Aircraft

Gloster F.9/40 / G.41 Meteor

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Meteor F.8

Designed by George Carter, the Gloster Meteor began life in response to Specification F 9/40, which called for a single-seat interceptor. The jet engine was still very much in its infancy when this project got under way and the low thrust available from early powerplants of this type necessitated the adoption of twin-engine layout from the outset. Under the impetus of war, design progress was swift and was rewarded with a contract for 12 prototypes in February 1941, although only eight of these prototypes were eventully completed.

Gloster F.9/40 / G.41 Meteor Article

The eight original F.9/40 airframes were used to test several different types of British gas turbines including the Rover-built Power Jets W2B, the parent design of the Rolls-Royce Welland with which the Meteor I was fitted; the Metropolitan Vickers F.2/1, the first British axial-flow unit to fly (13 November 1943); the Halford H.1, the predecessor to the de Havilland Goblin; and the Rolls-Royce Trent, the first turboshaft engine to fly. Actually the 6530kg Halford-engined F.9/40 was the first version of the Meteor to fly (on 5 March 1943) as the W2B engines (4360kg) installed in another F.9/40 in July 1942 were not ready for flying until June 1943.

The eight prototypes built (DG202 – DG209) were used for both airframe and powerplant development trials. Due to difficulties with supplies of the first jet engines the first flights of the prototypes were spread over several years with the last of them flying after the first F.Mk I’s were in service with the RAF.

Developmental aircraft –

DG202
First Flight: 24th July 1943
Rover W.2B/23 turbojets.

DG203
First Flight: November 1943
First flown in 1943 with two Power Jets W.2/500’s. Its next flight was almost a year later in October 1944 with more powerful W.2/700’s.

DG204
First Flight: 13th November 1943
Metropolitan-Vickers F.2, Axial-Flow turbojets, crashed 1st April 1944 after just 3 hours 9 minutes flying time.

DG205
First Flight: 12th June 1943
Rover W.2B/23’s, second to fly.

DG206
First Flight: 5th March, 1943
First to fly. de Havilland Halford H.1 turbojets (2,700 lbs thrust).

DG207 (prototype Meteor Mk II)
First Flight: 24th July 1945
de Havilland H.1 Goblin, later became the prototype F. Mk II.

DG208
First Flight: 20th January 1944
First to be fitted with dive brakes and Rolls Royce W.2B/23 engines.
Modified fin and rudder

DG209
First Flight: 18th April 1944
Early version of W.2B/37 Derwent I.

Although the first flight of a Meteor was with the de Havillands turbojet, production Meteors were powered by engines developed by Rover and later Rolls-Royce W.2B/23 Welland 1 reverse-flow turbojets with centrifugal-flow compressors, with the de Havilland engines allocated entirely to Vampire production which entered service shortly after the end of WW II. Trials with the Metropolitan-Vickers engines also were not wasted despite being cut short by the crash of DG204 and plagued by early problems as the F.2 developed into the successful Beryl turbojet and led directly to the Armstrong Siddeley Sapphire two of which were fitted to a Meteor making it the most powerful ever to fly.

The first of these began taxi trials with four types of engine in June 1942 but it was not until 5 March 1943 that the type took to the air for the first time, this maiden flight being made by the fifth prototype. By then, the Meteor had been ordered into production.

Only twenty Mk I’s were built, sixteen of them serving with RAF. Two of the three prototype Mk I’s EE211 & EE212 were delivered to RAE Farnborough for trials and design development, while the first EE210 (First flight 12th January 1944) was delivered to Muroc AFB in exchange for an example of the Bell X59 Airacomet.

Gloster Meteor I EE210/G first production model at Muroc, Spring 1944

The /G (guard at all times) and prototype designation on the fuselage are still carried by DG202 at Cosford today. EE211/G was the second production Meteor, an F.Mk 1. Armed with four 20-mm cannon andpowered by two Wellan d I turbojets, it could reach a speed of 668 km/h (415 mph). Meteors provided good training for American bomber crews now faced with attacks from Me 262s.

616 Squadron at Cultrihead took delivery of the next ten EE213 – EE222 and the four aircraft EE224 – EE227 in July 1944. The last two deliveries EE228 & EE229 being attrition replacements for EE224 & EE226 with the latter crashing just two days after delivery. The first took delivery of the Meteors at Culmhead on the 12th July 1944 moving shortly afterwards to Manston in Kent where they started operations against the V1 flying bombs.

The squadron then moved to Manston where they would later take the Meteor into Europe although they were prohibited from flying over enemy lines because of the secrecy of the materials used in the engines. At 2.30pm on Thursday 27 July 1944, an RAF Gloster Meteor of No.616 (South Yorkshire) Squadron left its airbase at Manston, Kent, to make its first anti-V-1 patrol flight over the Channel, but it met no flying bombs. Shortly after, two more Meteors took off, and Sqn.Ldr. Watts saw a V-1, overtook it near Ashford, and pressed the firing button; but the guns jammed and the V-1 got away

On 4 August 1944 Meteor III won its first aerial victory, when Flt.Lt. P.J. Dean met a V-1 flying bomb about 3.5 miles south of Tonbridge, Kent. His Meteor cannon jammed repeatedly, so he knocked the flying bomb off course with his wings and made it crash. Several minutes later a second Meteor pilot, Fl.Off. J.K. Roger, reported that he too had downed a V-1 near Tenterden, Kent. Starting 11 August, 616 kept two Meteors on patrol duty throughout the day; each pair would patrol for 30 minutes while two more waited to take off and replace them. The squadron later moved to Belgium where it was joined by No. 504 Squadron with Meteor Mk III aircraft, also with Welland engines, but fitted with sliding hoods.

