I've never worked on the Spitfire but I suspect you're correct.

Aye it is the cooling port for the generator, I've got a gorgeous picture of a Packard Merlin 266 and you can see the generator clearly and it measures up to the cowling perfectly

I can't remember if there is, but the manual is an invaluable tool for Spitfire lovers
Some amazing and wonderful technical details 8)

The drag isn't that bad as it is the area of the prop-wash, so it gave sufficient cooling without being a burden like the Vokes filter which cost performance in a very noticable way.

In response to your first question about the Spit cowl.....I'm thinking your talking about this area.....


And in response to your question on flaps, here is how I see it.........
When you deploy flaps on an aircraft, an initial pitch-up should be noticed as you begin to change the airfoil section to one of slight undercamber (Glider-style with more lift but also more drag) but as this increased drag starts to diminish the airspeed and the flap angle increases, the lift component is decreased and the nose should drop due to insufficient airspeed at the new angle of attack........nose down will prevent further decay in airspeed, which would eventually cause a stall...

Rifleman,

Yes, your very clear photo identifies the cowling concerned exactly. It must be an inlet for cooling air for the generator, as Ozzy says, it is directly in line with the generator. However I have yet to find a specific written reference to it anywhere in my literature or on the net.

Your aerodynamic description is also correct.
The Spitfire V pilot's notes under "10.  General Flying" state :-  "Change of trim"....."Undercarriage down--Nose down"...."Flaps- Nose Down".
What the Pilot's Notes do not say is how much change of trim.
I am trying to gather some typical values for this so that I can accurately model an air file for the Spitfire. Most of the air files currently available either get it completely wrong by giving none or a nose up change of trim or give a nose down reaction that seems excessive ( especially for the undercarriage , which I suspect had comparitively little effect).

I am hoping that some Spitfire pilot out there can tell us !

I am going to see the Shuttleworth Collection fly at Old Warden tomorrow and it includes a Spit MkVc. In the unlikely event that I can get near the pilot I'll ask him.

Thanks for your comments.

Springer, I thought you were indicating that intake so I brought it to the front since I could. I took that shot a few weeks back in the Seattle Museum of Flight on the Mothers day weekend.........cheers......... 8)

On the flap issue..........
I do concur with Doug on his assessment of flap effect on pitch, but my explanation was not that of an instant "snap" flap.....it was more of what happens through the gradual application of flaps as they progress from no flap to full flap position........sorry for not clarifying this at the time........