Geoffrey Sinclair

P-40F 41-13600 to 13695, 41-13697 to 14299, total 699, 41-13696 used for static tests, the serial listed as a cancelled contract. Shorter fuselage. P-40F-5 and later lengthened fuselage. P-40K, K-1, K-5 shorter fuselage, K-10 onwards lengthened fuselage. P-40L lengthened fuselage. Mark II/IIA RAF FL219 to 368, total 150 P-40F, USAAF serials between 41-13752 and 41-14065 RAF FS400 to 430, FS433 to 457, total 56, P-40L-5, USAAF serials between 42-10519 and 42-10637 RAF FS431 and 432, FS458 to 499, total 44, P-40L-10, USAAF serials between 42-10736 and 42-10793 Mark III RAF FL710 to 713, FL875 to 882, FL884 to 905, FR111 to 115, FR210 to 361, total 191 P-40K-1 RAF FL714 to 730, FR116 to 140, FR385 to 392, FR412, FR413, total 52 P-40K-5. RAF FR414 to 459, total 46 P-40K-10 RAF FR472 to 521, total 50 P-40K-15 RAF FR779 to 828, total 50 P-40M-5 RAF FR829 to 872, total 44 P-40M-10 P-40L "Similar to the P-40F except for improved equipment. (Redesignated P-40L-1-CU)." P-40L-5 Serials 42-10480 to 10699 "redesignated due to the removal of two .50 cal. outboard wing guns and front wing tank (37 gallons)" P-40L-10 Serials 42-10700 to 10848 "Relocated auxiliary fuel pump; sheet metal carburettor air intake elbow; deletion of coolant tank armour, propeller warning light, aileron electrical trim tab, coolant warning light, pilot's tube, data case and wing walkway; relocation of parking harness, droppable sway braces for 75 gallon belly tank." RAF Serial Registers, FL220, Taken on Charge 28 May 1942, UK, Category E 20 May 1944. FL234, Taken on Charge 19 May 1942, Middle East, Category E 11 November 1942 FS452, Taken on Charge 18 March 1943, Struck Off Charge 29 February 1944. FS490, Taken on Charge 20 May 1943.

18 Mosquito fighter bombers, they would not have needed drop tanks given the range to target, 6 from 21 Squadron 5 from 464 Squadron plus Group Captain Pickard 6 from 487 squadron Squadron records available online via the archives have few details, all say secret/special target, no details of aircraft attacking or bombs dropped. The RAF says 2nd TAF launched 18 bomber sorties, of which 13 are credited with attacking, all on the primary target, dropping 30x500 pound HE bombs. As well there was one photographic sortie, 16 escort sorties and 2 shipping reconnaissance sorties. 2 bombers missing, 3 damaged by enemy action, 2 escort fighters missing. The online accounts of the raid state 2 Mosquitoes from 21 and 2 from 464 lost touch in the snow storms and returned to base, 1 from 487 was hit by flak on the run in and jettisoned its bombs. The 5 aborts leaves 13 bombers. While the remaining 4 aircraft of 21 squadron were ordered not to attack they still considered attacking sorties by the RAF, Removing the 21 squadron aircraft and the aborts leaves 9 aircraft, 4 from 464 and 5 from 487, dropping 30 bombs, mathematically 3x2 = 6 + 6x4 = 24, total 30, so either some aircraft only had a pair of bombs or some did not release all their load, at least 6 were carrying bombs on their wing racks.

Assuming spec = block number. then Index of AF Serial Numbers Assigned to Aircraft 1958 and Prior. Prepared by: Procurement Division, Programmed Procurement Branch, Reports Section, MCPPSR, AF-WP-O-APR 61 250. The copy I downloaded was in 4 parts, PDF, but I cannot locate the notes on which site it came from, and so far searches have not found it. 44-14853/15252 from North American Inglewood P-51D-15, quantity 400 on program J, funds PR, source AC contract No 40064 dated 21-Jul-43

It is Fernaufklärungsgruppe 11, not 2. Luftwaffe Codes, Units and Markings by Barry C Rosch notes usually used the code 6M but also 3K and 8H, formed pre war. Do17P-1 codes listed, all 6M+, BK, EK, KK, LK, OK, GL, TL, BM, CM, EM, HM, AN, TN

Nothing about AT-6 kits. For other options according to the CAA Hamilton Standard produced 13,843 Controllable, 2 blade Dural 12-D-40 for OS2N, SNJ, NA-66 and AT-6 between January 1940 and February 1944, while Canadian Propeller Ltd produced 12,497 Controllable 2 Blade, Dural 12-D-40 propellers for AT-6 and C-64 between June 1942 and April 1945.