Meteor F.III EE245 No.15 Sqn Derwent engines

A Meteor was also used in the first tests of a ground level ejection seat.
The production Meteor F.1 was powered by two 7400kg Rolls-Royce Welland 1 turbojet engines and had a cockpit canopy that was side-hinged.

Meteor F.I of 616 Sqn July 1944

At RAE Farnborough EE211 was fitted with a pair of Powerjets W2/700’s and long cord engine nacelles which improved its high speed performance while at Rolls Royce EE223 in addition to being the first Mk 1 to have a pressure cabin for high altitude flight was also fitted with the more powerful W2B/37 Derwent I’s. The most interesting developmental Mk I was EE227, on its retirement by 616 Squadron in favour of the Meteor Mk III it became the world’s first turboprop, powered by a pair of Rolls Royce Trent’s.

The only Meteor F Mk II was the prototype based on DG207, also designated the G.41B it was powered by two DH Halford H.1 engines but did not enter production because its H1 engines (later known as the Goblin) were instead allocated to DH Vampire production following greater success with the W2/B Welland & Derwent designs after Rolls Royce became involved in engine production.

The first volume production version of the Meteor was the Mk III (G.41C) with a total of 210 aircraft built.
Similar to the MK I except for the new sliding Malcolm canopy and slotted airbrakes it had a strengthened airframe to absorb the additional power from the 2,000 lb thrust Derwent I engines. Due to production difficulties the first 15 had to make do with W.2B/23 Welland engines although some of these aircraft may have been retrofitted later once sufficient engines were available. These early aircraft almost all operated by 616 Squadron can be distinquished from the Derwent powered Meteors due to their slightly longer jet-pipe which protruded from the rear of the nacelle to a greater extent.

The Meteor F.Mk III saw operational service with 504 Squadron as well, being mainly em¬ployed in ground attack duties, but only a few of the 280 Meteor F.Mk IIIs built had entered service by VE-Day. Many of the first Meteor F. Mk III deliveries were painted white. This may have been an effort to prevent the Meteor from being mis¬taken for a German jet, as was the only No.616 Sqn Meteor F. Mk 1 to be shot at in the first three months (by a Spitfire).

The standard engines were two 8720kg Rolls-Royce Derwent Is, although the first 15 Mk 3s were fitted with Wellands. Sliding cockpit hoods were standard and provision was made for a long-range fuselage drop tank. The last 15 F.3s were fitted with the lengthened engine nacelles standardised on the Mk 4.

Many F Mk III’s were used in aviation research either directly from the Gloster production line or after squadron service including EE416 which went to Martin-Baker for ejection seat trials. Two others were fitted with strengthened undercarriage and a V Frame arrestor hook for deck landing trials on HMS Immplacable.

One of the thirty F Mk. III’s allocated for tests and trials showed the benefit of increasing the chord (length) of the engine nacelles. With the longer nacelles there was less compressibility buffetting at high speeds leading to an increase in the redline speed at 30,000 ft of 75 mph. As a result of these tests the last fifteen F Mk. III’s were delivered with longer nacelles. The increased power of the Derwent engine and this performance improvement led directly to the Meteor F4 and its successful attempt at the world absolute air speed record.

Two F Mk III’s were evaluated by foreign air forces with Mk III, EE311 going to the RCAF although it didn’t last long, running out of fuel and being ditched in June 1946. The second aircraft was operated for some years by the RNZAF. Re-serialled NZ6001 it was demonstrated throughout New Zealand from late in 1945 and eventually purchased for £5,000. It later became an instructional airframe and was scrapped in 1957.

In May 1946 a F.3 Meteor was taken on charge by the Royal Australian Air Force, becoming the first RAAF jet fighter. It was not until 1951 that Meteors entered regular service with the RAAF and then they did so with a true “baptism of fire”. Meteor F.8 aircraft were taken into action by 77 Squadron RAAF, in Korea, against the Mig-15.

Production then switched to the Meteor F.Mk 4 with much more powerful engines, 583 being built be-tween 1945 and 1950.The first example flying on 12 April 1945. Power was provided by two Derwent 5 engines and the wing span was reduced to 11.33m to improve the rate of roll. Other features included long engine nacelles, pressure cabin, and fittings for bombs and rocket projectiles. An aircraft of this version set up world speed records on 7 November 1945 and 7 September 1946, flown by Group Captain E. M. Donaldson, of 975km/h and 991km/h respectively.

Meteor 4 – 1948

Gloster G.41 Meteor High Speed Flight

The Meteor 4 once used by Air Chief Marshal Sir James Robbs as his personal aircraft.

The private venture Meteor T.7 was a two-seat training version of the Mk 4, with the forward fuselage lengthened by 0.76m to accommodate tandem cockpits under a continuous canopy. No armament was carried. The first T.7 flew on 19 March 1948 and over 600 were built.

