Article from Custom Planes (July 2002) by Peter Kraus RETURN OF THE SPITFIRE		Article from Popular Flying (UK - Nov 2001) By Colin Marsh MAYBE YOU JUST, COULD AFTER ALL ...		Article from Today's Pilot By Darren Cogden DREAM MACHINE		Article from Pilot Sept 2003 By Don Watson BUILD A SPITFIRE

Return of the Spitfire by Peter Kraus CustomPlanes - July 2000 Spitfire. A name that evokes images of arguably the most beautiful and best loved fighter aircraft of all time. OK, I won¹t get into arguments involving the Mustang, but these are the aircraft we all dream of. I sat in a Spitfire once, or a Spitfire fuselage, anyway. The owners were raising money for its restoration by exhibiting it at an air show and charging $2 to let you sit in it. It was wonderful. It really did feel like I was wearing the aircraft and was one with it. It must have been a dream to fly, although I¹m told it was noisy right up there behind that Merlin.

But the dream is tempered by reality. If you could afford to buy one, could you afford to keep it flying? Should you? After all flying does have an attrition rate. Can we afford to risk these precious and now ageing relics?

How authentic is your average WW2 warbird? The restorations I have seen seem to use original parts of the aircraft as patterns to hand build what is in reality a brand new aeroplane, maybe with a few original bits here and there. I saw an article in one of the historical aircraft magazines recently on just this subject: what is a rebuild and what is a replica?

Well, we can let those far richer than I argue that one. You and I can now, if we so desire, build ourselves a very nice little Spitfire, 80% (approx.) the size of the original, one we can afford to build, which flies like a dream should and is within our skill levels to commit aviation with.

A couple of years back Townsville hosted an exhibition called Big Boys Toys. Among the exhibits was a little all aluminium Spitfire which I was delighted to see in the metal as I had seen photographs in the Australian sport and ultralight aviation press. This little fellow looked just great. All metal, single seat, 80hp Jabiru engine. The rivets were all blind rivets for ease of construction. It was available as a kit.

Mike O¹Sullivan is the driving force behind all this. Since that exhibition the Spitfire has evolved into the aircraft I saw recently at the Supermarine factory just outside Archerfield, Brisbane Australia¹s GA airport. The current version, the Mk26, is a 2 seater powered by the latest 8 cylinder 6 litre (366 cu.in.) version of the Australian designed and built Jabiru engine.

The earlier single seat aircraft I saw was powered with the 80hp 4 cylinder 2.2 litre Jabiru. All Jabiru variants are certified aircraft engines. There is a 6 cylinder 3.3 litre 100hp model, but elementary mathematics indicates that this new 200hp engine has bigger cylinders. It was developed specifically by Jabiru for the Spitfire project. It is available separately for other applications but comes at a preferential price if ordered with the Spitfire kit. With this powerplant maximum cruise is of the order of 150-160 knots, compared to the original 80hp single seater¹s 105 knot cruise.

On the day I went to visit I was kindly shown around by John de Villiers, Mike O’Sullivan’s right hand man and draftsman. My first question, on entering the factory building under a sign proclaiming Supermarine Aircraft was how they were able to use the old name? The original Supermarine was initially swallowed up by Vickers which has in turn disappeared. Apparently the right people to ask were delighted that the old name should live on and once again manufacture Spitfires.

The second question was, Why Mark 26? Apparently Mike O’Sullivan based his design on the Spitfire Mark V, but out of respect called his new version Mark 25. When he modified the Mk 25 into a 2 seater he called it Mk 26. Now I am a rabid Spitfire fanatic from way back and will take a little issue with Mike about this being a resurrected Mk5. The fin and rudder shape in particular is reminiscent of the later Griffon engined marks. Due to my love affair with the Spitfire I am quite intolerant of deviations from true scale, but so well has this replica captured the spirit and ethos of the original that despite a number of detail variations I just loved it.

One major difference is the flaps, Mike¹s replica having conventional trailing edge flaps. The original had split flaps that were either up, or acted as airbrakes by being down 85 degrees. The other major difference has been very cleverly incorporated, ie the change from a liquid to an air cooled engine. One of the characteristics of the Merlin engined Spitfires was the flat top to the engine cowling, where it was wrapped very tightly around the Merlin.