While the Ministry of Aircraft production does not give Oleo model numbers, it does give wheel and tyre model numbers. March 1944, Small landing wheels, Dunlop, A.H. 10019 for Spitfire F.VII, VII, IX, PR.XI, XII, XIV, 21, Seafire F.XV, Hurricane A.H. 2061 for Spitfire F.I to VI, IX, XI, Seafire IIc, III. AH. 2184 Tail wheel for Spitfire and Seafire. Small landing tyres 7.50-10 for Spitfire F.I to VI, IX, PR.XI, Seafire IIc, III. 7.50-10.25 for Spitfire F.VII, VII, IX, PR.XI, XII, XIV, 21, Seafire F.XV (the Hurricane has the 8.00-10.25) 3 X 4 tail wheel for Spitfire, Seafire and Dominie. The British were also making tyres for most of the major lend lease types in RAF service, but also including the P-47, the Liberator nose tyre was the Lightning main tyre and the Mustang and Harvard main tyres were the Lightning nose tyres.

Serial Registers, LF.IX taken on charge 19 March 1944, Category E 1 July 1944. Online Spitfire histories, 33MU 19-3-44 401S 22-6-44 CE ops 1-7-44 See the films at https://heritage.canadiana.ca/view/oocihm.lac_mikan_135766 Hit by flak, crash landed 7 miles south of Carentan, reel 12266 image 207, reel 12265 images 547 and 556 Fighter Command Loses reports F/O G D Billing evaded

Avro produced Lancaster I from October 1941 to April 1943, then September 1944 to March 1945, Mark III December 1942 to October 1945. Metropolitan Vickers produced Lancaster I from January 1942 to April 1943, July 1943, then September 1943 to August 1945, Mark III April to September 1943 and November 1943. Armstrong Whitworth produced Lancaster I from November 1943 to March 1944, then June 1944 to January 1946, plus 1 in June 1946, Mark III March to June 1945, mark II August 1942 to March 1944. Austin produced mark I March 1944 to April 1945, Mark VII April 1945 to December 1945. Only produced Mark I, Vickers Castle Bromwich November 1943 to August 1945, Vickers Chester June 1944 to September 1945. Note the overlaps time wise, whatever standard the mark I at the time was being delivered to the same would normally apply to the mark III. If you like Mark I was in production from October 1941 to December 1945, except for May, June, August and September 1943, plus a final 1 in June 1946, the mark III was in production from December 1942 to October 1945.

The Ministry of Aircraft Production reports do not track spinner production until May 1943, though its production by types and by factory tables start in November 1942. As of May 1943, types were, De Havilland Bracket, De Havilland Hydromatic 3 blade, De Havilland Hydromatic 4 blade, Rotol Hydraulic 3 blade, Rotol Hydraulic 4 blade, Rotol Hydraulic 5 blade, Rotol Electric Factories were, De Havilland types C.S.A, De Havilland types Sankey, Rotol types Rotol Gloucester, Rotol types C.S.A, Rotol types Sankey. In May 1943 production was 693 De Havilland Bracket, 1,241 De Havilland Hydromatic 3 blade, 2 De Havilland Hydromatic 4 blade, 1,164 Rotol Hydraulic 3 blade, 577 Rotol Hydraulic 4 blade, 0 Rotol Hydraulic 5 blade, 910 Rotol Electric. By factory, 49 De Havilland types C.S.A, 1,887 De Havilland types Sankey, 1,044 Rotol types Rotol Gloucester, 1,152 Rotol types C.S.A, 455 Rotol types Sankey. The third table is monthly production broken down by aircraft type the spinner is for, in May 1943, the 577 Rotol Hydraulic 4 blade were 478 for Spitfire VII, VIII, IX, XII, PR.XI and Seafire III, 90 Barracuda II. the 1,164 Rotol Hydraulic 3 blade, were 614 for Halifax II, V, 354 for Spitfire V, Seafire IIc, 134 Hurricane II, IV and Sea, 4 Firefly, 8 Sea Otter, 50 Defiant II.

