Supermarine Spitfire LF.XVI G-MXVI

About the Spitfire

The Supermarine Spitfire first took to the air in the mid‑1930s and quickly became an icon of British aviation. Designed by Reginald Mitchell for the Royal Air Force, its distinctive elliptical wing and innovative stressed‑skin construction enabled exceptional speed and maneuverability. From early prototypes to successive “marks” that introduced improved armament, stronger structures, and more powerful Rolls‑Royce Merlin engines (and later Griffon engines), the Spitfire was continuously refined to meet the changing demands of aerial combat during World War II. Its elegant design and high performance made it a symbol of determination and hope during Britain’s darkest hours.

Throughout its operational history, the Spitfire evolved from a sleek, single‑seat interceptor into a multifaceted workhorse. Early versions faced significant production challenges with rapid modifications—ranging from upgrades in cockpit design to re‑armament changes driven by combat experience. The aircraft played a decisive role in the Battle of Britain and later proved adaptable as a fighter‑bomber, a high‑altitude interceptor, and even as a carrier‑based fighter (in the Seafire variant). By the end of the war, more than 20,000 Spitfires of various marks had been built, a testament to its versatility and the industry-wide efforts that supported its production.

Even as World War II drew to a close, the Spitfire’s development continued with further modifications to improve high‑altitude performance, extend range with increased fuel capacity, and enhance pilot visibility. The transition from Merlin to Griffon engines ushered in a new era of performance that allowed the aircraft to remain competitive against evolving enemy designs. Long celebrated after the war as a masterpiece of aeronautical engineering, the Spitfire is now an enduring symbol of British ingenuity, frequently appearing in museums and airshows, where it continues to captivate aviation enthusiasts around the world.

Specifications

LF.XVI Variant

The Mk. XVI LF Spitfire was a low‐altitude fighter variant of the famous Supermarine Spitfire family that emerged late in World War II. Distinguished by its powerful, license‐built Rolls–Royce Merlin 266 engine (the Merlin 66 produced in the United States by the Packard Motor Company, with the “2” prefix added to avoid confusion with its British counterpart), the Mk. XVI was developed essentially on the proven airframe of the earlier Mk. IX but optimized for operations at lower altitudes.

In order to maximize performance where rapid acceleration and tight manoeuvring were required, virtually all Mk. XVI aircraft were fitted with clipped wings. This modification not only reduced drag at low altitude but also enhanced roll rate and overall agility. In addition, many examples featured a cut‐down rear fuselage paired with a bubble canopy that improved pilot visibility during close combat engagements. Rear fuselage fuel tanks with a combined capacity of approximately 75 imperial gallons were standard, reflecting the variant’s design emphasis on the short-range, high-intensity fighter role rather than long-range patrol.

Armament on the Mk. XVI was typically a mix of heavy firepower and precision: two 20 mm Hispano Mark II cannons (each loaded with around 120 rounds per gun) formed the core of its offensive capability, supplemented by two .50‑calibre Browning machine guns (each with 250 rounds per gun). The variant could also be configured to carry small bombs—a 500‑lb bomb on a centerline rack and optionally additional 250‑lb bombs under the wings—for use in fighter-bomber roles.

Produced at the Castle Bromwich factory, a total of approximately 1,054 Mk. XVI units were manufactured. Their performance at low altitude was exceptional; the combination of the Packard Merlin engine and aerodynamic refinements allowed this variant to exhibit superb acceleration and turning ability during combat—qualities that were crucial when countering fast, low-flying enemy aircraft.

Did You Know?

• The destruction of Supermarine’s Itchen and Woolston factories by enemy bombing led to production being shifted to numerous “shadow factories”—with Castle Bromwich becoming the main hub for Spitfire manufacturing.
• Early Spitfires were famous for their elegant, elliptical wing design, chosen not only for its low induced drag but also for its aesthetic appeal—a design feature that helped to capture the public’s imagination.
• The Spitfire Mk IX was actually developed as a “stopgap” measure in response to the Focke‐Wulf Fw 190 threat and was produced from converted Mk Vc airframes before later high‐altitude models appeared.
• Some Spitfire variants were adapted for photo reconnaissance. For example, the PR Mk XIX became the definitive reconnaissance version with increased fuel capacity and specialized camera installations.
• Engine changes sometimes required more than simply swapping powerplants—the installation of the Griffon engine, for instance, necessitated modifications to the cowling, tail, and undercarriage to cope with its different thrust line and increased weight.

