Abstract

The Supermarine Spitfire MK II is a WWII that directly contributed to the

victory of the allied forces. Throughout its service life, it underwent several
modifications. This paper explores possible configuration changes to the powerplant
with emphasis on propulsive efficiency under maximum aircraft speed, throttle
settings, and 17 000ft altitude. The first proposed configuration change is a newly
re-designed propeller which boosted the propulsive efficiency from the 44.7 % to
71%. The second configuration proposed was upgrading the Spitfires powerplant
from a piston engine to a turbojet. The resulting propulsive efficiency was found to
be 55.5%; higher than the original configuration, but also lower than the first
proposed design change.
The first proposed configuration change provides the highest propulsive
efficiency under the circumstances, while involving minimal physical changes to the
aircraft. This results in an excellent configuration choice for a Spitfire with increased
maximum speed, range, manoeuvrability, and other characteristics prized in a
fighter aircraft.

Table of Contents
Abstract...................................................................................................................... 1

List of Tables............................................................................................................... 2
Nomenclature............................................................................................................. 2
Formulas and Procedure............................................................................................. 4
Propeller.................................................................................................................. 4
Turbojet................................................................................................................... 5
Introduction................................................................................................................ 7
Existing Configuration................................................................................................ 7
Proposed Configuration Change 1: Propeller..............................................................7
Proposed Configuration Change 2: Powerplant.........................................................10
Conclusion................................................................................................................ 13
Reference................................................................................................................. 14

List of Tables
Table
Table
Table
Table
Table

1:
2:
3:
4:
5:

Existing configuration summary....................................................................7

New propeller chosen parameters.................................................................8
New propeller calculated parameters at each section................................10
Known parameters...................................................................................... 11
Assumed parameters.................................................................................. 11

Nomenclature
Matip Mach number at blade tip
Macr Cruise Mach number
M Freestream Mach number
nShaft rotation speed
J Advance ratio

Efficency
pr Blade propulsive efficency
Page 2 of 19

d pPropeller diameter
CT Coefficient of thrust
C PCoefficient of power
C doZero lift drag coefficient
P=Freestream air pressure
T Freestream air temperature
Air density
Freestream air density
Meanblade pitch angle

BNumber of blades
xBlade section

VR
speed
Section rotation
rotaion speed
VT
tip
a0 Specific curve slope
RPropeller Radius
rSection radius

CSection chord
aSpeed of sound

Page 3 of 19

 Specific heat ratio

c Combustor stagnation pressur e ratio
f Fuelair ratio

q R Heat reaction for fuel 45106

J
kg

TSFCThrust Specific Fuel Consfumption

Formulas and Procedure

The following formulas have all been gathered from Dr. D. Greatrixs book
Powered Flight [3], and numbered in the order of solution, allowing a quick glance
at the solution procedure.

Propeller
Formula 1.1: Mean section length

x=

x start + x end
2

Formula 1.2: Non dimensional flight airspeed relative to prop rotation speed

Formula 1.3: Acceleration vector orientation angle

=tan1

( x )

Formula 1.4: Blade solidity

Page 4 of 19

Bc
R

Formula 1.5: Section rotation speed over blade tip rotation speed

VR
x
=
V T cos
Formula 1.6: Induced angle of attack

{(

) [(

2
a V
1
a V
a0 V R
i= + 20 R +
+ 2
+ 20 R ( )
2
x 8 x VT
x 8 x VT
2x VT

]}
0.5

Formula 1.7: Coefficient of lift

Cl =a0 ( i )
Formula 1.8: Coefficient of drag

C d=C do +0.02 ( Cl 0.15 )

Formula 1.9: Coefficient of thrust

Cl cos ( + i )Cd sin ( + i )

( J 2 + 2 x 2 ) []dx
F

CT= 2 4 =
8
n d

x end

x start

Formula 1.10: Coefficient of power

Cl sin ( + i ) +C d cos ( + i )
2
2 2
x ( J + x ) [] dx
x end

C P=

8
x
start

Formula 1.11: Cruise Mach number

Macr =

V
a
Page 5 of 19

Formula 1.12: Propulsive efficiency

pr , nominal =J

CT
CP

Formula 1.13: Propulsion efficiency accounting for compressibility tip losses

pr =J

C T 15 Ma tipMa cr

C P 100
0.1

Turbojet
Formula 2.1: Intake temperature

T 02=T 1+

d1
Ma2
2

Formula 2.2: Intake pressure

T 02
1
T
1+ d

P02=P

Formula 2.3: Compressor temperature

T 03=T 02

c 1

1
1+
c 1
c
c

]]

