IL-2 Spitfire User Manual
1
SUPERMARINE SPITFIRE
GUIDE BY CHUCK
• BLABLALBLAB
2
(Unit)
SPITFIRE
Mk Ia 100 oct
HURRICANE
Mk IA Rotol 100oct
BLENHEIM
Mk IV
TIGER
MOTH
DH.82
BF.109
E-4
BF.110
C-7
JU-87B-2
STUKA
JU-88
A-1
HE-111
H-2
G.50
SERIE II
BR.20M
TEMPERATURES
Water Rad Min
Max
Deg C 60
115
60
115
- - 40
100
60
90
38
95
40
90
38
95
- -
Oil Rad (OUTBOUND) Min
Max
Deg C 40
95
40
95
40
85
-
40
105
40
85
30
95
40
80
35
95
50
90
50
90
Cylinder Head Temp Min
Max
Deg C - - 100
235
- - - - -
-
140
240
140
240
ENGINE SETTINGS
Takeoff RPM RPM 3000 3000 2600 FINE 2350 2400 2400
2300
2400
2400
2520 2200
Takeoff Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +9 BCO ON See
RPM Gauge
1.3 1.3
1.35
1.35
1.35
890 820 BCO ON
Climb RPM RPM 2700 2700 2400 COARSE 2100 2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2400
30 min MAX
2100
30 min MAX
Climb Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +5 See
RPM Gauge
1.23 1.2
1.15
1.15
1.15
700 740
Normal Operation/Cruise
RPM
RPM 2700 2600 2400 COARSE 2000 2200 2200
2200
2100
2200
2100 2100
Normal Operation/Cruise
Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+3 +4 +3.5 See
RPM Gauge
1.15 1.15
1.1
1.1
1.10
590 670
Combat RPM RPM 2800 2800 2400 COARSE 2100 2400 2400
2300
2300
2300
2400 2100
Combat Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +5 See
RPM Gauge
1.3
5 min MAX
1.3
5 min MAX
1.15
1.15
1.15
700 740
Emergency Power/ Boost
RPM @ km
RPM 2850
5 min MAX
2850
5 min MAX
2600 COARSE
5 min MAX
2350 2500
1 min MAX
2400
5 min MAX
2300
1 min MAX
2400
1 min MAX
2400
1 min MAX
2520
3 min MAX
2200
5 min MAX
Emergency Power / Boost Manifold
Pressure @ Sea Level
UK: PSI
GER: ATA
ITA: mm HG
+12 BCO ON +12 BCO ON +9 BCO ON See
RPM Gauge
1.40
1 min MAX
1.3
5 min MAX
1.35
1 min max
1.35
1 min max
1.35
1 min max
890
3 min max
820 BCO ON
5 min MAX
Supercharger Stage 1
Operation Altitude
UK: ft
GER: M
- - - - - -
0
1500
0
1220
0
1220
- -
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
ITA: M
- - - - - -
1500+
(AUTO/MAN MODES)
1220+ 1220+
- -
Landing Approach RPM RPM 3000 3000 2400 As required 2300 2300
2000
2100
2300
2400 2200
Landing Approach Manifold
Pressure
UK: PSI
GER: ATA
ITA: mm HG
As required As required As required See
RPM Gauge
As required As required
As required
As required
As required
As required As required
Notes
Use “Rich” mixture for normal
operation. Use “Lean” mixture for fuel
conservation for RPM under 2600 &
boost @ +1 or lower.
Boost Cut-Out
Override (BCO)
during takeoff
often required
Min Oil Press:
35 psi
Max Oil Press:
45 psi
No Abrupt
Throttling
Eng. very
sensitive to
ata/rpm
Eng. very
sensitive to
ata/rpm
Boost Cut-Out
Override (BCO)
during takeoff
often required
AIRSPEEDS
Takeoff – Rotation
UK:
mph
GER/ITA:
km/h
120 120 110 55 180 190 170 185 150 170 175
Max Dive Speed
420 390 260 160 750 620 720 675 600 410 600
Optimal Climb Speed
165 175 135 66 240 270 215 250 240 240 210
Landing – Approach
160 160 140 55 200 220 170 200 200 175 175
Landing – Touchdown
90 90 85 50 160 180 150 180 140 160 160
PERFORMANCE SHEET
TABLE OF CONTENT - SPITFIRE
• PART 1: AIRCRAFT HISTORY
• PART 2: AIRCRAFT VARIANTS
• PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION
• PART 4: THE CONTROLS
• PART 5: WEAPONS AND ARMAMENT
• PART 6: TAKEOFF
• PART 7: LANDING
• PART 8: ENGINE MANAGEMENT
• PART 9: AIRCRAFT PERFORMANCE
• PART 10: P-8 COMPASS TUTORIAL
3
PART 1: AIRCRAFT HISTORY
4
The Supermarine Spitfire was designed as a short-range, high-performance interceptor
aircraft by Reginald J. Mitchell, chief designer at Supermarine Aviation Works (which
operated as a subsidiary of Vickers-Armstrong from 1928).