This has been duplicated on the Mk26, the only change being to have the front corners left open to act as air intakes.

Important characeristics have been preserved. For example the wheels are specially made to replicate the original¹s, the undercarriage retracts as per the original, even with a switching arrangement that ensures one wheel is up fractionally before the other. There is a little dowel sticking up from the top of the wing signifying wheel down, as per the WW2 version. The spade grip control column (joystick to you Yanks,) and the RAF standard blind flying panel are faithfully reproduced and so on.

To preserve the single seat fighter look there is no second cockpit as such, although 2 seater trainer versions of the Spitfire Mk IX did exist. Mike has squeezed a second seat into what was the radio compartment in the
original, with vision for the passenger being through the windows behind the sliding canopy that are so much part of the Spitfire¹s character. The passenger¹s feet come forward either side of the pilot. There is no provision for dual control. You can take up to 200lb (90kg) of luggage when f lying solo.

The Spitfire is available only as a quick build kit. The aircraft I saw on the factory floor were kits that had been purchased by customers who made arrangements to build them right there. You don¹t get better factory support than that, and Mike and John are only too happy to discuss things by phone or e-mail. Not all these projects were local, one belonging to an English businessman who takes a trip down under every so often and works on his Spitfire for a while before attending to business again in Britain!

Some minor fairings are fiberglass, as is the cowl if you wish, the rest is aluminium except for the stainless steel firewall. The parts are computer cut, predrilled, and assembled with clecos in a jig before being disassembled and packed to ensure that all will fit well and be straight for the custom builder. All mating surfaces are etch primed at the factory.

Build time for an inexperienced builder is estimated at about 1200 hours.

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Maybe you just, could after all ... by Colin Marsh Popular Flying - November 2001 A goal or even a dream can be a great source of energy and motivation. On the other hand, a totally unachievable goal will only lead to disappointment or, in extreme case, resentment and bitterness. For most of us, owning a classic war-bird falls into the very unlikely category. Given the million dollars or even million pounds current price tag, owning a Spitfire is clearly in the pure fantasy category. By all accounts, you also need a second million to fund the running costs.

Over the years, there have been a number of attempts to produce scale replicas of Mitchell’s revered aircraft. Many projects have never seen the light of day let alone daylight beneath their wheels. Attempts to disguise a regular kit-built type with a few composite shapes and a Spitfire colour scheme may suffice for out-of-focus movie backgrounds but will kid no one and look rather sad at the local fly-in. That’s all about to change…start saving folks…a very realistic scale Spitfire (and a two-seater at that) should be in the UK by summer 2002.

In an inconspicuous factory unit, close to Archerfield airfield in the suburbs of Brisbane and behind a pest control company head office is Supermarine Aircraft. Owner Mike O’Sullivan is producing aircraft that not only look like the real thing but designed to feel and even sound close to the real thing as well.

Mike grew up on a cattle station in outback Queensland. His family operated an Avro Anson Bomber and the station was home to “50 acres of assorted airframes and aircraft parts from World War 11 fighters”. This introduced Mike into the world of flying and Warbirds. Mike had extensive aerial mustering experience and carried out repair work on aircraft. Talking to Mike, it becomes quickly evident that he holds a deep respect for Reginald Mitchell and for the Spitfire design. Given that flying sometimes attracts individuals with more ego than action, it is refreshing to meet a guy where the reverse is true. Knowing how many attempts at scale replica war-birds have ended in failure or more often ridicule, Mike started his first prototype - a single seater to 75% scale - in secret to prove the concept. Only after extensive ground and flight-testing did he “come out of the closet” with his project.

Australian businessman, John McCarron, was so impressed with this first aircraft that he not only bought it but also offered to become a partner to finance production. A measure of the integrity of this aircraft (and the Australian weather!) is that John uses his Spitfire for his daily commute to work!

A batch of 11 single seaters and 5 two seaters have been produced in Mike’s facility with the last two destined for a married couple as a “his and hers” matched pair (as you do!). Despite the initial sales success of the single seater, Mike was bombarded with requests to build a two-seat version. Back to the drawing board. Mike felt that although pilots wanted the functionality of a two-seater, the appearance of the single seat aircraft should be retained. Hence, even the two-seat version has a single bubble canopy with the passenger seat positioned where the radio rack would be on the original Spitfire. The overall dimensions have been increased to 80% scale to facilitate the second person.

