Thanks and glad to help.
"Display" means low level. That means extra care, of course. I'll start by saying that I don't have a low level endorsment, just a couple of hours at 1,500ft and in the Extra 300, not a Spitfire.
1. The hardest thing in aerobatics, as with all things in aviation, is the ground. Be instinctively and VERY aware of where it is, how far away it is and how fast you are travelling towards it.
2. (courtesy of Dudley) A little nose DOWN trim will give you that extra 1/2 second if you lose SA inverted at low level.
3. The Mk I presents a challenge in managing rpm. As I have bundles of hours aeros in FP aircraft, this doesn't worry me..but if you are a CSU pilot, it takes some adjustment. There are two ways, of which I use the second, (b) exclusively.
___a) Set throttle and then manage rpm via pitch control (ie, YOU become the CSU)
___ b) Set rpm at fast cruise speed and then manage throttle to avoid "redline".
The second helps with cooling, always an issue in the Spit.
4. To set up for aeros, I set 2600rpm at +6 Boost in level flight and normal or +1 radiator, depending on OAT. +4 Boost is easier to manage temps with but I prefer the extra power and have ways around the heat problem...more on that later.
5. Aeros must be flown pretty much 100% accuratly and smoothly to maintain safety AND to look good. Many people think that aeros are a thrilling, no holds barred, death ride....not only is that fairly easy to do, crude and uncomfortable but it also looks like SHoneT from the ground.
6. Watch entry speeds closely. Many manoeuvres can be done in the Spitfire and will return you to your starting altitude or a little higher..always nice at low level...IF they are flown at correct speeds and performed accurately......start practice at 3,000ft and work lower as you gain skill/confidence. Remember at 3,000ft that ANY time you get even slightly below this, you just died in low level aeros and maybe took some spectators with you!!!!
7. Aileron Rolls at Hangar Height are possible (and faithfully recreated in the A2A Spit) if started at 160mph and done "just right".
8. I don't do pure Barrel Rolls low down..I don't like the amount of time spent with nose below the horizon. I tend to do these off a Half Cuban, so they start at 2,000ft or so.
9. Flick manoeuvres..crude, pointless, hard on the airframe and dangerous. Any idiot can flick an aircraft (some can even land afterwards), only modern, unlimited class aerobatic aircraft are truly built to do it in style. As an example, the Extra will flick repeatedly and marvellously. A C152 WILL flick but there is only about a 5 knot grace between possible, safe and dangerous. Not my kind of odds.
10. Cuban Eights and Half Cubans are not only my personal favourite in sim and IRL but the Spitfire was, quite simply, built for them. Try ground level to 3,000ft and return, using loop entry speeds. Half Cubans are helpful for gaining height and for re-acquiring the "display line" at each end.
11. I don't like stall turns low down, as the Spit has too much controllability right down to the stall and the potential for overcontrol on the rudder and inadvertant spin entry is too great IMHO.
12. I don't do Split S manoeuvres at low level. Some people will try to tell you a Split S is just the last half of a loop....it is not..the forces, speeds and atitudes are VERY different. They are a good way to become a Lawn Dart.
13. Whenever you are above 180mph leave your feet off the rudders...let her fly as she was intended to fly..rudder is not very helpful in most circumstances and is counter productive in some. Low Aileron Rolls are the only time I use them.
14. Break Turns at low level look great and help you re-acquire the display line from each end.
15. G management. The Spit will take more than you will! But try very hard to keep between Positive 1/2
and Positive 4G. NO negative G at all. Of course with no G meter, you have to "feel" this. (or turn on Shift z) Be highly aware of accellerated stalls...always have it burned into your brain that stall is a function of "angle of attack" NOT of speed. I am a big believer in the "Stall Stick Position" it will vary slightly with condition of flight but not that much. Learn WHERE it is on your controller and stay inside it.
16. Cooling . Start up and get off within limits. Climb to 5,000ft-8,000ft. Set a cruise at +4 and 2400rpm, radiator "normal", for 5-10 minutes at 5000-8,000ft depending on OAT until temps return to normal cruise level. Then turn back to start display.
I use long dives at lower throttle and high speed (remember managing the rpm to keep it at around 2600 by use of throttle alone) but watch "prop driving engine"... stay at -1 boost or above for your 2600prm setting. +0 is safer. Usually I am doing this off a Half Cuban. Plan your routine so that at known high temp times, you have a couple of Half Cubans and dives for cooling.
Hope that helps a bit. I do enjoy the Spit I for aeros more than the Spit II. The CSU is just boring