In the markings of the Brazilian Air Force, Meteor 7s were used in Britain to train Brazilian pilots. Brazil purchased 70 Meteor fighters and trainers.

Brazilian Gloster Meteor 7s

The F.8 was the most built of all Meteors with 1,522 being produced, first flown on 12 October 1948.

F.8

The F.8 differed in having a lengthened fuselage, redesigned cockpit and tail assembly.

The F.8 established international point-to-point records on London-Copenhagen, Copenhagen-London and London-Copenhagen-London in 1950 and in the following year set up a new international speed record over a 1,000km closed circuit of 822.2km/h.

The FR.9 and PR.10 were fighter-reconnaissance and unarmed photo- reconnaissance variants, the PR.10 having a similar nose and cockpit to the FR.9 but a 43 ft wingspan and an F.4 tail.

By 1950 the Meteor F.Mk 8 was well established in service, this model also being built under licence in Belgium and the Netherlands, embracing powerful Derwent engines, modified cockpit and canopy.
1090 F.8s were built.

Other single-seater variants included the Meteor FR.Mk 9 fighter-reconnaissance version of the Mk 8, and Meteor PR.Mk 10 unarmed version for high-altitude reconnaissance aircraft.

In addition to seeing widespread service as a day fighter, the Meteor also successfully adapted to night-fighter tasks, albeit as a two-seater. The initial variant engaged in this mission was the Meteor NF.Mk 11, the design of which was undertaken by Armstrong Whitworth was first flown in May 1950. The NF.11 had the longer span wing of the photo-reconnaissance Meteor, a lengthened nose to house the radar, tandem cockpits, and the tail of the F.8 day fighter. The four 20mm guns were transferred outboard of the nacelles. The NF.11 weighed about 14 ton at MAUW which included 700 gallons of fuel, two integral tanks of 375 gallons, an external ventral of 175 gallon, usually permanently fitted and two 100 gallon wing tanks. The NF.11 being succeeded by the Meteor NF.Mk 12 of April 1953 had a lengthened nose and improved radar, and a faired tail bullet which effectively increased fin area with a different radar, the NF.Mk 13 with tropical equipment, and the Meteor NF.Mk 14 was tested late in 1953 with a clear-vision canopy and other refinements.

The Meteor NF.14 Night Fighter was the last major development of the line. The NF.14 was a two-seat, twin-engined monoplane, powered by two Rolls-Royce Derwent 8 turbojets, each delivering 3,600 lb thrust. The service ceiling was 40,000 feet and the maximum speed was 579 mph. Its range, with ventral and underwing tanks, was approximately 950 miles at altitude. A ventral fuel tank was normally carried and two under-wing tanks of 100 Imp.Gal. were optional.

Meteor night-fighters were used for experimental launching of guided missiles.

Night-fighter production by Armstrong Whitworth totalling 547 aircraft.

Production of night-fighter variants eventually totalled 578, some later being modified for target towing duty as the Meteor TT.Mk 20 whilst many single-seaters served as Meteor U.Mk 15, Meteor U.Mk 16 and Meteor U.Mk 21 drones developed by Flight Refuelling Ltd.

The Meteor proved a success and over a thousand of the new fighters were built to re-equip twenty Fighter Command squadrons and ten squadrons of the Royal Auxiliary Air Force.

A total of 3,545 Meteors was produced by Gloster and Armstrong Whitworth., more than 1,100 of which were F.8s. Meteors were also exported in considerable numbers for service with the armed forces of Argentina, Australia, Belgium, Brazil, Denmark, Ecuador, Egypt, France, Israel, the Netherlands and Syria.

Argentine Meteors

Part of the group of Gloster Meteors that Argentina bought from England in the beginning of the 1950s to serve as interceptors. The Air Force ordered 100 F4, 50 were ex-RAF, 50 were new. It was due to a large debt that England owed to Argentina that the airplanes were acquired. England could not pay the debt outright so arrangements were made for the airplanes.

The Fokker assembled Meteor 8 (the first from British parts) were powered by Rolls-Royce Derwent 8s built in Belgium.

First Fokker assembled Meteor 8

By July 1950 production of 300 Meteor 8, to be evenly divided between the Dutch and Belgian Air Forces was underway at Fokker.

Two Belgian Meteor 8 and a Dutch Meteor 4 at Schiphol

To investigate a prone piloting position a Meteor F.8 was converted by Armstrong Whitworth circa 1955 to feature a prone position in a special elongated nose. Aft is a normal cockpit with a safety pilot. The prone-pilot Meteor was flown extensively from Baginton and Farnborough.

Gallery

G.41 Meteor F. I
Engines: two 771-kg (1,700-lb) thrust Rolls-Royce Welland 1 turbojets
Maximum speed: 668 km/h (415 mph) at 3050 m (10,000ft)
Service ceiling: 12190 m (40,000 ft)
Empty weight: 3692 kg (8,140 lb)
Maximum take-off weight: 6257 kg (13,795 lb)
Wingspan: 13.11 m (43 ft 0 in)
Length: 12.57 m (41 ft 3 in)
Height: 3.96 m (13 ft 0 in.)
Wing area: 34.74 sq.m (374.0 sq ft)
Armament: four nose-mounted 20-mm Hispano cannon (provision for six)
Crew: 1