The two-seat version is now in production both as a kit and factory-built. All customers to date have been from the local Australian market, America and England and Mike has intentionally not advertised as aircraft are being ordered as fast as he can produce them in his current facility. However he is moving shortly to larger premises which will allow production to be increased dramatically. Each kit consumes some 700 hours of labour in the factory and all of 2001 and much of 2002 production is already committed to customers….none of whom have actually flown one yet!

Jabiru have developed an eight cylinder version of their very successful four and six cylinder engine delivering a massive 200 horsepower especially for the Spitfire. Mind you, one can see this 6000cc engine being adopted over the coming years for many other aircraft types as well.

Apart from its size, as you approach the aircraft, your senses just yell “Spitfire” to you. The sliding bubble canopy (Mike has retained the single seater look at the expense of some visibility from the rear seat), the drop-down door flaps and the vertically orientated oval shaped control column are all there. Inevitably there are some compromises around the cowling area but certainly not enough to detract from the overall lines of the original. There are fewer knobs than the real thing (no machine-guns for a start!) but those that are there are all in the correct place and operate in the original sense. Even the main spar is of square box design, despite the expense and weight, in keeping with the original Mitchell design.

The aircraft is an all aluminium construction save for a couple of fairings. Great care has been taken in corrosion protection at every stage of construction. The undercarriage is retractable and operated by electrical jacks, as are the flaps. A constant speed four bladed propeller is being developed in New Zealand to be matched to the Jabiru engine. Just to get the juices flowing even faster, trials are taking place on exhaust design to attempt to emulate some of the characteristic Merlin crackle.

The quick build kit will have 700 man hours of work completed in the factory resulting in most structural work being complete and all major components formed. Supermarine estimates that 1000 hours of work remain for the builder to complete to ensure that the 51% rule is met. Wings are removable (outboard of the undercarriage) - said to be a one-hour job – for trailering home. I guess in this particular case not only saving the cost of hangarage but avoiding the probability of other little boys (oops, sorry!) climbing inside your aircraft to dream while your back is turned.

So much of an admirer of Mitchell is Mike O’Sullivan, that new staff at his workshop are given an understanding of Mitchell’s life and design philosophy before their first day’s work. A dedication and commitment that clearly shows through on the finished article. Although modelled on the original Mk V Spitfire, Mike refuses to allow the mark to be used in relation to his aircraft out of respect for Mitchell. Mike has christened the single seater as a “Mk25” and the two seat version as a “Mk 26”.

As a one time airline engineer and a current kit builder, I was very impressed by the design, the standard of workmanship and the enthusiasm of Mike and his team. As a pilot, I look forward to being invited back to fly it – if it flies as well as the reputation of the existing single seater, it will be well worth the wait.

Supermarine are in discussion to be represented initially in the UK by ST Aviation, the importers of Jabiru aircraft and engines. They plan to have the first Aussie Spitfire in Europe at the 2002 Cranfield rally. I understand initial discussions have commenced with PFA Engineering. Meanwhile, further information can be found on www.supermarineaircraft.com.

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DREAM MACHINE by Daren Cogden Today's Pilot The Spitfire is perhaps every pilots fantasy aircraft, writes Daren Cogden, but cost and availability have always been the biggest stumbling blocks – until now What pilot, or aviation enthusiast, hasn't at one time dreamt of owning his or her very own Spitfire? For the fortunate few, there are plenty out there to be had, either in flying condition, as projects under restoration, or as wrecks which, with a little(!) tender loving care, can be nurtured into flying machines once again.

For those pockets that are not seemingly bottomless, however, the very thought of owning, never mind operating, a Spitfire leaves their brains a bit fried! It's a costly business: so much for insurance, fuel, running costs, spares, et al.

