardrops, a balloon hood was fitted, and the windscreen was bullet proof.
Only twenty-live Spitfire PR Mk.XIII's were produced, these all being converted by Heston Aircraft Co., Ltd., the first seven from Spitfire VA's aircraft and the last eighteen from Spitfire VB's airframes.
Spitfire PR XI
The last and the greatest photographic reconnaissance variant of the Spitfire was the PR XIX.
It was powered by the Griffon 66 engine, with a max ceiling of 42,000ft. Its normal safe range was 1,160 miles, but this was extended to 1,550 miles by adding a 170 gallon overloaded drop-tank.
She could also carry a number of camera fits, listed below are the common ones:
1. Split pair of vertical F.24 cameras with 14in or 20in lenses, one oblique F24 camera, fitted with either 8in or 14in lenses
2. Split pair of vertical F.8 or F52 20in lens cameras.
3. Spit pair of vertical F.52 36in lens camera
Some 225 models came off the assembly lines with production ending early 1946, but the aircraft was used in front-line photo reconnaissance service with the RAF until April 1954.
Spitfire PR XIX
In fact the last time a Spitfire PR XIX was used to perform an operation act was in 1963 when one was used in battle trials against an English Electric Lightning to determine if a RAF Lightning could take on a piston engined aircraft.
This information was required because the RAF jets might have to engage P-51 Mustangs in the Indonesian conflict of the time.
If you would like further information on the 12 fully photo-recce versions of this great aircraft please visit my site ***website no longer available***
The Story of the Spitfire as a photographic reconnaissance aircraft starts at the end of 1939, by which time operational experience with Blenheims and Lysanders used on photographic missions had shown that an aircraft capable of flying much faster and higher was needed.
A special flight, christened the "Heston Special Flight" was formed, and was equipped with two Spitfire 1As which were specially converted at RAE. Farnborough. Each carried one F.24 camera mounted vertically in each wing. The first, unsuccessful, sortie was made from a French base against Aachen on November 18, 1939; after a few more sorties the Flight returned to Heston on January 11, 1940.
Spitfire PR Mk1A about to leave on the first reconnaissance mission of WW2
The original R.A.E. modification was designated the Spitfire PR Type A; the next model, a conversion made at Heston was the Spitfire PR Type B. One of the disadvantages discovered with the Spitfire PR Type A was the lack of range, so a 29-gallon fuel tank was introduced into the rear fuselage, behind the pilot.
On the Spitfire Type B like the Type A one vertical camera was carried in a fairing beneath each wing, the cameras on the Type B had a larger focal-length than on the Type A, this gave more detail when flying at 30,000ft. Only a small number Spitfire PR Type B's were produced.
The next conversion was the Spitfire PR Type C, which for the first time used a vertical camera in the fuselage. The wing blisters were retained, but one carried two cameras under the port wing, and additional fuel in the other under the starboard wing. Extra oxygen was carried for maximum high altitude flying, and the 29-gallon rear fuselage tank was also retained.
The next version was the Spitfire PR Type D, this version incorporated several important modifications;
a fuel tank of 66 gallons capacity was fitted in the leading edge of each wing, which gave a total fuel capacity of 218 gallons, there being no rear fuselage tank.
No cameras were carried in the wings, but two F.8 (20-in.), F.24 (20-in.) or F.24 (14-in.) were mounted in tandem in the fuselage; these were "split,' i.e., both were slightly off vertical so that two overlapping photographs were taken simultaneously.
Other features were hot air camera heaters, glycol cockpit heater and extra oxygen.
The additional petrol necessitated more oil being carried, and this was provided in a 14-gallon tank in a small teardrop fairing beneath the port wing. Also, this was the first version not to be converted from a fighter.
The next was the Spitfire PR Type E, this was produced for low-level photography reconnaissance, it represent a significant development in that it was the first PR Spitfire to be equipped with an oblique camera. It had an F.24 camera installed under each wing in a bulged fairing with the lenses at right-angles to the line of flight and looking slightly below the level of the horizon. Only one was produced.
Almost concurrently with the Spitfire PR Type D, Heston Aircraft produced the Spitfire PR Type F, which allowed for the installation of one vertical F.8 (20-in.) camera, or two F.8 (20-in.) vertical split cameras or two F.24 (20-in.) vertical and one F.24 (14-in.) oblique cameras. Oxygen economizers were fitted for the first time, and additional oxygen bottles were carried, one in each wing and one behind the rear fuselage tank.
The alphabetical designations were not in accordance with the standard form of notation of mark numbers. So the two main reconnaissance Spitfires due to go into production, the Spitfire PR Type D and Spitfire PR Type G, became the Spitfire P.R.MkXI and Spitfire P.R.Mk.Vll (since D and G are the fourth and seventh letters of the alphabet respectively). Whereas the Spitfire A-G series had been powered by Merlin II, III or XII motors (being Spitfire I or II conversions), the Spitfire P.R.Mk.Vll, 229 of which were produced, had variously a Merlin 45, 46, 50, 50A, 55 or 56, and also provision was made in the production versions for an oblique F.24 camera. Also of special note is that the PR Type G (PR Mk.VII) retained its guns.
Provision was made for tropicalization and a number of Spitfire PR Mk.IV's was used in the Middle East. The Spitfire PR Mk.Vll, which had no provision for tropicalization, was powered by a Merlin 45 or 46. The last Spitfire for which Heston Aircraft was responsible for producing was the Spitfire PR Mk.XIII, a low-level fighting scout generally similar to the P.R.Mk.VII.
The PR Mk.XIII was powered by a 1,620 h.p. Merlin 32 motor, driving a four-blade Rotol air-screw, and was armed in all cases with only four 0.303-in, machine-guns.
It was the first PR type to have provision for a flat belly drop tank of standard Spitfire type, a 30-gallon tank being applicable, camera installation was two independent vertical F.24 (5-in.), (8-in.), (14-in.), (20-in.) or (20-in. Telephoto), and one port or starboard oblique F.24 (5-in.), (8-in.). (14-in.) or (20-in,). Instead of the cockpit teardrops, a balloon hood was fitted, and the windscreen was bullet proof.
Only twenty-live Spitfire PR Mk.XIII's were produced, these all being converted by Heston Aircraft Co., Ltd., the first seven from Spitfire VA's aircraft and the last eighteen from Spitfire VB's airframes.
Spitfire PR XI
The last and the greatest photographic reconnaissance variant of the Spitfire was the PR XIX.
It was powered by the Griffon 66 engine, with a max ceiling of 42,000ft. Its normal safe range was 1,160 miles, but this was extended to 1,550 miles by adding a 170 gallon overloaded drop-tank.
She could also carry a number of camera fits, listed below are the common ones:
1. Split pair of vertical F.24 cameras with 14in or 20in lenses, one oblique F24 camera, fitted with either 8in or 14in lenses
2. Split pair of vertical F.8 or F52 20in lens cameras.
3. Spit pair of vertical F.52 36in lens camera
Some 225 models came off the assembly lines with production ending early 1946, but the aircraft was used in front-line photo reconnaissance service with the RAF until April 1954.
Spitfire PR XIX
In fact the last time a Spitfire PR XIX was used to perform an operation act was in 1963 when one was used in battle trials against an English Electric Lightning to determine if a RAF Lightning could take on a piston engined aircraft.
This information was required because the RAF jets might have to engage P-51 Mustangs in the Indonesian conflict of the time.
If you would like further information on the 12 fully photo-recce versions of this great aircraft please visit my site ***website no longer available***
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