SUPERMARINE SPITFIRE MK26

Description

G-CJYY is brand new and is currently in the last stages of waiting for LAA approval for First Flight.
The Jabiru 5100 8-cylinder engine has been upgraded and totally rebuilt.
Rotec Liquid Cooled Heads and Alternator conversions are fitted fitted with twin underwing radiators.
Subsequent flight testing for the full Permit will be carried out at Turweston Aerodrome.
G-CJYY has been finished as a replica of Spitfire X4496, painted photoreconnaissance PRU blue and has the original markings of P/O Michael Suckling X4496 ‘LY’ Spitfire that was based at Wick in 1941 and famously photographed the Bismarck. YY has RAF dispensation not to display G-CJYY on wings and fuselage and carries the correct roundels on the upper surface of the wings only, together with the correct tail fin marking.
The MK26 Spitfire has a tandem rear passenger seat and is currently based at Turweston Aerodrome, NN13 5YD. Full details of the engine initial inspection report are available on request together with the rebuild Worksheet. All original build manuals and receipts for major components have been retained along with a volume of build photographs.
YY will be supplied with three fixed pitch propellers; the coarse pitch is geared to the approx 193kt top speed (74” diameter, 70 degree pitch). The mid-speed range propeller (72” diameter, 70 degree pitch) is geared to approx 160kt. Both these propellers are Prince Carbon Fibre P-Tip designed to vary in pitch according to airframe load and engine rpm so that they run fine at low airframe/high engine rpm and ‘relax’ to a coarser pitch when throttled back under cruise conditions, thus obviating the need for a VP propeller. Full details are shown in the Prince Aircraft Company website www.princeaircraft.com. The third propeller is from Hercules (71” diameter, 63 degree pitch) and is a conventional ‘climb’ propeller. The option not to fit a fully VP propeller was chosen so as to minimise nose weight. This has to be taken into account on all Spitfire marks.
Conventional analogue cockpit aircraft instrumentation was chosen, rather than digital devices in an effort to maintain authenticity. An exception was made for space available for an iPad (not supplied) above the centrally located Funke COM and ATC stack so as to install display navigation software. There is a dedicated 5v power supply, as well as an additional USB A outlet. Neither the P1 or P2 seats are upholstered to allow for individual seating arrangements.
An authentic ‘spade’ type top to the control column is wrapped as found in WW2 aircraft and is fitted with a replica gun button, modified to incorporate a PTT button that replaces the ‘fire’ function.
Throttle and elevator trim controls are located on the cockpit LHS with engine starting choke control immediately forward. The carburettor hot air control is above near the switch that controls the electric flaps.
The electric undercarriage selection switches are on the cockpit RHS with their red ‘travelling’ and green ‘located’ lights immediately forward on the panel. Undercarriage operations, including the emergency release procedure are placarded.
The emergency undercarriage lowering toggles are located down in the pilot footwell.
The flying panel is fitted centrally with: ASI, T&S, AH (vacuum driven, pump direct drive from the engine), Altimeter, Rate of Descent, Vertical Compass. Peripheral instruments are: Tachometer (maximum 3000 rpm), Voltmeter, Ammeter, Manifold Pressure,Vacuum, Oil Pressure, Oil Temperature, Water Temperature, Fuel Contents (115 litres maximum) and Outside Air Temperature (sensor located inboard on lower port wing leading edge).
Normal operating parameters for oil pressure, oil and water temperatures are placarded.
A paddle-type stall warner is located on the starboard wing leading edge (cockpit loudspeaker fitted above the radio stack). The alternate air selector is located to the RHS of the radio stack under the bottom instrument panel.
The Andair fuel selector is positioned centrally below the radio stack.
Circuit breakers, either remote (pull-type or circuit switched) for all systems are placarded and arranged at the bottom of the central panel and on the lower RHS of the panel.
The brake pedals have been fitted with the LAA-approved pedal linkage modification that prevents damage to the rudder horn that was evident on earler MK26 Spitfires during routine use. The independent hydraulic toe pedal brakes have been upgraded by fitting high performance Beringer master cylinders and reservoirs to each that operate the port and starboard wheel disc brakes.
The flaps are electrically operated and allow variable down positions with a single throw retract function.
An Odyssey sealed AGM Extreme PC1100 battery is mounted vertically on the firewall. A belt driven 40AH Rotec alternator is fitted that upgrades the original Jabiru flywheel-type charging system. The alternator ensures YY has sufficient continuing electrical power for operation of the water pumps, undercarriage, instrumentation and avionics.
The Jabiru 5100 8-cylinder engine has been totally rebuilt incorporating uprated pistons, larger exhaust valves; the crankshaft journals line have been honed and a new camshaft fitted. As mentioned above, the initial engine inspection and rebuild Worksheets are available on request. Early on in the build it was decided to fit Rotax Liquid Cooled Heads (LCH) to the eight-cylinder Jabiru 5100 to supplement air cooling, now dedicated solely for the cylinder barrels with air directed via the top cowling bulges to all cylinders. Intercylinder baffles are fitted together with a rear engine bulkhead with air bleeds to direct air to the solid state magnetos. This arrangement allows a more aerodynamic appearance for YY.
Heat shields have been designed to protect the spark plug caps from the heat of the exhaust rails and to further direct cooling air to the cylinders.
The LCH are new, complete with valves, valve guides and seats, modified as mentioned above and described in the Worksheets.
Twin underwing radiators cool the 50% antifreeze mixture from the LCH via two electric pumps. The operation of one pump is sufficient for normal operations with the second fitted for redundancy and for security during take off and landing. Pump 2 can therefore be switched on by the pilot at any time or is powered on automatically, together with its prominent warning light, if the cylinder head cooling fluid exceeds approximately 90 degrees centigrade.
YY can be viewed at Turweston by appointment at any reasonable time.