Designed to meet the requirements of Specification F.4/48 for a two-seat twin-engined all-weather interceptor fighter, the Javelin was of tailed-delta configuration and the first of seven prototypes was flown on 26 November 1951. The Javelin suffered a protracted development period, being subjected to delays arising from poor handling qualities and difficulties with integration of the radar.
The third prototype, WT827, had a straight wing and early cockpit canopy. WT830, the fourth prototype, had a revised “cranked” leading edge giving a better fineness ratio over the ailerons, and also the old cockpit and no guns; and WT 836, the fifth prototype, which is to full production standard. This has a more extensive transparency over the rear cockpit with a streamlined fairing behind instead of the former rather abrupt cut off to the canopy. The fifth prototype also had the standard “cranked” wing and the full armament of four 30 mm cannon mounted just outboard of the angle in the leading edge.
It was not until late 22 July 1954 that the first production specimen made its maiden flight. This was the Javelin FAW.Mk 1, powered by two 3629kg Armstrong Siddeley Sapphire ASSa 6 turbojets and carrying an armament of four 30mm Aden cannon, which began to enter service with No. 46 Squadron in February 1956.
Forty F(AW) Mk Is for the RAF were followed by 30 F(AW) Mk 2s, the first example of this version flying on 31 October 1955.
The FAW.1 was su¬perseded in production by the Javelin FAW.Mk 2 which featured American (APQ 43) interception radar in place of the Brit¬ish (AI17) equipment originally fitted. Both of these models were armed with four 30-mm Aden cannon, as was the Javelin FAW.Mk 4 which intro¬duced an all-moving tailplane in an attempt to eliminate excessive stick force requirements when flying at high indicated speeds. First flown on 19 September 1955, differed in having a fully-powered all-moving tailplane, 50 being built.
The F(AW) Mk 4 paralleled production of 21 T Mk 3 dual-control trainers.
Additional fuel capacity in the wings and having provision for four de Havilland Firestreak AAMs was introduced in the Javelin FAW.Mk 5, which was otherwise virtually identical to the Javelin FAW.Mk 4, and both of these variants duly entered service during 1957. Sixty-four F(AW) Mk 5 were built.
The final ‘first-generation’ model was the Javelin FAW.Mk 6, which was basically a Javelin FAW.Mk 5 fitted with American radar. 33 F(AW) Mk 6s were built.
Whilst production of these was progressing, a major redesign effort had been initiated with the objective of installing the rather more powerful 4990kg Sapphire ASSa 7 200 series engine, and the first model to appear with this power-plant was the Javelin FAW.Mk 7, which also incorporated increased fuel capacity, Firestreak infra-red homing missiles modified flying controls, an extended rear fuselage with raised topline, and later interception equipment, though this entailed the loss of two Aden cannon. Armament comprised two 30mm Aden cannon and four Firestreak AAMs, and 142 were built. The Javelin FAW.Mk 7 took to the air for the first time in November 1956, deliveries get¬ting under way in August 1958.
The FAW.7 model was succeeded by the Javelin FAW.Mk 8 with US radar, drooped wing leading edges and a Sapphire ASSa 7R engines with limited afterburning boosting output to 5579kg above 6100m. Entering service with No. 41 Squadron during early 1960, the Javelin FAW.Mk 8 was the last new-build Javelin variant to appear. Forty-seven were built during 1957-60.
Production of the type terminating on 16 August 1960 when the 381st example made its initial flight.
Subsequently 76 Javelin FAW.Mk 7s were updated to the definitive Javelin FAW.Mk 8 configuration, though retaining British radar, as Javelin FAW.Mk 9 aircraft standard during 1960-61, with Armstrong Siddeley Sapphire Sa.7R after-burning engines. It had a maximum speed of 702 mph and a service ceiling of 52000 feet. Armament was four Firestreak air-to-air missiles and two 30 mm Aden guns.
Javelin F.(A/W.) Mk.9
The Mk.9 having 28.5 degrees sweepback on the inner wings and 33.8 degrees on the outer section. Split flaps are under the wings and slotted-plate airbrakes above and below the wings, near the trailing edge, aft of the flaps.