But over the years, a few individuals have come to the aid of the flustered warbird enthusiast who wants their own WW2 legend that actually flies. One of the first was the late John Isaacs. John, a former Supermarine employee and retired schoolmaster, built his first replica in the 1960s - a 7/10ths-scale replica of the famous 1930s biplane fighter, the Hawker Fury. Many examples of the replica have flown, both in the UK and abroad (I saw one advertised for sale recently, with a price tag of £10,000!), proving that he must have got it right somewhere! He followed this up with a 6/10ths-scale replica of the aircraft he actually once worked on - the Spitfire. This replica has a wingspan around 22 feet, and only a 10 Imperial gallon fuel capacity - it seems the Spitfire's short range scales down, too! Constructed entirely of wood, save for the fibreglass cowling, the prototype, G-BBJI, took five years to build. It eventually flew in 1975. Powered by a Continental 0-100 flat-four engine, driving a two-blade Ratier metal propeller, the replica dispensed with retractable undercarriage for simplicity and weight-saving. Forgiving the flat-four engine and non-retracting wheels, the replica bears a striking resemblance to a low-back Spitfire XIV! John died last year, on 1 April. After corresponding with the Popular Flying Association (PFA), this aircraft was found to be still flying in the country of its birth, almost 30 years after it first flew.

Another prolific replica designer with a string of very successful replica aircraft designs under his belt, not to mention several sporting aircraft that are still being built by enthusiasts in some numbers, is Marcel Jurca. Romanian-born Marcel designed several warbirds during the 60s, 70s and 80s to various scales, predominantly three-quarters scale. To this end, he designed a Focke-Wulf 190 , P-40 Kittyhawk, P-51 Mustang (M.J.7) in various versions, Messerschmitt Bf109, and of course the Spitfire. The Spitfire has been built at both three-quarters and full-sized. The drawings allow a number of different variants to be built, depending on the builder's whims - you could have a Mk.VC, IX or XIV. One thinks it might be possible to build an example of every mark of Spitfire from these plans! Powerplants rang from flats to in-lines, with the full-sized Spitfire replica designed to take a 300hp Lycoming engine. Quite recently, however, warbird enthusiast Jean-Patrick Dubois built himself a full-size Spitfire IX to a set of Jurca's plans. Constructed entirely of wood, with only metal engine cowlings, his replica - F-WMGL - is powered by a 690hp Hispano-Suiza V12 engine, driving a four-bladed propeller, which gives it a top speed of around 350kts. Authenticity was very much stuck to with this replica, and the fighter carries original instruments and tailwheel, and it is now painted in the markings of French ace Pierre Clostermann . It has been flying more or less continually since 1995.

British ex-pats Bob Cutting and Terry Wiltshire in British Columbia, Canada, took it upon themselves to turn a double-garage into a Spitfire factory of sorts when they designed and built a 4/5 scale Mk.1A between them. Registered C-GSPI, the replica is constructed of sitka spruce with birch ply skinning, with fibreglass and aluminium where heat or excessive curving occurs. It is powered by a Ford V-6 car engine of around 260hp. It took Bob and Terry from 1987 until 1995 to get their fighter flying. Plans have been offered for sale, and the original is still around, however it is dismantled following a forced-landing. It is hoped that this curvaceous creature will hopefully grace Canadian skies, fitted with a new engine, in the near future!

One replica, however, stands out amongst them all, and that is Clive Du Cros's magnificent replica of the prototype Spitfire, K5054. Construction began in 1981, and like the Isaacs replica, it is made entirely of wood, except for the metal engine cowling. The cowling hides a substantially-modified Jaguar V-12 car engine, rated at 400hp, which drives a two-bladed metal propeller. The all-up weight of this aircraft is somewhere around 2,500 pounds, compared to the original's 5,500. Authenticity was the by-word for this project - the replica follows K5054's lines very accurately, including the extended radiator intake, rudder horn balance and exhaust outlets. Again, original items have been used in the construction of Clive's masterpiece - pilot's seat (armour removed), instruments, and undercarriage. The aircraft was the subject of a book about Clive's project - a copy of which I have yet to track down! Plans for this aircraft have been sold, though it is not known whether any have actually flown.

So far these replicas have all been constructed by private individuals, wishing to fulfil a childhood dream, but by far the most ambitious project by an individual is the production of scaled-down all-metal replicas in Australia. The Supermarine Aircraft Co was set up by Mike O'Sullivan so that others could indulge in building their dream machines, too. These are the first true flying Spitfires constructed entirely of metal since 1948, when Spitfire production ceased with the last Mk.24 to roll out of the factory. However, big oaks must grow from little acorns!