https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/SearchScreens/BasicSearch.aspx Australian Archives A9186 45 RAAF Unit History sheets (Form A50) [Operations Record Book - Forms A50 and A51] Number 22 City of Sydney Squadron clicking on the title gives the option of looking at the file one page at a time or downloading a 572.5 Mb PDF. No torpedoes, the RAAF went out of the torpedo bomber business in 1945 You do not say which serial number aircraft, 22 Squadron were dropping bombs in 1945, starting with the first Beaufighter mission on 11 February, 16X300 pound demo and 50 rounds of 20mm expended, where the records mention the ammunition expenditure it is only 20mm, no machine gun, the wing machine guns could be replaced by fuel tanks. Bomb racks were under wing. No mention of using rockets. The squadron says the airfield at Tawi-Tawi was Sanga-Sanga or Sanga. RAAF Beaufighter rocket trials using A19-186 were done in May/June 1944. Trials with A8-1 in August 1944 included bomb racks carrying 500 pound bombs.

https://thejavagoldblog.wordpress.com/2017/01/25/dutch-hurricanes-too-few-too-late/ https://kw.jonkerweb.net/index.php?option=com_content&view=article&id=640:hawker-hurricane-ii-uk&catid=89&lang=en&Itemid=551&showall=1&limitstart= To quote Peter Boer, Hurricanes shipped from Takoradi on Athene, operation Churn, aircraft loaded at Takoradi, Gold Coast (western Africa) from early 01.42 and sailed 05.01.42. All ac Mark IIBs administratively reallocated from Middle East to India on 8 January 1942, all shipped with outer wings off, batteries and some smaller items in boxes and drained of all fluids. Apart from the first four reassembled by RAF personnel at Kemajoran, Java, all reassembled by the ML/KNIL in the outskirts of Batavia and at Kemajoran airfield, Java. Z5609 exp to Takoradi 23.10.41, India 08.01.42, arr. Tjililitan 15.02.42, 15.02.42 to ML/KNIL (in exchange for BE332) Z5612 exp to Takoradi 04.11.41, 15.02.42 to ML/KNIL Z5619 exp to Takoradi 28.10.41, India 08.01.42, 15.02.42 to ML/KNIL. Z5622 exp to Takoradi 28.10.41, India 08.01.42, 15.02.42 to ML/KNIL. Z5683 exp to Takoradi 18.11.41, India 08.01.42, 15.02.42 to ML/KNIL (in exchange for Z5616). BE225 exp to Takoradi 18.11.41, 15.02.42 to ML/KNIL. BE293 exp to Takoradi 17.11.41, arr. Tjililitan 14.02.42, 15.02.42 to ML/KNIL BE333 exp to Takoradi 04.11.41, 15.02.42 to ML/KNIL. BE363 exp to Takoradi 28.10.41, 15.02.42 to ML/KNIL. BG677 exp to Takoradi 04.11.41, 15.02.42 to ML/KNIL. BG743 15.02.42 to ML/KNIL. DG614 (ex Mark IA P3068 modified to IIA. subsequently modified to IIB) 15.02.42 to ML/KNIL. Athene carried a total of 39 Hurricanes. https://www.awm.gov.au/collection/C1417315 Chapter 24, pages 472 and 473 for map and description of South West Pacific Area in 1942.