Gloster G. 41 Meteor F.I
Engines: 2 x Rolls Royce W.2B/23C Welland, 7564 N / 771 kp
Length: 41.24 ft / 12.57 m
Height: 12.992 ft / 3.96 m
Wingspan: 43.012 ft / 13.11 m
Wing area: 373.941 sq.ft / 34.74 sq.m
Max take off weight: 13796.7 lb / 6257.0 kg
Weight empty: 8140.9 lb / 3692.0 kg
Max. speed: 361 kts / 668 km/h
Service ceiling: 39993 ft / 12190 m
Wing loading: 36.9 lb/sq.ft / 180.0 kg/sq.m
Range: 1164 nm / 2156 km
Crew: 1
Armament: 4x 20mm MG

Meteor F.III
Engines: 2 x 2,000lb Rolls Royce Derwent IV Turbojets
Span: 43ft
Length: 41ft 3in.
MAUW: 14,750 lb
Maximum speed: 415mph at 30,000ft
Service Ceiling: 40,000ft
Rate of Climb: 3,300ft/min
Range: 510 miles
Armament: 4 x 20mm Hispano cannon

F.4
Engines: 2 x Rolls-Royce Welland, 1700 lb.
Wing span: 37 ft 2 in (11.33 m).
Length: 41 ft 4 in (12.6 m).
Height: 13 ft 0 in (3.96 m).
Max TO wt: 15,175 lb (6883 kg).
Max level speed: 585 mph ( 941 kph).

F.8
Engines: 2 x 1633-kg (3,600-lb) thrust Rolls-Royce Derwent RD.8 turbojets.
Wingspan 11.33 m (37 ft 2 in)
Wing area 32.52 sq.m (350 sq ft)
Length 13.26 m (42 ft 6 in)
Height 4.22 m (13 ft l0 in)
Empty weight 4846 kg(10,684 lb)
Maximum take-off 7836 kg (17,275 lb)
Fuselage Tank Capacity: 330 Imp Gal / 1,500 lt / 396 U.S. Gallons
Ventral Tank Capacity: 175 Imperial Gallons / 796 Litres / 210 U.S.Gallons
Maximum speed 953 km/h (592 mph) at sea level
Initial climb rate 2134 m (7,000 ft) per minute
Service ceiling 13410 m (44,000 ft)
Range, clean 1110 km (690 miles)
Range: 767 mi at 40,000 ft
Armament: four 20-mm Hispano Mk V cannon / Two 1000lb (455 kg) bombs or eight 60 lb (27.3 kg) air to ground rockets.
Wheel track: 19 ft 5 in
Wheelbase: 13 ft 4 in

PR.10
Engines: 2 x Rolls-Royce Derwent R.D.8, 3600 lb
Wingspan: 43 ft
Length: 43 ft 6 in
Height: 13 ft 10 in
Wing area: 350 sq ft

NF.11
Engine: 2 x Rolls-Royce Derwent, 3500 lb.
Fuel cap: 375 internal (+375 external) Imp.Gal.
Armament: 4 x 20mm Hispano cannon.
Max speed: 520 kts (430 kts with wing tanks).

Meteor NF.14
Engines: 2 x Rolls-Royce Dewent
Span: 43 ft
Length: 49 ft 11 in
MAUW: 20,000 lb approx
Max speed: 590 mph approx

Meteor F.III
F.8

Gloster F.9/37

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Designed by W G Carter to Specification F.9/37 calling for a twin-engined single-seater, this Gloster fighter was of all-metal stressed skin construction. It was intended to carry a fuselage-mounted armament of two 20mm Hispano cannon and four 7.7mm Browning machine guns.

Two prototypes were ordered, the first of these, powered by two 1050hp Bristol Taurus T-S(a) 14-cylinder radials, being flown on 3 April 1939. The aircraft attained a maximum speed of 579km/h at 4575m, but was badly damaged in a landing accident early in its flight test programme. When testing was resumed in April 1940, it had been re-engined with 900hp Taurus T-S(a) IIIs with the result that performance suffered, maximum attainable speed in level flight being reduced to 534km/h at 4630m. The second prototype, meanwhile, had been completed with 885hp Rolls-Royce Peregrine liquid-cooled engines, flying for the first time on 22 February 1940, and attaining a maximum speed of 531km/h during subsequent flight testing. Although the handling characteristics of Gloster’s F.9/37 contender were considered highly satisfactory and performance with the original engines had proved spectacular, no production was ordered.

Engine: 2 x Bristol Taurus T-S(a), 1050hp
Max take-off weight: 5269 kg / 11616 lb
Empty weight: 4004 kg / 8827 lb
Wingspan: 15.24 m / 50 ft 0 in
Length: 11.27 m / 36 ft 12 in
Height: 3.53 m / 11 ft 7 in
Wing area: 35.85 sq.m / 385.89 sq ft
Max. speed: 579 km/h / 360 mph

Gloster G.40 / E.28/39

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In January 1930, Frank Whittle filed his first patent for the gas turbine engine. On April 12, 1937, the first Whittle engine, the Power Jets U.(1), ran on the test bench. In March 1938 the Air Ministry issued a contract for a single engine and on 3 February 1940 awarded Gloster a contract to produce the necessary airframe and further develop the aircraft under the specification E.28/39. Although the contract was seen as representing the operational requirements of a high-altitude interceptor, this aspect was not stressed, the main concern being to give special attention to the many new features associated with the installation of the turbojet engine.