This project began with Mike wanting to build and fly his own replica, although differing from other projects in being built from metals as opposed to wood. Scaled down to a practical three-quarters scale, his first replica had a fixed undercarriage and a slightly incorrect dihedral on the wing (5 degrees as opposed to 6 on the full-size). It was powered by a Rotax 618 engine, giving 75hp and driving a three-blade wooden prop. He'd done this pretty much in secrecy, telling no-one how far the project had gone until he had something to show for his efforts. And if it didn't fly, he was going to rope it to his garage roof and throw empty beer cans at it!

But fly it did, eventually, in 1995. A second aircraft was built soon afterward, then two more. The Rotax engine was discarded in favour of an 80hp Jabiru 4-cylnider engine. Latterly, the 'stretched' 100hp version of this engine was fitted, which not only gave a substantial increase in performance, but also allowed the fitting of 12 individual exhaust stubs like those of the later-mark Spitfires.

Wherever the Spitfire went, great interest was displayed in the aircraft, but one or two comments were made such as 'If the Americans haven't done it, it can't be any good!'

So interest grew following Mike's win of 'best amateur-built sports aircraft', walking away with the Concours de Elegance for his aircraft in 1998 at an airshow in Avalon, Queensland. Now, Mike has these planes in production - so far, there have been 33 kits sold, and of those ten are flying. Not only that, but they really look like Spitfires, and also retain the aeroplane's pilot appeal.

Mike explains that the aircraft is so popular "because it is so different. Method of construction is streamlined for the kit-builder using computer-cut parts and substantial jigging-up in the factory."

The quick-build Spitfire kit, with over 700 hours of construction prior to shipping out, results in a building time of around 1,200 hours for beginner in home-building. Unlike several replicas, this Spitfire has its engine designed to suit, not adapted from another type like a car engine.

The Jabiru 8-cylinder 200hp engine has been developed specifically with aircraft in mind, and its development has gone practically hand in hand with Mike's Spitfire 26, the new two-seater version that has superseded the Mk.25 in production. This engine gives the Mk.26 a very scale-like and credible performance, with a VNE of 190 knots, max cruise at 160, economic cruise at 140, and a stall speed of 42 knots at Sea level. The aircraft's endurance is a very credible 3 hours at 130kts, with reserves. As aesthetically pleasing as an aircraft can be,Mike's machines not only look the part on the ground and in the air, but also feel the part.

When test pilot Richard Lea stepped into the cockpit of the prototype Mk.26 and strapped himself in, he found that the aeroplane looks and feels the same in the cockpit, it just smells new! Just like the full-size aircraft, the pilot has to enter by lowering a door, and the pilot also has to stand on the seat and lower himself using the cockpit's surroundings. There is even a Spitfire-style spadegrip control column fitted (no guns on it, though!). View out of the cockpit, like the big one, is limited forward and down due to the nose and wing. View to the rear with a passenger installed must be distinctly limited, however (a rearview mirror helps, even if there are no bandits in the sky!)

To taxi, the pilot really must think that he is in the real thing, as he has to give the aircraft an excessive weave from side to side in order to see the way forward. Turning the aircraft on the ground is made easy by linking the tailwheel to the rudder, and the use of toe brakes (not fitted on the real thing).

The aircraft will fly itself off the ground after a run of around 100 metres, and it has a climb rate in the region of 2,500 fpm. The aeroplane has very pleasant stalling characteristics, too, with only a slight buffet being experienced and a fairly quick and easy pick-up when the correct opposing forces applied - at 1G with full flap and 75% power, the Spitfire Mk.26 loses less than 100ft in a stall.

Richard Lea comments in the pilots' notes from the website: "The handling is excellent and the pilot's seat position, harness capability and all-round visibility during spirited manoeuvres gives one a very pleasant confident feeling, making it worthy of its name, if my reading of the real Spitfire's handling is correct."
The Mk.26 is aerobatic, although its range of manoeuvres is limited. The aircraft's performance and handling has been very good, and a more thorough description of the aircraft's handling can be viewed in the pilot's report on the Supermarine website, under Specs and Pricing.

The Spitfire Mk26 lands easily enough on all three points, with no significant trim changes to be experienced, even with the flaps set fully down. Approaches are flown curved, not because this was how they used to do it, but because of the view forward! With someone in the back seat, the pilot has to move the seat forward, rather like entering some three-door cars. The seat in the rear of the aircraft is fairly restricting, but this feeling soon disappears when the aircraft is up and flying! However, unlike full-sized two-seater Spitfires, it is not possible to instruct a pupil pilot from the rear, there being no instruments or controls in the back seat, only the pilot's map holder.