Looking through the serial registers, Portugal, W8626, W8627 10-Oct-41 W8882 10-Apr-42 W8892, W8893, W8943, W8948 14-Apr-42 W8900 27-Apr-42 W8907, W8950 28-Apr-42 DK891, DK953, W9019 18-Sep-43 Unknown Sep-43 Using various references and the Serial Registers gives 46 serials, versus 50 reported shipped 1944 and 1945, of these 46 the count is 15 Egypt, 2 Middle East, 2 no mention and 28 Turkey, some entries have 2 destinations, format is serial, believed destination, serial register destinations and dates. DL232 Egypt, 27-Jul-44 Egypt DL251 Egypt, 16-Apr-44 Middle East/Egypt DL252 Turkey, 17-Feb-44 Turkey DL271 Egypt, 16-Apr-44 Middle East, 17-Jun-44 Egypt (date unclear) DL272 Egypt, 17-Feb-44 Turkey, 27-Jul-44 Egypt DL275 Egypt, 17-Feb-44 Turkey, 27-Jul-44 Egypt DL276 Egypt, 17-Feb-44 Turkey, 27-Jul-44 Egypt DL277 Turkey, 28-Apr-45 Turkey, Egypt (crossed out) DL278 Middle East, 16-Jun-44 Middle East DL279 Turkey, 17-Feb-44 Turkey, 27-Jul-44 Egypt DL280 Turkey, 17-Feb-44 Turkey DL863 Turkey, Apr-45 Turkey DL891 Turkey, Apr-45 Turkey DL902 no mention DL937 Turkey, Apr-45 Turkey DL940 Turkey, Apr-45 Turkey DL976 Turkey, 17-Feb-44 Turkey DL977 Turkey, 17-Feb-44 Turkey, 27-Jul-44 Egypt DL978 Turkey, 17-Feb-44 Turkey DL979 Egypt, 16-Jun-44 Middle East, 29-Jul-44 Egypt (date unclear) DL983 Egypt, 16-Jun-44 Middle East, Egypt DM113 Turkey, Apr-45 Turkey DM166 Egypt, 16-Jun-44 Middle East, 27-Jul-44 Egypt DM167 Egypt, 16-Jun-44 Middle East, 27-Jul-44 Egypt DM168 Egypt, 16-Jun-44 Middle East, Egypt DM170 Egypt, 16-Jun-44 Middle East, Egypt DM173 Egypt, 17-Feb-44 Turkey, 27-Jul-44 Egypt DM174 Turkey, Apr-45 Turkey DM179 Turkey, 17-Feb-44 Turkey, 27-Jul-44 Egypt DM180 Turkey, 17-Feb-44 Turkey, 27-Jul-44 Egypt DM227 Egypt, 16-Jun-44 Middle East, Egypt DM231 Turkey, Apr-45 Turkey DM232 Turkey, 17-Feb-44 Turkey DM233 no mention DM234 Middle East, 16-Jun-44 Middle East DM235 Egypt, 16-Jun-44 Middle East, 27-Jul-44 Egypt DM273 Turkey, Apr-45 Turkey DM276 Turkey, Apr-45 Turkey DM335 Turkey, Apr-45 Turkey DM346 Turkey, Apr-45 Turkey DM351 Turkey, Apr-45 Turkey DM376 Turkey, Apr-45 Turkey DM454 Turkey, Apr-45 Turkey EM381 Turkey, Apr-45 Turkey EM385 Turkey, Apr-45 Turkey EM405 Turkey, Apr-45 Turkey

According to the British Export report 2 Masters were sent to the Middle East in May 1941, looking at the Serial Registers one of these was N7885, reported in West Africa, finally Struck Off Charge 1 August 1943. Given the export date the other would be from the N or T serial orders. Takoradi reports 2 Master on Hand during August 1941, not sure if they were sent any further, remembering Takoradi was officially in the Middle East command for aircraft accounting purposes. Other exports were, Portugal, 2 in October 1941, 8 in April 1942, 4 in September 1943. South Africa, 451 from June 1941 to August 1942. Turkey, 13 in January and 12 in March 1944, 21 in March and 4 in April 1945. Looking at the Serial Registers these actually served with Turkey and Egypt and possibly the RAF in the Middle East, but most likely direct to Turkey and Egypt.