In accordance with its role as an interceptor,
Mitchell designed the Spitfire's
distinctive elliptical wing to have the thinnest
possible cross-section; this thin wing enabled
the Spitfire to have a higher top speed than
several contemporary fighters, including
the Hawker Hurricane. Mitchell continued to
refine the design until his death from cancer in
1937, whereupon his colleague Joseph
Smith took over as chief designer, overseeing
the development of the Spitfire through its
multitude of variants. During the Battle of
Britain (July–October 1940), the Spitfire was
perceived by the public to be the RAF fighter,
though the more numerous Hawker
Hurricane shouldered a greater proportion of
the burden against the Luftwaffe. However,
because of its higher performance, Spitfire units
had a lower attrition rate and a higher victory-
to-loss ratio than those flying Hurricanes.
5
In 1934, Mitchell and the design
staff decided to use a semi-elliptical
wing shape to solve two conflicting
requirements; the wing needed to
be thin, to avoid creating too
much drag, while still able to house
a retractable undercarriage, plus
armament and ammunition. An
elliptical planform is the most
efficient aerodynamic shape for an
untwisted wing, leading to the
lowest amount of induced drag. The
ellipse was skewed so that the
centre of pressure, which occurs at
the quarter-chord position, aligned
with the main spar, thus preventing
the wings from twisting. Mitchell has
sometimes been accused of
copying the wing shape of
the Heinkel He 70, which first flew in
1932; but as Beverly Shenstone,
the aerodynamicist on Mitchell's
team, explained "Our wing was
much thinner and had quite a
different section to that of the
Heinkel. In any case it would have
been simply asking for trouble to
have copied a wing shape from an
aircraft designed for an entirely
different purpose."
PART 1: AIRCRAFT HISTORY
PART 1: AIRCRAFT HISTORY
6
Pilots came from the four corners of the world to fly the Spitfire
and fight the Luftwaffe. Famous aces include James “Johnnie”
Johnson, Douglas Bader, Robert Stanford Tuck, Paddy Finucane,
George Beurling, Adolph “Sailor” Malan, Alan Deere, Colin
Falkland Cray and Pierre Clostermann.
PART 1: AIRCRAFT HISTORY
7
After the Battle of Britain, the Spitfire superseded the Hurricane to become
the backbone of RAF Fighter Command, and saw action in
the European, Mediterranean, Pacific and the South-East Asian theatres.
Much loved by its pilots, the Spitfire served in several roles, including
interceptor, photo-reconnaissance, fighter-bomber and trainer, and it
continued to serve in these roles until the 1950s.
PART 2: AIRCRAFT VARIANTS
8
(Unit)
SPITFIRE
MK I
SPITFIRE
MK I 100 OCT
SPITFIRE
MK IA
SPITFIRE
MK IA 100 OCT
SPITFIRE
MK IIA
TEMPERATURES
Water Rad Min
Max
Deg C
60
115
60
115
60
115
60
115
60
130
Oil Rad (OUTBOUND) Min
Max
Deg C
40
95
40
95
40
95
40
95
40
100
ENGINE SETTINGS & PROPERTIES
Engine & Fuel grade
Merlin II - 87 octane fuel Merlin II – 100 octane fuel Merlin III – 87 octane fuel Merlin III – 100 octane fuel Merlin XII – 100 octane fuel
Takeoff RPM
RPM
3000 FINE 3000 FINE 3000 3000 3000
Takeoff Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6 +9
Climb RPM
RPM
COARSE COARSE 2650 2700 2850
Climb Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6 +9
Normal Operation/Cruise
RPM
RPM
COARSE COARSE 2600 2700 2650
Normal Operation/Cruise
Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+3 +3 +3 +3 +6
Combat RPM
RPM
COARSE COARSE 2800 2800 2850
Combat Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6 +9
Emergency Power/ Boost
RPM @ km
RPM
2850 COARSE
5 min MAX
2850 COARSE
5 min MAX
2850
5 min MAX
2850
5 min MAX
3000
5 min MAX
Emergency Power / Boost
Manifold Pressure @ Sea
Level
UK: PSI
GER: ATA
ITA: mm HG
+6 +12 BCO-ON +6 +12 BCO-ON +12 BCO-ON
Landing Approach RPM
RPM
3000 FINE 3000 FINE 3000 3000 3000
Landing Approach Manifold
Pressure
UK: PSI
GER: ATA
ITA: mm HG
As required As required As required As required As required
Top Speed @ Sea Level
UK: MPH
GER-ITA: km/h
272 298 282 312 300
Notes & Peculiarities
Fit
with a De-Havilland Two Speed Propellor
,
maximum
RPMs are not restricted by
the
propellor
governor. The two settings
available
are
either 'Fine Pitch' or 'Coarse Pitch'.
Fit
with a Rotol Constant Speed Propellor,
maximum
RPMs
at 3000. The difference between Two Speed
and
Constant
Speed Props will be explained on the
next
page
.
The Spitfire
IIa
has better
performance (and top
speed) than the IA
btwn
10,000ft and 25,000ft.