Gloster G.40 / E.28/39 Article

The aircraft was designed by George Carter, Gloster’s chief designer, and building of the aircraft began in great secrecy at Hucclecote but was soon moved to Regent Motors in Cheltenham as it was considered more secure. While the aircraft was being built its first engine the W1X was also under construction for use in the first taxi trials.

On the 7th April, 1941 W4041 the first E28/39 was moved to Hucclecote for taxi trials complete with a fake wooden propellor on the nose to disguise its uniqueness. The trials were successful with several hops being achieved of 100 – 200 yards even though the grass surface was not an ideal. Following these tests the aircraft was moved to RAF Cranwell for the fitting of the W1 flight engine, much lighter and constructed of higher quality materials to withstand prolonged operation.

The E.29/39 was a cantilever low-wing monoplane of all-metal construction with the single engine located in the fuselage aft of the pilot’s cockpit. Air that passed through the nose orifice was channelled to pass each side of the cockpit to the engine.

The tricycle undercarriage built specially by Dowty was chosen by Carter to overcome potential problems raising the tail had the aircraft been fitted with a conventional undercarriage layout. They also decided to mount the engine in the middle of the aircraft behind the pilot with the jet pipe protruding from the back of the fuselage and fed from a bifurcated duct in the nose of the aircraft.

The first official flight took place with a 390-kg (860-lb) thrust W.1 engine from Cranwell on the evening of the 15th May 1941 as the weather earlier in the day was unsuitable. The pilot P.E.G Sayer took off after a ground run of about 600 yards after running the engine up to its maxium of 16,500 rpm. After he landed 17 minutes later he reported that he had found the aircraft to be incredibly quiet, vibration free and easy to control. Sayer flew the aircraft for a further 10 hours in the next 13 days at speeds of up to 370mph without any need to remove the engine covers including one flight of almost an hour with its maximum fuel load of 81 gallons and on another flight reached 25,000 feet. Subsequent development saw modifications made to the engine and airframe.

On 4 February 1942 the aircraft was flown with a 526-kg (1,160lb) thrust W.1A; on 30 July 1942, while flying with a 692-kg (1,526-1b) thrust Rover W.2B engine, the aircraft entered an inverted spin with jammed ailerons, forcing the RAE pilot to bale out.

In May 1943 W4041 was joined by W4046 fitted with the 771-kg (1,700-lb) thrust Power Jets W.2/500 turbojet, later boosted to 798kg (1,760-lb) thrust. This second aircraft though had a short life as it had to be abandoned in flight by Sqn Ldr Douglas Davie when the ailerons jammed at high altitude which gave him the distinction of being the first pilot to bail out of a jet aircraft in Britain, it crashed near Bramley in Surrey. W4041 remained at Farnborough and was involved in numerous tests culminating in the fitting of the Powerjets W500 engine which required stablizing fins to improve directional control. When W4041 was finally retired it was sent to the Science Museum in Kensington where it is displayed to this day.

Engine: Power Jets W-1 turbojet, 860 lb (390 kg) thrust.
Span: 29ft (8.84m)
Length: 25ft 3.75in (7.72m)
Height: 2.7 m / 8 ft 10 in
Maximum speed: 338 mph (544 km/h)
Max take-off weight: 2170 kg / 4784 lb
Empty weight: 1700 kg / 3748 lb
Max. speed: 370 km/h / 230 mph
Ceiling: 10030 m / 32900 ft
Range w/max.fuel: 660 km / 410 miles
Crew: 1

Engine: Power Jets W-1A turbojet.
Max speed: 466 mph @ 42,000 ft.

Engine: one 798-kg (1,760-1b) thrust Power Jets W.2/500 turbojet
Max speed: 750 km/h (466 mph) at 3050 m (10.000 ft)
Service ceiling: 9753 m (32,000 ft)
Empty weight: 1309 kg (2,886 lb)
Maximum take-off weight: 1700 kg (3,748 lb)
Wingspan: 8.84 m (29 ft 0 in)
Length: 7.72 m (25 ft 3.75 in)
Height: 2.82 m (9 ft 3 in)
Wing area: 13.61 sq.m (146.5 sq ft)
Armament: none
Seats: 1

Gloster G.38

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In 1935, to meet Air Ministry Specification F5/34, calling for a single seat monoplane interceptor armed with six or eight machine guns, a retractable undercarriage was required and an enclosed cockpit; a speed of at least 275mph (442kph) at 15,000ft (4,572m) was stipulated. This requirement was taken up by a number of firms. Bristol produced the Type 146 (835hp/622kW Bristol Perseus). Vickers brought their Jockey Mk II into approximate line with the requirements as the Venom (625hp/466kW Bristol Aquila). Henry Folland produced his last design for Gloster, the G.38 (840hp/626kW Bristol Mercury IX).
None of the aircraft built to this specification achieved production status but ultimately produced the Hurricane and the Spitfire.
The single-seat all-metal cantilever monoplane was powered by an 840hp Mercury IX nine-cylinder radial engine and carried an armament of eight 7.7mm Browning guns. This aircraft suffered a protracted development owing to the company’s preoccupation with the Gladiator. The first of two prototypes did not commence flight trials until December 1937, with the second following in March 1938. By the time that the Gloster fighter made its debut, the Hurricane had entered service and the Spitfire had reached production, and further development of the Mercury-engined monoplane was not pursued.