Formula 2.4: Compressor Pressure

P03=
c P 02
Formula 2.5: Compressor outlet coefficient of pressure

C p , c=

c Rair
c 1

Formula 2.6: Combustor coefficient of pressure

Page 6 of 19

C p , b=

C p ,c +C p , b ,exit b Rair
=
2
b1

Formula 2.7: Combustor exit coefficient of pressure

C p , b exit C p ,b C p , c
Formula 2.8: Combustor exit pressure

P04= b P03
Formula 2.9: Fuel-air ratio

f=

T 04
C
p ,c
T 03 C p ,b exit

bqR
T
04
C p ,b exit T 03 T 03

Formula 2.10: Turbine outlet temperature

T 05 T 04

1
( T T 02)
m 03

Formula 2.11: Turbine outlet pressure

T 05
T 04
1
1+
t

P05=P04

Formula 2.12: Nozzle choke criteria

n1
2

( )

n
n1

<

P06
P

Formula 2.13: Nozzle exit speed

Page 7 of 19

V e = 2 n C p ,n T 06

0.5

[ ])
n1
n +1

Formula 2.14: Nozzle exit static temperature

T7=

2
T
n +1 06

Formula 2.15: Nozzle exit pressure

P7=P06

T7
T 06

( )

n
n1

Formula 2.16: Exit area over mass-flow ratio

A e n+1
=
m

n
n1

( ) (

n+ 1
2 n R T 06

0.5

R T 06
P 06

)( )

Formula 2.17: Specific thrust per mass-flow

A
F
=( 1+ f ) V e V + e ( Pe P ) ( 1+f )
a

m
m
Formula 2.18: Thrust Specific Fuel Consumption

TSFC=

m
f
f
=
F
F
a
m

Formula 2.19: Overall jet efficiency

V
( /q R )
1
0 =

TSFC
Formula 2.20: Downstream exit velocity

Page 8 of 19

V e , = 2 n C p , n T 06

n1 0.5
n

[ ( )] )
P
1
P06

Formula 2.21: Jet propulsive efficiency

p=

F
V
m
a
V 2e, V 2
( 1+ f )

2
2

( )

Introduction
The Supermarine Spitfire is one the greatest war plane legends of WW II. It
underwent several modifications over the years of the war to improve its
performance. The model under consideration is the MK II, equipped with the Rolls
Royce Merlin XII piston engine and a dual blade Rotol compressed wood propeller.
The purpose of this report is to explore a variation in blade design as well a different
type of powerplant to boost the aircrafts propulsive efficiency at maximum throttle
settings and flight speed, which is crucial for an acrobatic combat aircraft.

Existing Configuration
Table 1 summarizes the configurations used at time gathered from experimental
data [1]. It is evident that at high performance settings, with a tip speed of Mach
0.9, the standard propulsive efficiency is 0.447, which is quite poor.
Table 1: Existing configuration summary
n (rpm) n (rpm) J
pr
dp
CT

Cp

(m)
J

1430

0.6

0.44
7

3.276
6

ao

C do

Matip

deg1
0.0151
5

0.00013
3

0.1175

0.02

0.9

Proposed Configuration Change 1: Propeller

The new propeller studied is two bladed, with a slightly smaller diameter.
Momentum Blade theory was chosen as the method of analysis. The cruise Mach
number was calculated as the Mach number at maximum rated speed of 357 mph
Page 9 of 19

at 17,000 ft. Table 2 summarizes the chosen parameters for the newly designed
propeller. It was divided into six sections, and it assumed that the hub of the blade
consumes 0.15R.

Table 2: New propeller chosen parameters

Paramet
a(m/s
Macr
Matip J
dp
er
)
(m)
Value

320

0.498
7

0.908

0.6

2.438
4

a0

C do

deg1

(rpm)

0.1175

1430

0.02

The following calculations show how section 1 parameters have been calculated,
the other sections follow the same procedure. First, the mean section length was
calculated using Formula 1.1:

x 1=

x start + x end 0.15+ 0.3

=
=0.225
2
2

The non dimensional flight airspeed relative to prop rotation speed was calculated
using Formula 1.2:

J 0.6
= =
=0.191

The section chord lengths have been based on a plastic covered wooden prop
developed in the same era [2]. The specific curve slope was chosen equal to the
original spitfire prop value. The acceleration vector orientation angle was found as
follows using Formula 1.3.

