Spitfire PR IA, P9331, of No.212 Sqn, force-landed near Reims on 7 June 1940. It was repaired and flown to Rechlin, marked 2+ I. The Royal Australian Air Force, the Royal Indian Air Force and the RAF also used Spitfires against Japanese forces in the Pacific theatre. The first Spitfires in the Far East were two photo-reconnaissance (PR IV) aircraft which operated from airfields in India from October 1942.

Shores, Christopher and Thomas, Chris. 2nd Tactical Air Force Volume four; Squadrons, Camouflage and Markings, Weapons and Tactics 1943–1945. Hersham, Surrey, UK: Midland Publishing 2008. ISBN 978-1-906537-01-2. Spitfires ensured that the Allies gained and held air superiority during the battles of Kohima and Imphal from early to mid 1944, in which the Japanese attempt to destroy the British Fourteenth Army and invade India was also defeated. By 1945, when the Allies launched offensives into Burma, the Japanese were unable to challenge the Allies' air supremacy. Spitfires took part in the last major pitched battle of the war involving the Western allies – No. 607 Squadron and No. 273 Squadron flying the MKVIII armed with 500 pound bombs helped destroy a Japanese breakout attempt at the Sittang Bend in July and early August 1945.

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The first production Mk 21s used the same airframe as the Mk XIV. The first true Mk 21 prototype, PP139 first flew in July 1943, with the first production aircraft LA187 flying on 15 March 1944. The modifications over the Mk XIV made the Mk 21 sensitive to trim changes. LA201's poor flight control qualities during trials in late 1944 and early 1945, led to a damning report from the Air Fighting Development Unit The documentation to specification F.10/35, which was framed around the Spitfire, was headed "Requirements for Single-engine Day and Night Fighter" and stipulated that the aircraft be equipped with "night flying equipment". [1]

With the change to offensive tactics the Spitfire, Hurricane and new Westland Whirlwind units found themselves facing the same disadvantages over France as the 109 units had faced over Britain. The limited combat radius of the RAF fighters meant that the Luftwaffe could engage in combat, or break off on their own terms, knowing that they were over friendly territory and with plenty of airfields at which they could land to rearm and refuel. The RAF fighters were the ones who were now having to face the prospect of two long over-water passages, returning in many cases with combat damage. Spitfire Mk IA, marked 5+2, was used for comparison flying tests against Bf 109s and Fw 190s of 5/JG.2 in October 1942. Another Spitfire was used by 5/JG.2 in April 1943, marked 3+9.

Laddie Lucas recalled that the Reggiane Re.2001 could also be a difficult opponent for the Spitfire V, particularly when caught in a dogfight. Over Malta even able pilots could be outmanoeuvred by the nimble Italian fighter that was, on the other hand, slower and armed only with the "classical" couple of Breda-SAFAT 12.7mm machine guns. [170] Peebles, Curtis, Shadow Flights: America's Secret Air War Against the Soviet Union. Novato, CA: Presidio Press, 2001. ISBN 0-89141-768-0 In spite of the difficulties pilots appreciated the performance increases. Wing Commander Peter Brothers, O/C Culmhead Wing in 1944–1945 and a Battle of Britain veteran; Spitfire Mk 19 PS583 takes off Spitfire Mk 19 (PS583) shows its elliptical wing planform Mk XIX (Mk 19) (types 389 and 390) [ edit ]

Price, Alfred. The Spitfire Story. Enderby, Leicester, UK: Siverdale Books, 2002 (rev 2nd ed). ISBN 1-85605-702-X.The Mk XII flew operationally with their rounded wingtips replaced by shorter, squared off fairings; the single-stage supercharger of the Griffon II or IV used in the Mk XIIs meant that it was rated and used as a low altitude fighter and the LF prefix used by Merlin-powered Spitfires was never applied. Shortly before the Second World War started Flg. Off. Maurice Longbottom submitted a paper to the Air Ministry, in which he proposed that the RAF equip itself with small, unarmed aircraft, stripped of unnecessary weight and equipped with cameras and extra fuel, to rely on high speed, a fast climb and high altitude to avoid enemy defences. He was thinking primarily about the Spitfire as the ideal aircraft. Although his idea was received with interest, it was shelved because there were not enough Spitfires to divert from Fighter Command. Propeller modifications included removing 6 inches from the tip of each blade, re-twisting the blades and modified governor springs and bob weights for increased rpm. Test flying brought to the surface handling problems which were not satisfactorily resolved for several years. Worst among them was a serious dutch roll tendency at high speed. Resolution of this characteristic required the manufacture of a totally new vertical stabilizer. As can be expected engine problems also abounded including the failure of connecting rods, one being due to a faulty rod bolt. More seriously, persistent failure of the blower gears plagued the team. The gears were custom made units that could not stand the loads being imposed upon them; power requirements for the supercharger would be in excess of 400 horsepower. Loss of the blower drive would still allow the engine to run naturally aspirated and produce enough power to effect a safe landing. The Mk XIX was the last and most successful photographic reconnaissance variant of the Spitfire. It combined features of the Mk XI with the Griffon engine of the Mk XIV. After the first 25 (type 389s) were produced, later aircraft were also fitted with the pressurised cabin of the Mk X and the fuel capacity was increased to 256 gallons, three-and-a-half times that of the original Spitfire This version was the type 390. [38]