All tail draggers need the cg behind the main wheels to avoid tipping over but this has nothing to do with relationship between the cg and the aero centre for stable flight. I remember being told that aircraft normally had a downforce from the tailplane in order to maintain stability in pitch, but this would depend upon the static mounting of the fixed part as well as the elevator angle. Aircraft with the tailplane giving a lifting force would indeed be very sensitive on the control in pitch, and require continuous attention when flying. However, aircraft stability is a specialist subject about which I cannot speak with any particular authority.
Very true, especially when one considers that the Spitfire is (especially the later marks), nose heavy on the ground, due to the fact that the CoG is close to the main wheels. This why the the runup is limited to around 1800 rpm on the airworthy examples today with nothing holding the tail down, as any more is inviting lifting it, and probably a hefty bill from Hoffman!
In the air, it as has been mentioned that the elevator is very light, powerful, and sensitive. (More so on the two seaters with an occupant in the rear). If you’ve ever seen video footage taken from the rear cockpit of a two seater looking aft, during a loop for example, you’ll see that the elevator appears not to move!
In all the pilot reports and comments I’ve read about flying the Spitfire, this is the one thing that seems to astound the pilots. Powerful elevators with hardly any effort needed to move them , and not much stick movement either, plus the fact that they are still very powerful and effective during the landing.
Maybe the elevator control in the Spitfire isn’t acceptable by modern standards, but I think in combat, most pilots would prefer it’s pitch characteristics over that of the 109 or Mustang!
Cheers
Paul
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