For overnight stays at airfields, a couple of 'squashy' overnight bags can be stowed either side of the passenger, thus proving that, although cramped, the Spitfire is a full two-seater that is quite capable of transporting two fully-grown men with some luggage over the aircraft's full range and capabilities.

Most pilots with a few hours of taildragger flying should find the aircraft no different to fly from, say, a Chipmunk, but for those with no tailwheel aeroplane experience, transition in something like a Decathlon would be a great help in achieving the dream of flying a Spitfire!

With all that, what more could you want out of a flying warbird replica? Nice handling, good looks, and a two-seater to boot. Supermarine are currently working on improving the aeroplane's exhaust system so that, when the engine is fired, a satisfying Merlin-like 'crackle' can be discerned! As near to a Spitfire as you can afford?

Sounds tempting, doesn't it? Give the website a look at www.supermarineaircraft.com

In closing, I posed Mike the question of the Spitfire's popularity in the future, and would it become as desirable a machine for its pilots as the real thing. His answer?
"We have been told so!"

BUILDING A SPITFIRE MK 26 by Don Watson Pilot - Sept 2003

SUPERMARINE AIRCRAFT
SPITFIRE MK26
THE LEGEND CONTINUES

I believe everyone, young and old has dreamed of owning a war bird of some kind in their lifetime. Making this dream became a reality however is severely hampered by a number of truths. Three of these truths are; the difficulty of locating them, the cost of maintenance, and oh yes they are expensive! So, if you can’t have the real thing, why not own a scaled replica? Allow me to introduce you to a company who produces such an animal.
Supermarine Aircraft based in Brisbane on the east coast of Australia has been dedicated to building scaled replicas of the Spitfire for many years now. Before Mike O’Sullivan (owner of Supermarine Aircraft) and his skilled and dedicated team began releasing kits to the sport aircraft market 3-4 years ago, at least 7 years of research and development had been spent studying the legendary Spitfire. How it was built, how it flies, even how it sounds, all went under the microscope in a bid to better understand and to better replicate all the characteristics of this beautiful aircraft. This very brief history lesson has brought us up todate and the release of Supermarine Aircraft’s latest (and finest) achievement, the Spitfire MK26.
Walk Around
Seeing the MK26 from a distance and on approaching the aircraft there is absolutely no doubt that this is a Spitfire. The MK26 is an 80% scaled replica built entirely out of aircraft grade sheet aluminium. Viewing the aircraft for the first time you notice the canopy and feel it is a bit big for the scale. But as you look at the MK26 closer and from all angles you quickly get used to it and it no longer becomes an issue. Sliding the canopy open reveals two seats, one behind the other, with the passenger’s feet resting either side of the front seat. Great! Not only can you arrive at your local fly-in in a Spitfire, you can also take your jealous friends for a quick sauté around the countryside. The room inside the cockpit seems (from the outside looking in) rather limited however, once seated and strapped in, you feel very comfortable and have everything within reach. The rudder pedals are adjustable to suit the pilot which allows him/her to feel totally at home. The main undercarriage is retractable, driven by two (one for each leg) electric motors. The legs can be raised and lowered independently or in unison. In the event of an extension failure, two handles on the floor of the cockpit are pulled which disconnects the electric drive and allows the legs to fall into the “down and locked” position. Simple and very effective.
The wings are constructed in three sections, the centre section, which incorporates the undercarriage and two outer wing sections. This makes for much easier construction and transport. The 115 litre fuel tank is positioned in front of the cockpit and behind the firewall as in the original. Supermarine Aircraft is presently looking into including a tank of 75 litre capacity in each wing which would greatly increase endurance. An option of turning the centre tank into a baggage compartment would also be possible. The two major things that stood out to me were how closely the MK26 resembled an original Spitfire and also the way Supermarine Aircraft build its aircraft, which can only be described as ‘Rock solid’. The engine mount looks strong enough to carry a Merlin without a worry and the cockpit area is claimed to be able to withstand a 10G impact and sustain very little damage. That safe and secure feeling you have in this aircraft is not an illusion but very real. This machine is designed to last for ever (something generally ignored by some manufacturers these days).
It’s easy to see that quality, reliability and perfection are regarded with pride at the factory of Supermarine Aircraft.