Engine: Bristol Mercury IX, 840hp/626kW
Max take-off weight: 2449 kg / 5399 lb
Empty weight: 1900 kg / 4189 lb
Wingspan: 11.63 m / 38 ft 2 in
Length: 9.76 m / 32 ft 0 in
Height: 3.09 m / 10 ft 2 in
Wing area: 21.36 sq.m / 229.92 sq ft
Max. speed: 508 km/h / 316 mph

Gloster SS.37 Gladiator

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An improved version of the high-performance Gauntlet, in the Gloster SS.37Gladiator H. P. Folland endeavoured to satisfy the requirement of the Air Ministry’s F.7/30 specification which the Gauntlet had failed to meet. However the Gauntlet’s maximum speed was some 32km/h below the F.7/30 requirement, which also called for an offensive armament of four machine-guns.
The Gauntlet represented a close approach to the requirement and Folland decided that aerodynamic improvements of the basic Gauntlet fuselage (together with installation of a more powerful engine) should prove adequate for the Gloster design to be ordered into production. It had been intimated by the Air Ministry that submissions for the F.7/30 requirement which were powered by the new Rolls-Royce Goshawk evaporative-cooled engine would receive favourable consideration. This meant that of the seven other contenders for this contract, five were designed to utilise the Goshawk. When this engine failed, it eliminated most of Gloster’s competitors. Folland pinned his hopes on the Bristol Mercury ME.30 radial which was then promising a power output of some 521.6kW. But it was not available when the prototype SS.37 was nearing completion and the first flight, on 12 September 1934, was made with an 840 hp / 395kW Mercury IV. The prototype Gladiator had an open cockpit, no gyro instruments and only 645 hp; the production airplane had a greenhouse that you closed by winding it forward by means of a bicycle chain and sprocket arrangement.

Features included each of the four planes having small hydraulically depressed drag flaps and cantilever landing gear with Dowty internally sprung wheels. Most early production had the Watts wooden propeller, though performance was better with the three-blade metal Fairey-Reed type.

On 1 July 1935 the Air Ministry ordered 23 aircraft in July 1935, as Gladiators, one going to Greece. These were powered by the 618.5kW Bristol Mercury IX. Other improvements included an enclosed cockpit with a sliding canopy and a redesigned tail unit.

It introduced refinements such as wing flaps and cantilever undercarriage which enabled it to combine a top speed of 253 mph but the maximum speed, between 174 and 217 knots, was slower than those of the newest bombers. The armament was four .303 Browning machine guns (two, engine synchro¬nized, in cutaways in the fuselage sides, and two in blisters under the lower wings) was inadequate. Metal structure, fab¬ric covered, no armor plate, no self-¬seal around the fuel tanks and no proper fire wall behind the engine.

It first entered service with Nos. 3 and 72 Squadrons in January 1937 as a replacement for the Bulldog.
The early Gladiator I were followed by an improved Gladiator II in 1938 powered by the Bristol Mercury VIIIA engine. Other improvements comprised the addition of a battery and electric starter and the inclusion of a full blind-flying instrument panel.

Production also included 60 Sea Gladiators for the FAA. Generally similar to the Gladiator II, they differed by being equipped for catapult launch and deck landing – although not intended for operational use from carriers – and carried an inflatable dinghy in a fairing beneath the lower wing centre-section.

When World War II began, in 1939, the RAF still had 13 Gladiator squad¬rons; one home squadron was still fly¬ing them when the Battle of Britain started in 1940. Production of the type finished that year, but two squadrons went to France with the Advanced Air Striking Force in 1939.

In just ten days of hard fighting, following the opening of the German assault on 10 May 1940, all the aircraft had been lost. In a desperate attempt to provide fighter cover for the ‘little ships’ involved in the Dunkirk evacuation a detachment of home based aircraft, known as ‘G’ Flight, was formed at RAF Manston in late May.
One squadron (No. 247) served during the Battle of Britain. In Norway during April, May and June the Gladiator, flown by Pilots of No. 263 Squadron from a frozen lake, offered opposition to the Luftwaffe forces supporting the German invasion of that country, fighting on until all its aircraft had been destroyed in the air or on the ground.
Only two home based units used the Gladiator operationally during the Battle of Britain; No.247 Squadron at RAF Exeter and RAF Roborough and No.804 Squadron, Fleet Air Arm at stations in Scotland.
A flight of four Sea Gladiators, flown by RAF pilots, defended Malta with such success that the Maltese named three of them Faith, Hope and Charity and, after the war, preserved one as a reminder.

The last biplane fighter to serve with the RAF and Royal Navy, of the total 747 Gladiators which were built, almost 30% were exported, serving with the armed forces of Belgium, China, Finland, Greece, Iraq, Irish Republic, Latvia, Lithuania, Portugal, Norway and Sweden. In addition some aircraft transferred from the RAF operated with Egyptian and South African forces.