1=tan 1

=40.346
( x )=tan ( 0.919
0.225 )
1

0.191
=
=0.8489
x 1 0.226
The local propeller solidity was found using Formula 1.4:

1=

Bc 2 ( 0.1143 )
=
=0.0597
R 1.2192

Page 10 of 19

The ratio of local speed versus tip speed was found using Formula 1.5:

V R1
x
0.226
=
=
=0.295
V T 1 cos cos ( 40.346 )
The induced angle of attack was found using Formula 1.6. It should be noted that
the angles used were converted to radians, and the specific curve slope was
converted to a

i1=

rad1

{(

unit.

) [(

a V
1
a V
a V
+ 02 R + + 02 R + 02 R ( )
2
x 8x VT
x 8 x VT
2x VT

]}
0.5

{(

=0.5 0.8489+

0.05970.1175

8 ( 0.2262 )

0.02122rad =2.43o

The coefficient of lift was found using Formula 1.7:

Cl 1=a0 ( i )=0.1175 ( 502.4340.35 )=0.8486

The coefficient of drag was assumed to behave in accordance to Formula 1.8. The
zero lift drag coefficient was assumed to be 0.02, to match the Rotol propeller.
2

C d 1=C do+ 0.02 ( C l0.15 ) =0.02+0.02 ( 0.84860.15 ) =0.02976

The coefficient of thrust was found using Formula 1.9:

Cl cos ( + i )Cd sin ( + i )

( J 2 + 2 x 2 ) []dx

C T 1=
8

) [(

( 180 ) 0.295 +

x end

x start

0.0597 ( 0.62 + 2 0.2252 ) [ 0.8486 cos ( 40.345+2.43 )0.02976sin ( 40.345+2.43 ) ] 0.15

8
=0.00185

The coefficient of power was found using Formula 1.10:

Page 11 of 19

0.8

Cl sin ( + i ) +C d cos ( + i )
2
2 2
x ( J + x ) [] dx
x end

2
C P=
8 x
start

0.0597 ( 0.225 ) ( 0.6 2+ 2 0.2252 ) [ 0.8486 sin ( 40.345+2.43 ) 0.02976 cos ( 40.345+2.43 ) ] 0.15=0.00072
8
The calculations have been performed using Microsoft Excel, for increased
accuracy. Naturally, Excel performs all the trigonometric computations using
radians, therefore all the angles undergoing trigonometric calculations have been
converted to radians. Table 3 summarizes the calculated values for each of the six
sections. The total coefficients of thrust and power have been calculated via
summation of their corresponding parts at each section. The nominal thermal
efficiency was found using Formula 1.12, and corrected to account for
compressibility tip losses via Formula 1.13:

pr , nominal =J

pr =J

CT
0.090911
=0.6
=1.312
CP
0.041576

C T 15 Ma tipMa cr
15 0.9080.4987

=1.312
=0.71
C P 100
0.1
100
0.1

Table 3: New propeller calculated parameters at each section

Local
Section 1 section 2 Section 3 Section 3 Section 5
parameter
r/R
0.15
0.3
0.45
0.6
0.75
0.3
0.45
0.6
0.75
0.9
0.225
0.375
0.525
0.675
0.825
x (r/R)

(m)

0.1143

0.195682

0.27371

0.271272

0.225552

Section
6
0.9
1
0.95
0.1645
92

Page 12 of 19

0.191

0.191

0.191

0.191

0.191

0.191

40.34593

27.00324

20.00065

15.80646

13.04087

11.372
86

50

38

28

24

20

0.848889

0.509333

0.36381

0.282963

0.231515

0.059683

0.102177

0.142921

0.141648

0.117775

0.295128

0.420833

0.55866

0.701499

0.846818

0.02122

0.03097

0.026832

0.02662

0.019987

(degrees)

(degrees)
/x

V R /V T
i (rad)
i
(degrees)

Cl
Cd
CT
CP
Total

CT

Total

CP

pr

2.431633

3.548864

3.074742

3.050465

2.290297

0.848637

0.875127

0.578641

0.604312

0.548588

0.029762

0.030516

0.023675

0.024128

0.023177

0.00185

0.007844

0.013682

0.023015

0.025825

0.00072

0.003223

0.005942

0.010553

0.012236

18.5
0.2010
53
0.0859
44
0.9690
08
0.0163
74
1.8762
96
0.6169
74
0.0243
61
0.0186
96
0.0089
03