Now, let’s walk round to the front and have a look at the business end of things. For many years now Jabiru Aircraft have been producing engines, and aircraft for that matter. Both the 4 cylinder- 80 horsepower and the 6 cylinder -120 horsepower engines are very popular worldwide. With the experience and know-how gained from the 4 and 6 cylinder engines Jabiru have come up with a real world-beater. The new Jabiru is an 8 cylinder engine rated at 180 horsepower. Like the rest of the Jabiru family, the 8 cylinder is air cooled with the cylinders in a horizontally opposed arrangement. Because of this, compromises have been made in the way of an air intake located in the top cowl and an adjustable cowl flap in the bottom cowl. Due to the high cruise speed of the MK26 (more on that later) the intake isn’t very big and is very well disguised and with the adjustable cowl flap the MK26 can operate well within its limits through a wide range of conditions. Because Jabiru uses modern materials and refined construction techniques, weight is kept to a bare minimum. The 8 cylinder weighs in at 115kg complete with air ducts and exhaust. That is almost half of the weight of a similar powered Continental or Lycoming. This is a magnificent achievement. Not only does the 8 cylinder suit the MK26 perfectly, it also has a great potential in a large variety of the world’s light aircraft. Readers may be wondering “How can there be 12 exhaust stacks when there are only 8 cylinders?” Well, it’s quite simple. The exhaust from each row of 4 cylinders (left and right) go into a collector and then to the 6 stacks on either side. I mean after all, this is a Spitfire.

Testing
Supermarine Aircraft is determined to produce a very safe and reliable aircraft, thus the Spitfire MK26 has been subjected to very comprehensive and rigorous airframe and flight tests. First the airframe was loaded and stressed to breaking point. Satisfied that the airframe matched the high standard set by Supermarine Aircraft, it was time for flight tests. Because the power plant for the Spitfire MK26, the Jabiru 8 cylinder, was new to the aviation world and had only been ground run, testing was much more in-depth than normal. By the time flight tests were completed, over 100 hours were registered in the log. Over 215 spins were performed with every configuration possible explored and evaluated. Not only did the MK26 pass the official testing program with ease but Supermarine Aircraft decided to continue tests to determine the engine/airframe limits. After the spin tests were complete Supermarine Aircraft’s test pilot spent a day recovering from spins the wrong way, using ailerons instead of rudder to arrest rotation. He even let all controls go and the MK26 instantly recovered from its fully developed spins. During flutter tests the MK26 was taken up to 220kts with no indication of any danger. It seemed the faster it went, the better it handled. All of these tests have ended with complete success and Supermarine Aircraft satisfied that the Spitfire MK26 has no vices and a low-time pilot would be capable of handling this incredible aircraft with confidence.

Let’s go flying

Let’s start at the beginning. Step up onto the left wing, (clean shoes please) then stand on the seat and slide on in. Everything in the cockpit is well layed out and within easy reach. Throttle on the left wall, undercarriage selector on the right, control column in the centre, with a spade grip in true Spitfire form. Look up and see that long impressive cowl with the exhaust stubs protruding out on either side. This is great! Start-up is effortless and the engine fires with a throaty roar, then settles down to a menacing rumble. I was a little apprehensive about how the MK26 was going to behave on the ground, having heard all sorts of stories about the narrow under cart reeking havoc for inexperienced pilots. The MK26 has proven this worry to be a fallacy ,(believed to be created by pilots attempting to impress the ladies) with no pilot mentioning any such problems. As with all aircraft, caution must be exercised when manoeuvring on the ground. Limiting taxi speed to a fast walking pace and zigzagging to see around the nose is enough to negotiate any taxi ramp you encounter safely and with confidence.
This is where it gets exciting. Open the throttle and the MK26 leaps into the air in a mere 150 metres and roars into the heavens at about 2500 ft/min. Level off at 2000ft then turn the wick back to 70% and cruise around at 150 kts burning around 30 ltrs/hr. Even with just the centre tank this aircraft has an endurance of 3hrs at 70% power. Personally, I think I would appreciate a pit stop and a stretch by then. With all 3 tanks fitted, the MK26 is calculated to have a comfortable operational endurance of 6.5hrs. I believe you would be wondering when this thing was going to run out by the time that was over. Mind you, you would cover a massive amount of country. Wind it back up to full power (3000rpm) and maintain a straight-and-level speed of 190 kts