Gloster Gladiator Article

After the Russian invasion of Finland in 1940, slowly reinforcements began to arrive for the Finnish air force. The first to come were 5 Gloster Gladiators, 12 Hurricanes, 17 Lysanders and 24 Blenheims, all from Britain. After that, 76 Morane-Saulnier and Koolhoven F.K. fighters arrived from France. Italy sent 17 Fiat fighters, Sweden 12 Gloster Gladiators, and the USA 44 Brewster Buffalo, of which however only 5 reached Finland in time. Even the Union of South Africa sent 25 Gloster Gladiators. Pilots and ground personnel from a number of countries also volunteered to assist them.

At the peak of its deployment the Gladiator was flown by 29 home and 11 overseas squadrons and many remained in RAF service until early 1945.

Total production amounted to at least 767, including 480 for the RAF, 60 Sea Gladiators and 216 exported to 12 countries. The last delivered in May 1940.

Latvia model

Users were Belgium, China, Egypt, Finland, Greece, Iraq, Ireland, Latvia, Lithuania, Norway, Portugal, South Africa, Sweden, and the RAF and RN.

Gallery

Gladiator I
Engine: Bristol Mercury IX or IXS
Wingspan: 32 ft 3 in / 9.85 m
Length: 27 ft 5 in / 8.38 m
Height: 10 ft 4 in / 3.17 m
Empty weight: 3450 lb / 1565 kg
Loaded weight: 4750 lb / 2155 kg
Max speed: 253 mph / 407 kph
ROC: 2300 fpm / 700 m/min
Service ceiling: 33,999 ft / 10,060 ft
Range: 440 mi / 708 km
Armament: first 71 aircraft 2 x 0.303in Vickers in fuselage, 2 x 0.303in Lewis lower wings, subsequent 4 x 0.303in Browning in same locations. 600 rounds each in fuselage, 400 in wings

Sea Gladiator
Empty weight: 3475 lb
Loaded weight: 5420 lb
Max speed: 245 mph
Range: 425 mi

Gloster SS 37 Gladiator Mk. II
Engine: Bristol Mercury IX, 840 hp / 620kW
Prop: 10ft 9in dia Watts two blade fixed pitch wooden
MAUW: 4,750 lb.
Empty weight: 3,450 lb. (1,565 kg).
Wingspan: 9.8 m / 32 ft 2 in
Length: 8.4 m / 27 ft 7 in
Height: 3.2 m / 10 ft 6 in
Wing area: 30.0 sq.m / 322.92 sq ft
Max speed: 213 kts/253 mph at 15,000 ft.
Ceiling: 7500 m / 24600 ft
ROC: 2,450 fpm.
Endurance: 2hr at 210 mph.
Fuel cap: 100 (U.S.) gallons.
Range: 400 miles.
Crew: 1
Armament: 4x .303 MG (7,7mm)

Gloster SS.19B / Gloster Gauntlet

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Specifications F.9/26 and F.20/27 remained unfulfilled; and F.7/30 calling for a 402km/h four-gun fighter seemed initially even more unlikely to be attained. Gloster’s first submission had been an improved version of the all-metal Goldfinch, and with the progression of time this design had been subjected to several permutations of airframe innovations and differing engines. When, in 1933, Gloster’s SS.19B demonstrated a maximum speed of 346km/h during tests at Martlesham Heath, it was ordered into production under the name Gauntlet I.
During the period 1935 to 1937 Gauntlets were the fastest fighters in RAF service, partially replaced by Gladiators and Hurricanes in 1938 and finally ousted by Spitfires in 1939. Aircraft produced from 1935, after Hawker Aircraft had taken over the Gloster company, were constructed according to Hawker production methods, bringing changes to wing spar and fuselage structure. These differing aircraft were designated Gauntlet II.

Gloster Gauntlet Mk.II GT-400

Last open-cockpit biplane in RAF service, the Gauntlet equipped 14 squadrons at its peak period of usage. It was during this same period that a very different performance was given under most secret conditions when (in November 1936) three of No 32 Squadron’s Gauntlets intercepted a civil airliner under the guidance of an experimental ground-radar installation at Bawdsey Manor, Suffolk. Thus the Gauntlet has the distinction of carrying out the world’s first radar-controlled interception.

Gloster Gauntlet Restoration

Gloster SS 19 B Gauntlet
Engine: Bristol Mercury VI S.2, 631 hp
Length: 26.411 ft / 8.05 m
Height: 10.236 ft / 3.12 m
Wingspan: 32.776 ft / 9.99 m
Wing area: 314.955 sq.ft / 29.26 sq.m
Max take off weight: 3971.2 lb / 1801.0 kg
Weight empty: 2769.5 lb / 1256.0 kg
Max. speed: 200 kts / 370 km/h
Service ceiling: 33497 ft / 10210 m
Wing load: 12.71 lb/sq.ft / 62.0 kg/sq.m
Range: 400 nm / 740 km
Crew: 1
Armament: 2x cal.303 MG Vickers (7,7mm)

Gauntlet Mk II
Engine: 1 x Bristol Mercury VIS2, 477kW
Max take-off weight: 1801 kg / 3971 lb
Empty weight: 1256 kg / 2769 lb
Wingspan: 9.99 m / 32 ft 9 in
Length: 8.05 m / 26 ft 5 in
Height: 3.12 m / 10 ft 3 in
Wing area: 29.26 sq.m / 314.95 sq ft
Max. speed: 370 km/h / 230 mph
Ceiling: 10210 m / 33500 ft
Range: 740 km / 460 miles
Armament: 2 x 7.7mm machine-guns

Gloster Goring

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The Gloster Goring was a private venture to replace the Hawker Horsley, then (1927) in service as a light bomber with the RAF. The Air Ministry intimated that the engine they would like to see installed was the Bristol Orion fitted with an exhaust-driven supercharger. One airframe was so equipped, but due to the failure of the Orion and its supercharger, this variant was not proceeded with.