PART 2: AIRCRAFT VARIANTS
9
The propeller installed on your aircraft means that a specific prop mechanism is
used. The De Havilland DH5-20 two-pitch props were used on early Spitfire and
Hurricane variants, mainly during the Battle of France. However, pilots realized that
two-pitch props could be manually fine-tuned between FINE and COARSE to gain
slightly better engine performance at desired engine RPMs. The Constant-Speed
Rotol propeller was the logical next step in this idea. With CSU governors, the
propeller pitch was automatically adjusted in order to gain a desired engine RPM.
This reduced the workload of experienced pilots and allowed overall slightly better
engine and aircraft performance.
Constant Speed Prop Mechanism
PART 2: AIRCRAFT VARIANTS
10
A constant-speed unit (CSU) or propeller governor is the device fitted to one of these propellers to
automatically change its pitch so as to attempt to keep engine speed constant. Most engines produce their
maximum power in a narrow speed band. The CSU can be said to be to an aircraft what the CVT is to the
motor car: the engine can be kept running at its optimum speed no matter what speed the aircraft is flying
through the air. The advent of the CSU had another benefit: it allowed the designers of aircraft engines to
keep ignition systems simple - the automatic spark advance seen in motor vehicle engines is simplified in
aircraft engines.
A controllable-pitch propeller (CPP) or variable-pitch propeller is a type of propeller with blades that can
be rotated around their long axis to change their pitch. If the pitch can be set to negative values,
the reversible propeller can also create reverse thrust for braking or going backwards without the need of
changing the direction of shaft revolutions. Such propellers are used in propeller-driven aircraft to adapt the
propeller to different thrust levels and air speeds so that the propeller blades don't stall, hence degrading the
propulsion system's efficiency. Especially for cruising, the engine can operate in its most economical range
of rotational speeds. With the exception of going into reverse for braking after touch-down, the pitch is
usually controlled automatically without the pilot's intervention. A propeller with a controller that adjusts the
blades' pitch so that the rotational speed always stays the same is called a constant speed propeller (see
paragraph above). A propeller with controllable pitch can have a nearly constant efficiency over a range of
airspeeds.
Team Fusion NOTE: The Spitfire Mk I 2-pitch system could in fact be used with limitations as a Variable Pitch system.
Though not exactly designed with this in mind it was found by pilots that careful use of the Prop pitch control allowed them to
set any desired RPM rather than just Coarse or Fine pitch setting. This did not provide the complete flexibility of a dedicated
VP system but did allow intermediate RPM control. This was good for certain flight phases like climb and Cruise. Due to
limitations in the Pitch plunger design it does not really lend itself to combat flying. In this patch we have enabled the pilot to
select a desired RPM. Blade angle change rates are still the same as was used in the original 2 Pitch system. We have not
changed the 3d modelling of the Pitch lever, this will be done at a later stage. In the real aircraft the Pitch Change control
was of a plunger or Push Pull type control.
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
11
WATER RADIATOR LEVER
OPEN: DOWN
CLOSE: UP
ELEVATOR TRIM WHEEL
FWD: NOSE DOWN
AFT: NOSE UP
RUDDER TRIM WHEEL
FWD: TRIM RIGHT
AFT: TRIM LEFT
CROWBAR
Spitfire Ia 100 oct
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
12
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
THROTTLE
PROP PITCH / RPM CONTROLLER
AFT: COARSE / LOWER RPM
FWD: FINE / HIGHER RPM
GUNSIGHT RANGE SETTER
(100 YARDS)
MAGNETO 1 + 2
FLAPS CONTROL
UP: UP
DOWN: DOWN
GUNSIGHT RANGE SETTER
(FT)
GUNSIGHT
DIMMER
GUNSIGHT ILLUMINATION
TOGGLE
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
P-8 MAGNETIC COMPASS &
COURSE SETTER
FUEL COCK
UP: ON
DOWN: OFF
BOOST CUT-OUT
OVERRIDE
Spitfire Ia 100 oct
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
13
ARTIFICIAL
HORIZON
CLIMB RATE
INDICATOR
(1000 FT/MIN)
VOLTMETER
TURN & BANK
SIDE SLIP
INDICATOR
COCKPIT FLOOD
LIGHT CONTROLS
DIRECTIONAL
GYRO SETTER
DIRECTIONAL
GYRO
ALTIMETER
SHORT NEEDLE: 10,000 FT
LONG NEEDLE: 1000 FT
BOTTOM KNOB: SETS QFE
AIRSPEED INDICATOR
(x10 MPH)
LANDING GEAR
INDICATOR
OXYGEN SUPPLY
(NOT FUNCTIONAL)
CLOCK
ELEVATOR TRIM
INDICATOR
(DEGREES)
PNEUMATIC PRESSURE
(PSI)
OXYGEN REGULATOR SWITCH
(NOT FUNCTIONAL)
OXYGEN DELIVERY
(NOT FUNCTIONAL)
Spitfire Ia 100 oct
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