The trouble for me with that comment is the comparison table is at the end of the listings, not the start, the RAF order aircraft data which comes from unpublished sources (apart from the serials of the prototypes and some of the cancellation data) which is not being looked at stand alone. followed by the comparisons with published sources. Having read the Contract Cards and Serial Registers there is no such thing as the mark I/II inter for example. As the British standard was to usually omit from the production reports aircraft sent for development I need to make a correction to my earlier figures, please add the prototype mark III P1864 and prototype mark V AS592, which are on the web page as mark I, to Standard built 750 mark I, Percival 780 I and 575 II, Airspeed Portsmouth 3,283 I, 933 II and 190 V, Airspeed Christchurch 300 I and 250 II, De Havilland 840 I and 675 II. Note compared to the web page I do not have the Percival mark V, and have 3 more Airspeed Portsmouth mark I but 7 less mark II (3 mark I + 2 prototypes + NM532 + NM533 – 7 mark II = 0). Since I use the RAF census and the Airspeed contract summary card total of mark II built when dealing with the ambiguities. From Air Publication 15965 8.: B—P.N, Pilot’s Notes: The Oxford I is dual controlled and is equipped for navigation, wireless and bombing training. Provision is made for fitting a gun turret for gunnery training in the majority of aircraft. Later aircraft have no turret structure. The Oxford II is equipped for navigational and flying training only.

Which production figures are incorrect, versus the presentation of other people's data?

The Hurricane XII was a Hurricane IIB with the following changes, Merlin 29 engine, Hamilton Standard 23E50 propeller and as far as I know US sourced flight instruments and radio. (Edit and probably locally sourced tyres as well) The aircraft often had the spinner deleted. The 23E50 was widely used, according to the CAA B-17, B-24, B-25, A-20, A-26, A-30, F6F, C-46, C-47, C-54, C-87, F6F, F4U, PV-2, TBY, TBM, RY, PBY, PB4Y, Lancaster, Mosquito.

17 Squadron reformed in Britain on 11 February 1949, in the mid/late/post war designation changes the Oxford mark II became the Oxford T.2, the squadron had Oxford T.2 (T.1?), Spitfire LF.16E and Harvard T.2B until disbandment in March 1951, it had also started with Martinet TT.1 but they were removed in January 1950, Beaufighter TT.10 were added in June 1949 and kept until disbandment. Code letters UT, Oxford I MP368 UT-Z reported to be on strength. 3 Civilian Anti Aircraft Co-Operation Unit, formed 18 March 1951, merged with 4 CAACU to form 3/4 CAACU on 1 July 1954, where CAACU Oxfords are listed in Flying Units of the RAF by Alan Lake they are all mark I. PH318 Oxford mark I Taken On Charge 16 October 1944, Struck Off Charge 2 May 1956. MP368 Oxford mark I Taken On Charge 27 January 1943, Sold 3 August 1956. No idea why side windows would be blacked out.

Yes the production numbers are different. The ones I used are drawn from the RAF Contract Cards, which are complete for the Oxford, the cards record who built the aircraft, what mark and when it was built, with some space for comments. In addition the Serial Registers for the Oxford are complete, recording mark, taken on charge, when lost and whether Category E, Struck Off Charge, Lost at Sea etc. and again space for comments, including when and where shipped overseas. Using the two references gives an accurate serials list and comparing mark numbers between the two lists shows up conversions. So the mark III was a conversion, while only 190 mark V were built as such, the web page has a planned update to reduce the mark V total to 190. I think from memory some Oxfords sent to Africa ended up as mark V. As noted early Oxfords came as advanced and intermediate which then became the mark I and mark II, note 1 on the web page I referenced explains how this created the belief there was a mark I/II Inter version, rather than the contract initially asking for advanced and intermediate, then being changed to mark I and II then being built as mark II, with the relevant documents probably having hand corrections, words crossed out sort of thing. Because Oxford production began in 1937 and the change over to mark numbers was probably in 1939 it causes problems trying to count mark numbers, as Portsmouth and De Havilland had both produced mark I and II by 1940. I can only refer you to the web page and its attempts to reconcile the various production totals. My totals exclude Portsmouth built mark I NM532 and 3 which destroyed by fire in February 1944, most probably before they flew.