Another Goring, powered with a Bristol Jupiter 8-geared engine, met with much more success.

As a bomber, the Goring carried 700 lb of bombs and in addition the observer had a Vickers machine gun on a rotating mount in the rear cockpit. Provision was made for a second gun firing through the bottom of the fuselage. In this condition the Goring had an endurance of 6 hr 30 min at 15,000 ft.

At a later stage the Goring was converted to a twin-float seaplane, still powered by a Jupiter 8. This decreased the maximum speed by only 4 mph and made similarly small alterations to performance figures of the landplane. The floats were of Gloster design and were made entirely of anodised duralumin.

Although the second aircraft was taken over by the Ministry for research work in connection with engines, the type was not ordered into production.

Goring (landplane)
Engine: 1 x 425hp Bristol Jupiter VI
Max take-off weight: 2440 kg / 5379 lb
Empty weight: 1323 kg / 2917 lb
Wingspan: 12.80 m / 41 ft 12 in
Length: 9.14 m / 29 ft 12 in
Height: 3.51 m / 11 ft 6 in
Wing area: 41.81 sq.m / 450.04 sq ft
Max. speed: 219 km/h / 136 mph
Ceiling: 5029 m / 16500 ft
Armament: 2 x 7.7mm machine-guns
Crew: 2

Gloster G.22 Goral

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One prototype flown in 1927. No production.

Engine: 1 x 420hp Bristol Jupiter V or 425hp Jupiter VIA
Max take-off weight: 2272 kg / 5009 lb
Empty weight: 1336 kg / 2945 lb
Wingspan: 14.20 m / 46 ft 7 in
Length: 9.60 m / 31 ft 6 in
Height: 3.45 m / 11 ft 4 in
Wing area: 45.89 sq.m / 493.96 sq ft
Max. speed: 208 km/h / 129 mph
Range: 1208 km / 751 miles
Crew: 2
Armament: 2 x 7.7mm machine-guns, 2 x 105kg bombs

Gloster Grouse / Gloster Grebe

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Grebe

In 1923 Gloster built a two-seat private-venture research aircraft which became known as the Grouse, to carry out flight evaluation of new and special biplane wings. Simultaneously a single-seat version was built. When demonstrated to Air Ministry officials, its performance was considered to be so impressive that three prototypes were ordered. The first of these became the Grebe prototype which, following evaluation, was ordered into production under the designation Grebe II. This differed from the two-seat version by having a more powerful Jaguar IV engine (instead of a Jaguar III) and several other modifications.

The Grebe entered service in October 1923 with the RAF’s No 111 Squadron, and total production numbered 113 aircraft, including a small number of two-seat dual-control trainers. The Grebe was found to have wing flutter problems, resulting in the addition of outward-sloping Vee struts to brace the overhang of the upper wing. Two Grebes were modified during 1926 with special release attachments on the top surface of the upper wing. This allowed them to be carried into the air beneath the keel of the British rigid airship R-33, and used for launching experiments.

Grebes remained in service until their replacement by Armstrong Whitworth Siskins in mid-1928.

In total one Grouse and 133 Grebe were built.

Gallery

Grebe Mk II
Engine: 1 x Armstrong Siddeley Jaguar IV, 385-425 hp
Max take-off weight: 1189 kg / 2621 lb
Empty weight: 780 kg / 1720 lb
Wingspan: 8.94 m / 29 ft 4 in
Length: 6.17 m / 20 ft 3 in
Height: 2.82 m / 9 ft 3 in
Wing area: 23.60 sq.m / 254.03 sq ft
Max. speed: 243 km/h / 151 mph @ SL
Ceiling: 7010 m / 23000 ft
Armament: 4 x 7.7mm forward-firing machine-guns
Crew: 1

Gloster Grebe II

Gloster Gorcock

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Gloucestershire Aircraft’s first military aircraft of all-metal construction was the third prototype Gorcock single-seat fighter resulting from a May 1924 Air Ministry contract for three prototypes powered by the Napier Lion 12-cylinder water-cooled engine. The first two combined a steel fuselage with wooden wings and the third had an all-steel structure. The first mixed-construction Gorcock was powered by a 450hp geared Lion IV and was flown mid-1925, the second Gorcock having a 525hp direct-drive Lion VIII. Engine difficulties prevented their delivery until 1927, together with the all-metal third Gorcock which had a Lion IV. All three aircraft carried the standard armament of twin synchronised 7.7mm Vickers guns and were used for research and development flying, no production being ordered. Although 72kg heavier than the mixed-construction prototypes, the all-metal prototype was 16km/h faster.

Prototype 3
Max take-off weight: 1514 kg / 3338 lb
Empty weight: 1099 kg / 2423 lb
Wingspan: 8.69 m / 28 ft 6 in
Length: 7.94 m / 26 ft 1 in
Height: 3.10 m / 10 ft 2 in
Wing area: 23.22 sq.m / 249.94 sq ft
Max. speed: 280 km/h / 174 mph