Handling features have been described as uncannily like the original Spitfire: delightful, crisp, light and very forgiving only to mention only a few. This is a fun machine. As mentioned before, the MK26 is very strongly built and is rated +6 -3G for limited aerobatics. That means it isn’t capable of performing those snappy manoeuvres you see in aerobatic championships. It is better described as smooth, elegant and beautiful. Watching a Spitfire being turned inside out is an experience difficult to forget. This machine can be as docile as a Cessna, or it can be thrown all over the sky with great enthusiasm. Stalling the MK26 is described as a non-event happening at 42kts clean, with all controls including ailerons still quite effective right up to, and immediately after, the event. Flight tests have proven that this aircraft has to be forced to do anything nasty and deliberately held there. Relax on the controls and the MK26 will recover immediately. Mr Mitchell really knew what he was doing when he designed the Spitfire and his elliptical wing has to be rated with the best. When it comes to landing, the MK26’s large conventional flaps (unlike the original Spitfire’s split flaps) gives the aircraft a relatively level attitude, allowing the pilot a good view of the airfield on which he/she is about to land. Curving the approach (as they used to do) also works very well. Approach speed is 60kts, letting it bleed off to 50kts over the fence. Cut the throttle on or near touchdown and you get a hearty crackle as fuel ignites in the exhaust (are you sure this isn’t a Merlin?). The landing roll finishes within 450 Yds. Cross-winds and gusty conditions are handled well, having been operated successfully with 15 knot components during tests, although it might not be as pleasant as waiting until better weather arrives. “So, what do you think?” I ask each pilot immediately after he shuts the MK26 down after a flight. Instantly beams a grin as broad as the horizon and you know exactly what he thinks without saying a word.

Kits
Supermarine Aircraft has been working very hard to get their Spitfire MK26 to the standard it has reached and has been accepting orders since 2000. You may either purchase this amazing aircraft in kit form or as a complete ready-to-fly machine. Arrangements can be made for a partially built kit if you so desire. No plans are for sale. Mike O’Sullivan (owner of Supermarine Aircraft) decided against selling plans because he wanted to make sure each aircraft sold by his company matches its high quality standard. Before any kit is sent out, over 700 hours go into preparing the kit for the customer, reducing building time to 1000-1200hrs. Everything is pre-cut, ribs are formed, built up in jigs, drilled, countersunk and dimpled eliminating any doubt and confusion a customer may have in terms of construction. Engine and instruments are not included in the kit allowing you to customise your Spitfire. Sections and sub assemblies built by Supermarine Aircraft (for example, spars) for the kit are etch primed to ensure a long life. One basically assembles a ready-made kit while still complying with the 51% rule covered by kit builders. This reduces building time, making sure that the Spitfire MK26 will be built, flown and admired. Not stashed away in the back of the shed and sworn at for taking too long. After all, this is supposed to be an exciting and rewarding experience.
If kit building is not your cup of tea and you would prefer to just go flying there is the option of a complete aircraft made to order by the factory. Since the Spitfire MK26’s debut, nearly 35 aircraft have already been ordered and with the factory recently stepping to full-scale production, things are looking very promising for Supermarine Aircraft and their Spitfire MK26. There is also a commercial use for the MK26 in terms of spotting and patrol work. Several countries have approached Supermarine Aircraft with the intention of using the MK26 in a coastal surveillance role. Fitting the MK26 out with radar and surveillance equipment and utilising its long endurance the MK26 seems ideally suited to this role, being fast, very efficient, and able to be operated out of remote semi-prepared strips. Fire spotting, as well as search-and-rescue operations, can also benefit from this aircraft being able to arrive at the scene earlier and monitoring the situation, enabling larger aircraft and ground forces time to prepare and manoeuvre for a more effective result. Supermarine Aircraft also sees potential for their MK26 in other avenues; mock dogfights and movies are among those presently being investigated.
I must congratulate Supermarine Aircraft on the quality of their product and their workmanship. The pride and dedication that goes into each aircraft is impressive. Supermarine Aircraft is not just building Spitfires; it is also building a dream and continuing the legend. Long may it continue.