Spitfire LF.XVI G-MXVI

Supermarine Spitfire Mk XVIe TE184 has a storied history as colorful as its paint schemes. Built at the end of World War II, TE184 rolled off the production line in 1945 and was delivered to the Royal Air Force later that year. Initially, the aircraft spent its early RAF years in storage at a series of Maintenance Units – first at No.9 MU, then No.20 MU, and No.6 MU.

In 1948, TE184 was reactivated from storage and, on 7 September of that year, delivered to the No.203 Advanced Flying School (which would later become the No.226 Operational Conversion Unit). This brief spell of active service was followed on 27 February 1950 by its transfer to No.607 of the Royal Auxiliary Air Force. Based at RAF Ouston Airfield, TE184 served for a few months until, on 13 June, it was moved back into storage at No.33 MU at RAF Lyneham.

By 1952 the Spitfire had been officially retired from frontline service. It found a new chapter with the Air Training Corps at Royton, serving as a training symbol until 1967. That year, TE184 was moved to Henlow and earmarked for a role in the film Battle of Britain. However, due to corrosion issues, it was deemed unsuitable as a flying prop and instead was used as a static gate guard at RAF Cranwell. Soon after, the aircraft would move on through a series of postings at RAF Finningley, RAF Leconfield, and finally RAF Aldergrove, where it was placed into storage in 1972.

TE184’s next phase began when it was put on public display at the Ulster Folk and Transport Museum in 1977. This display period lasted until 1986 when Nick Grace acquired the aircraft. A restoration project to return TE184 to flying condition was launched, but tragedy struck in 1988 with Nick Grace’s passing; the project was subsequently acquired by new owners determined to see the mission completed.

The restoration was eventually accomplished in a “high-back” configuration, and in November 1990 TE184—now re-registered as G-MXVI—roared back into the skies from East Midlands Airport. From its return to flight, the Spitfire began a nomadic life with multiple owners and an ever-changing array of paint schemes that paid homage to its historic heritage.

In the early 1990s, under the ownership of Myrick Aviation Services, TE184 sported a high-altitude fighter scheme. Its registration changed hands in 1996 to De Cadenet Motor Racing Ltd, and by 1999 the aircraft was temporarily given a USAAF scheme, representing the famed MK.VIII HL-K “Fargo Express” of the USAAF 308th FS, 31st FG. Then came a surprise for enthusiasts—in September 2000 at the Duxford Battle of Britain Airshow, TE184 debuted an unusual Free French Air Force scheme. Back when dial-up internet and forums meant news traveled slowly, this unexpected repainting delighted onlookers.

After its appearance in 2000, TE184 slipped from public view and was stored at Halton. It reappeared in 2004, ferried to Duxford by The Old Flying Machine Company for maintenance, and was displayed in Hangar 3 until 2006. The aircraft was sold to Paul Andrews and his “G2 Trust” and taken to Booker for a complete refurbishment by Personal Plane Services. The refurbishment was completed in 2010 and TE184 re-emerged at a Duxford Battle of Britain event sporting RAF markings of Wing Commander Charles, coded EJC.

After its appearance in 2000, TE184 slipped from public view and was stored at Halton. It reappeared in 2004, ferried to Duxford by The Old Flying Machine Company for maintenance, and was displayed in Hangar 3 until 2006. The aircraft was sold to Paul Andrews and his “G2 Trust” and taken to Booker for a complete refurbishment by Personal Plane Services. The refurbishment was completed in 2010 and TE184 re-emerged at a Duxford Battle of Britain event sporting RAF markings of Wing Commander Charles, coded EJC.

Another change of hands came in 2011 when Stephen Stead became the owner. Over the following years, TE184 operated throughout Europe in at least four different schemes, notably representing the contributions of Polish and Czechoslovakian pilots who served the RAF. When not active on the continent, the historic Spitfire spent its winters parked at the Biggin Hill Heritage Hangar.

In 2021, TE184 found its current owner in Peter Freedman. Now based at Biggin Hill, the aircraft has once again been repainted—this time in the markings of the Spitfire flown by Wing Group Commander Donald George Andrews, coded DGA—ensuring that TE184’s legacy continues to evolve while delighting aviation enthusiasts with each new chapter.