Oxfords ultimately came as mark I, II and V but before the adoption of mark numbers early production Oxfords used the terms advanced and intermediate to differentiate designate what became the mark I and a mark II respectively, the mark numbers probably came into use in 1939. There were a lot more than 9 mark II, is the idea a TT2 (Target Tug) or similar conversion? Standard built 750 mark I, Percival 780 I and 575 II, Airspeed Portsmouth 3,283 I, 933 II and 190 V, Airspeed Christchurch 300 I and 250 II, De Havilland 840 I and 675 II. http://britishaviation-ptp.com/airspeed_as10.html

As far as I am aware the waist and fixed forward firing machine guns were an innovation from 10 squadron RAAF, which had more freedom to experiment than other Sunderland squadrons. The changes were than adopted by other squadrons. https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/SearchScreens/BasicSearch.aspx 10 squadron history as the search string, Series A9186 Control Symbols 25 and 26 are available online, click on the title to have the option of downloading the PDF, or use the digitised item option to view a page at a time. Extracts from the files, DD852 03/08/43 Attacked by 7 Ju88s for about one hour, Nose gunner AG 410210 F/Sgt H Allan Bird killed, on the first patrol of a Sqn Sunderland with four fixed forward firing Browning 0.303 inch machine guns. January 1944, DD865 trial modification of two 0.5 inch waist guns. Also all aircraft getting twin gun front turret. February 1944 DD865, JM684, JM721 have 0.5" waist guns. ML839 Mk.3 becoming a mark V Taken on RAF Charge 29/10/43, allocated to 10 Sqn 08/12/43, coded RB-A, for conversion to mark V (R-1830 Twin Wasp replacing Pegasus XVIII engines) but not officially on strength, mentioned on 02/03/44 with work underway when a delegation of Ministry of Aircraft Production, Coastal Command, Short Brothers and Pratt & Whitney representatives visit the squadron to discuss the project. 16/03/43 Four engines and one propeller installed. The propellers are from Albemarles with 9 inches clipped off the blades and are fully feathering. Conversion now has priority over operational commitments. 5552 Fitter 2E Sgt G F Beattie is in charge of the installation. 04/05/44 First test flight of mark V, pilot Group Captain J Alexander OBE RAAF (Commanding Officer RAF Mount Batten) (The official mark V prototype ML765 was taken on charge by the RAF 31/03/44, counted as a mark III, though it has been reported it flew as a mark V in March.) 01/07/44 Loaned to 10 Sqn for for local and training flights. 12/09/44 First operational sortie, captained by F/Lt S T Chilcott 12/10/44 Sank at moorings during gale.

The USAAF summary of model changes P-40E, radio SCR-283 on first aircraft, SCR-274N on later models, de-icing equipment (Ethylene Glycol spray) P-40E-1 same as P-40E except for minor changes to cope with British requirements, radio type TR9D. There were 9 P-40K-1 operated by the RCAF between November 1942 to August 1943. The P-40K-1 was the nominal export version of the K series, contract DA-913, 600 built May to September 1942, the USAAF summary of the changes says same as P-40E except for V1710-73 engine and auto manifold pressure regulator. P-40K-5 to K-15 produced August to December 1942, under contract AC-22774 P-40K-5, 200 built, same as P-40K-1 except for addition of rotary valve cooler. P-40K-10, 335 built, redesignated due to fuselage extension. P-40K-15, 165 built, winterisation, elimination of emergency hydraulic system, relocation of battery to forward engine compartment.