0.090911
0.041576
0.710065

It is easily observable that the newly designed propeller offers a much

greater propulsive efficiency at tip Mach speed of 0.9. The blade pitch angle and the
propeller diameter were the two main aspects that were manipulated to achieve the
best possible configuration seen in Table 3. Having a propulsive efficiency of 0.71
compared to the standard 0.447 means the propulsive system can extract
significantly more useful thrust out of the engine delivered shaft power, resulting in
a Supermarine Spitfire Mk II configuration with superior performance at maximum
speed and throttle settings, often encountered in dog fights.
The thrust provided under these circumstances was calculated by re-arranging the
Formula 1.9:

Page 13 of 19

F=CT n d =0.090911 ( 0.761912 ) (23.888 ) 2.4384 =1390.953 N=312.7 lbf

This thrust corresponds to an altitude of 17000 ft and a maximum aircraft velocity
of 357 mph [4].

Proposed Configuration Change 2: Powerplant

The second proposed change to the Spitfire Mk II is the change of the actual
powerplant, shifting from the Rolls Royce Merlin XII piston engine to the Rolls-Royce
RB.37 Derwent 1 jet engine, developed in the early 1940s. The following designpoint cycle analysis was performed on the engine, with a few assumptions. Table 4
summarizes the known parameters, and Table 5 displays the assumed values. It
should be noted that since this engine is quite old, assumed variables are on the
conservative side and are based on average industry standards [3].
Table 4: Known parameters
R
M
P
T

0.4987
28

(Pa)

(K)

55990

256.05

Altitude
(ft)

a
(m/s)

17 000

320.7
5

kg
3
m

( )
287

0.7619
12

T 04

(m/s)

(K) [5]

159.9
67

1078.1
5

Table 5: Assumed parameters

d
0.8

1.35

1.35

1.33

d
0.8

c
0.85

0.9

0.9

0.9

c
5

b
0.9

A design-point cycle analysis was performed on the jet engine in order to estimate
its propulsive efficiency under the same conditions as the previous analysis. The
first step was to obtain the intake temperature and pressure using formulas 2.1 and
2.2.

T 02=T 1+

d1
Ma2 =268.8 K
2

Page 14 of 19

T 02
1
T
1+ d

P02=P

Moving on to the compressor using Formulas 2.3 and 2.4; it should be noted that
the actual

was unknown, so a conservative value of 5 was chosen for this fairly old

centrifugal compressor.

T 03=T 02

c 1

]]

1
1+
1 = 453.4 K
c c
c

P03= c P02=302204 Pa
Formulas 2.5 through 2.7 calculated several useful coefficients of pressure, at the
compressor stage, burner, and burner exit respectively.

C p , c=

c Rair
J
=1004.5
c 1
kgK

C p , b=

C p ,c +C p , b ,exit b Rair
J
=
=1107
2
b1
kgK

C p , b exit C p ,b C p , c =1209.5

J
kgK

Formulas 2.8 and 2.9 were used to find the pressure at the burner exit and the fuelair ratio. The temperature at this point is the maximum temperature

T 04

K.

P04= b P03=271983.6 Pa

f=

T 04
C
p ,c
T 03 C p ,b exit

bqR
T
04
C p ,b exit T 03 T 03

=0.020474

Page 15 of 19

Moving on through the turbine section of the engine towards the outlet; using
Formulas 2.10 and 2.11 to find the corresponding temperature and pressure.

T 05 T 04

1
( T T 02) =873.02 K
m 03

Formula 2.11: Turbine outlet pressure

T 05
T 04
1
1+
t

P05=P04

Since this engine does not have an afterburner,

T 06 =T 05

and

P06=P05 . At this

point, the flow under analysis is approaching the exhaust nozzle. The flow must be
checked for choke using Formula 2.12.

n1
2

( )

n
n1

<

P06
P

1.8506<1.8652
It is noted that the flow is barely chocked, and that slight changes in the values
assumed might change the outcome of the above inequality. However, under the
chosen parameters, the flow is chocked, and the analysis process proceeds by
calculating the nozzle coefficient of pressure using a modified Formula 2.5, and the
exit velocity using Formulas 2.13.

C p , n=

n R air
J
=1156.7
n 1
KgK

V e = 2 n C p ,n T 06

0.5

[ ])
n1
n +1

=561.8 m/s

Next, the nozzle static temperature and pressure were calculated using Formulas
2.14 and 2.15 respectively.

Page 16 of 19

T7=

2
T =749.4 K
n +1 06

P7=P06

T7
T 06

( )

n
n1

=56432.74 Pa

The exit area over mass-flow and specific thrust per mass-flow were calculated
using Formulas 2.16 and 2.17.