2 YP-47M in August, 1 in September, then 3, 46, 81 P-47M October to December 1944. Built at Farmingdale, the YP-47M were taken from serials at the end of the P-47D-27 block, the P-47M were built in parallel with the P-47D-30, the final Farmingdale D production block, which began production in the first half of September 1944. (Evansville final production was the D-40, which had the dorsal fin as built, production from April 1945, both production lines had D-20, and -21, then Evansville went -23, -26, -28, -30, -40) USAAF basic model specifications, Farmingdale P-47D The D-21 introduced the R2800-59 engine and installation of momentary water injection switch MC-142. The D-22 introduced the 6507 Hamilton Standard propeller and A-23 Turbo Regulator. The D-25 introduced the bubble canopy, flat front windshield, enlarged main fuel tank, 30 gallon water tank, larger oxygen supply. The D-27 introduced the JH-4E starter The D-28 introduced improved Curtiss propeller, modification of SCR-695-A radio wiring, provision for MN-26 type radio compass, relocation of bomb and tank release controls (to parking brake bracket as per D-28-RE?). The D-30 changes were blunt nose aileron and controls; dive flaps; Huber camera mount No. 159 to replace Republic camera mount; elimination of provisions for Type A-1 Gun Camera overrun control; front mounted instrument; removal of micronic filter from hydraulic reservoir and installation of return line and addition of pressure line filter; gland fittings for external wing fuel tank lines and elimination of glass elbows in air pressure lines. XP-47M, P-47D-25 modified as follows; R2800-14 or -57 engine with CH-5 turbo, unilever power control, automatic intercooler and oil cooler doors. Differs from P-47M by not having dive flaps or blunt nose ailerons. P-47M, Production article of YP-47M with R-2800-57 engine. Unilever control not installed. Roger Freeman states the P-47M had dorsal fins fitted in England but few P-47D received them.

P2879, 5 MU 13 May 1940, RAF Tangmere 18 May 1940, 85 Sqn 18 May 1940, 13 MU 30 Aug 1940, 19 MU 8 Sep 1940, 229 Sqn 16 Sep 1940, SOC 24 Sep 1940. Battle of Britain, Then and Now, P2879, 29 Aug 1940, 85 Sqn, badly damaged by Bf109s off Eastbourne 3.45pm but repairable, Sgt. G.B. Booth unhurt. 23 Sep 1940, 229 Sqn, shot down by Bf109s while acting as weaver, over St Mary's Marshes Hoo, 10.50am, Pilot Officer P.O.D. Allcock baled out wounded. When it comes to online Hurricane listings there is the http://www.rafcommands.com/database/serials/ web site but it uses Dr. Colin James Pratt-Hooson's Hurricane Site which has some significant problems, and there looks like plenty of brief or blank entries. My emails to RAF commands have not been replied to. The information for P2879 comes from the RAF Serial Registers/Delivery Logs, from K1000 to AZ999 the lists are 15 serials to the page, leaving room for notes, plenty of pre war and into 1940/41 unit moves noted but after that the information tends to simply be the loss date and whether SOC or Cat E or other. From BA100 on there are 100 serials to the page, leaving space for on date, off date (SOC, CAT E etc.) and if sent overseas where and when. The files are scans of microfilms of hand written documents, they can be hard to read. I have used the files to create a listing for all Hurricanes with Serial, Mark, Maker, on date, off date (SOC, CAT E etc.) and if sent overseas where and when but that is it, yet it seems to be the most detailed Hurricane listing available in electronic form. And I still have 3 more IIC and 3 less IID than the official totals. If you just want to look at the entries for the serials to AZ999 that is about 2,925 Hawker (including prototype), 2,300 Gloster, 300 Austin, 160 CCF built Hurricanes. There is a new comprehensive Hurricane book promised, but it is taking a while.

Probably of no help, From RCAF Aircraft and RAF Delivery Logs, if the Delivery Logs are to believed the aircraft shipped to Canada had been in storage since being built. L9967 TOC RAF 29 May 1940, 5 MU 12 Jun 40, 47 MU 20 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 L9968 TOC RAF 29 May 1940, 5 MU 13 Jun 40, 47 MU 21 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1005 TOC RAF 5 June 1940, 6 MU 18 Jun 40, 47 MU 29 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1006 TOC RAF 29 May 1940, 6 MU 15 Jun 40, 47 MU 9 Jul 41, Canada date unreadable, TOS RCAF 21 August 1941 N1007 TOC RAF 5 June 1940, 6 MU 16 Jun 40, 47 MU 23 Jun 41, Canada 12? July 1941, TOS RCAF 7 August 1941 N1021 TOC RAF 14 June 1940, 5 MU 23 Jun 40, 47 MU 20 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1026 TOC RAF 14 June 1940, 5 MU 26 Jun 40, 47 MU 2 Aug 41, Canada 3 September 1941, TOS RCAF 24 September 1941 N1027 TOC RAF 14 June 1940, 5 MU ? Jun 40, 47 MU 21 Jul 41, Canada 3 September 1941, TOS RCAF 24 September 1941 N1029 TOC RAF 20 June 1940, 5 MU 29 Jun 40, 47 MU 20 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1030 TOC RAF 20 June 1940, 6 MU 17 Jun 40, 47 MU 23 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1045 TOC RAF 28 June 1940, 6 MU 6 Jul 40, 47 MU 5 Jul 41, Canada 12? July 1941, TOS RCAF 21 August 1941 N1078 TOC RAF 28 June 1940, 6 MU 4? Jul 40, 47 MU 21 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 N1107 TOC RAF 7 August 1940, 6 MU 8 Aug 40, 47 MU 26 Jun 41, Canada 29 July 1941, TOS RCAF 16 September 1941 W6473 TOC RAF 10 October 1940, 5 MU 27 Oct 40, 47 MU 20 Jun 41, Canada 12 July 1941, TOS RCAF 7 August 1941 W6484 TOC RAF 26 October 1940, 5 MU 20 Nov 40, 47 MU 2 Jul 41, Canada 12 July 1941, TOS RCAF 7 August 1941

With Clostermann verify using other sources. The fighters were not stressed to handle regular experience of G forces seen in dive fighter bomber operations, which is different to the structural limits which were reached after the pilot had blacked out, making reaching such limits difficult. Using the Battle of Britain Then and Now list, Luftwaffe aircraft recorded as hit by RAF fighters, for every 9 Bf109 shot down 1 was damaged, Bf110 3.83 shot down to 1 damaged, Ju88 3.06 to 1, He111 2.9 to 1, Do17 1.82 to 1, Ju87 1.66 to 1, dive bombers tended to have a stronger airframe, turning fighters into dive bombers was bound to bring strength issues into play from the repeated stress. From memory when it came to G forces pilots had different abilities, some had problems below 5G, while the best could handle around 6G, the first benchmark of G-suits was giving all pilots the ability to handle 6G, after that came 8 to 10G, the design limits for sustained G forces. It also meant adding, over and above the suit equipment, G and stall warnings. The experimental Australian G-suit could enable pilots to handle pushing 10G, raising the concept of over engineering the suit, though the test pilot remarked if the aircraft was to break up he would prefer to be conscious at the time. A suit that could handle 7.5G would provide an edge and a safety margin. As previously noted finding the full specifications of the mark 21 and later wing is a problem, Morgan and Shacklady note the chord changes. With the Merlin 70 and HF designations, if you are referring to the mark VII, According to the Spitfires web site mark VII engines fitted were 21 with Merlin 61 118 with Merlin 64 with 182 (official total) or 183 (production reports) Merlin 64 made, 133 January to August 1943, 11 in November 1943, 39 February and March 1944. Essentially the Merlin 64 was the engine for the Spitfire VII and the 16 PR.X. I have not heard of anyone deciding the Merlin 66 was inadequate for air defence, the 66 accounts for over two thirds of Merlin 6x production. The 66 came into production in February 1943, long after Britain required air defence against major daylight bomber raids, it still needed low level interceptors and night fighters. As 1943 went on the allies found they were dictating the air war, including altitudes, on top of that an invasion was coming, and the rule when air forces fight each other altitude tends to go up, when armies and/or navies are involved altitude tends to go down came into play. I have not seen any reasons for why HF versions of the VII and IX were produced, clearly top cover is possible, certainly catching daylight reconnaissance aircraft another, like the improved Ki-46 in the Pacific. Though the Spitfire XIV was available for higher altitude work.