A e n+1
=
m

n
n1

( ) (

n+ 1
2 n R T 06

0.5

R T 06
=7.1258103 m2 s / Kg
P 06

)( )

A
F
=( 1+ f ) V e V + e ( Pe P ) ( 1+f )=416.63 Ns/ Kg
a

m
m
The thrust specific fuel consumption was determined using Formula 2.18, and used
in the calculation of the overall efficiency using Formula 2.19.

TSFC=

m
f
f
=
=4.914105 Kg/ Ns
F
F
a
m

V
( / q R )=0.0723
1
0 =

TSFC
It can be easily noticed that the overall efficiency of this jet engine is quite poor. In
order to calculate the propulsive efficiency via Formula 2.21, the downstream exit
velocity was needed to be found using Formulas 2.20.

V e , = 2 n C p , n T 06

p=

F
V
m
a
2

( )

n1 0.5
n

[ ( )] )
P
1
P06

V
V
( 1+ f ) e,
2
2

510.38 m/s

=0.555

Page 17 of 19

The propulsive efficiency of the Rolls-Royce RB.37 Derwent 1 jet engine was found
to be 55.5 %. A significantly larger value than the original configuration of 44.7%,
and significantly lower than the first proposed configuration of 71%. One should
keep in mind that several assumptions have been made in the calculations of the
above values, however if they were to be accepted, then the configuration that
would most benefit the Supermarine Spitfire Mk IIs propulsive efficiency would be
the first option.

Conclusion
The Supermarine Spitfire MK II was one of the greatest fighter aircrafts that
dominated the WWII airspace. The purpose of this paper was to propose and
evaluate two propulsive modifications in order to increase the aircrafts propulsive
efficiency at maximum speed and typical altitude of 17 000ft. The original
configuration consisted of a two-blade wooden Rotol propeller and a Rolls Royce
Merlin XII piston engine powerplant resulting in 44.7 % efficiency at maximum
throttle and speed at 17000 ft.
The first proposed configuration change was a newly re-designed propeller.
Momentum blade theory was used to analyze the new prop, and it was found that it
has an efficiency of 71%. This new propeller rivals modern composite props. It
should be noted that the drag was assumed to have a behaviour in accordance with
Formula 1.8, which may be completely wrong. The main changes within the prop are
the incidence angles and diameter.
The second configuration change proposed to upgrade the powerplant from a
piston engine powered prop, to a full jet engine. The Rolls-Royce RB.37 Derwent 1
was available at the time, is lighter than the Merlin, and delivers more thrust;
resulting in a promising candidate. A design-point cycle analysis was performed,
and having conservative assumptions where required, resulted in a calculated
propulsive efficiency of 55.5%. This significantly higher than the original
configuration and this engine supplies much higher thrust; resulting in a legitimate
choice for the Spitfire. If a design configuration had to chosen out of the three
discussed, it would have been the first proposed one with a newly re-designed
propeller. It provides the highest propulsive efficiency, and is optimized to perform
at maximum engine throttle, aircraft speed, and an altitude of 17000 ft; typical
performance constraints for the Spitfire engaged in a dogfight. The increased
propulsive efficiency will increase the Spitfires speed, range, and manoeuvrability,
all major requirements of a fighter aircraft.

Page 18 of 19

Reference
1. Establiishnent, National Aeronautical. "24 Ft Tunnel Test on a Rotol Wooden
Spitfire Propeller." PR~c~ Zs 6d ~m-24-ft. (n.d.): n. pag. Web.
<http://naca.central.cranfield.ac.uk/reports/arc/rm/2357.pdf>.
2. "ERCO Compreg :: Own a Collection of Aviation History: ERCO." ERCO
Compreg :: Own a Collection of Aviation History: ERCO. N.p., n.d. Web. 03 Mar.
2015. <http://www.notplanejane.com/erco.htm#erco26>.
3. Greatrix, David R. Powered Flight: The Engineering of Aerospace Propulsion.
London: Springer, 2012. Print.
4. "Supermarine Spitfire Mk II Pilot's Manual -- Download It Here." Supermarine
Spitfire Mk II Pilot's Manual -- Download It Here. N.p., n.d. Web. 03 Mar. 2015.
<http://www.zenoswarbirdvideos.com/Spitfire2_Manual.html>.
5. "Rolls-royce Derwent | 1949 | 0211 | Flight Archive." Rolls-royce Derwent |
1949 | 0211 | Flight Archive. N.p., n.d. Web. 03 Mar. 2015.
<http://www.flightglobal.com/pdfarchive/view/1949/1949%20%200211.html>.

Page 19 of 19