The tricycle undercarriage has a single wheel on each unit. The mains retract inward into the wings and the nose wheel retracts rearward. They can have a flight-refuelling boom from the right side of the cockpit area.
Fuel tanks are in the wings and fuselage and can be supplemented by two 259 Imp.Gal tanks flush under the fuselage and up to four underwing tanks.
Late marks of Javelin were modified circa 1960 to accommodate aerial-refuelling equipment.
Javelin FAW.8 refuelling from a Vickers Valiant
The Javelin was finally withdrawn from RAF service in 1967.
Javelin F(AW). Mk 1 Engnes: 2 x Armstrong Siddeley Saphire ASSa.6 turbojets, 35.6kN Max take-off weight: 14324 kg / 31579 lb Wingspan: 15.85 m / 52 ft 0 in Length: 17.15 m / 56 ft 3 in Height: 4.88 m / 16 ft 0 in Wing area: 86.12 sq.m / 926.99 sq ft Max. speed: 1141 km/h / 709 mph Ceiling: 16000 m / 52500 ft Crew: 2
FAW Mk.8 Engines: two 5548-kg (12,230-lb) afterburning thrust Bristol Siddeley Sapphire Mk 203/204 turbojets. Maximum speed 1101 km/h (684 mph) at sea level Iinitial climb rate 3734 m (12,250 ft) per minute Service ceiling 15645 m (51,330 ft) Rnge with two 1137-litre (250-Imp gal) drop tanks 1497 km. (930 miles). Mximum take-off weight (40,000 lb). Wing span 15.85 m (52 ft 0 in) Legth 17.16 m (56 ft 3.5n) Hight 4.88 m (16 ft 0 in) Wing area 86.12 s (927 sq ft). Armament: two 30-mm Aden cannon, plus four Firestreak air-to-air missiles
Javelin F.(A/W.) Mk.9 Engines: 2 x Bristol Siddeley Sapphire 203/204, 12,300 lb with reheat Wingspan: 52 ft Wingarea: 928 sq.ft Length: 56 ft 4 in Height: 16 ft Wheel track: 23 ft 4 in Armament: 2 x 30 mm Aden cannon
Late in 1944, Gloster began construction of an all-metal single-seat fighter designed around the RB.41 centrifugal-flow turbojet being developed by Rolls-Royce and to emerge as the Nene. To the requirements of Specification E.1/44, the first prototype was completed in July 1947, but suffered irreparable damage when the vehicle transporting it to the A&AEE was involved in an accident. A second prototype was completed and flown on 9 March 1948, this being powered by a 2268kg Nene 2 turbojet and having provision for four 20mm Hispano cannon. After initial flight testing the tail assembly was redesigned to improve handling. A third prototype was flown in 1949, and a fourth was nearing completion when it was decided that the single-engined fighter lacked the development potential of the twin-engined Meteor, further work being discontinued.
Max take-off weight: 5203 kg / 11471 lb Empty weight: 3747 kg / 8261 lb Wingspan: 10.97 m / 35 ft 12 in Length: 11.58 m / 37 ft 12 in Height: 3.55 m / 11 ft 8 in Wing area: 23.60 sq.m / 254.03 sq ft Max. speed: 998 km/h / 620 mph
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.
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.
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.
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
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.
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
Global Helicopter Technology Inc was founded 1987, offers the Huey800 as a retrofit installation for the Bell UH-1 H helicopter, based on a replacement LHTEC T801 turboshaft engine, offering much-extended range.
A 1965 simple light construction of Ing. Gerard Georges de Vastey, which specialty was the propulsion system. The rotor was driven by a self developed mini jet engine which was mounted directly to the rotor blades with some 35hp of power. Small but sufficient.
Length: 11.811 ft / 3.6 m Height: 6.89 ft / 2.1 m Rotor diameter: 19.685 ft / 6.0 m Max take off weight: 374.9 lb / 170.0 kg Crew: 1
The General Electric T64 is a free-turbine turboshaft engine that was developed for use on helicopters. GE introduced the engine in 1964. The original engine design included technical innovations such as corrosion resistant and high-temperature coatings. The engine features a high pressure ratio, yielding low specific fuel consumption.
Later versions of the engine produce from 3,925 to 4,750 shp (2,927 to 3,542 kW).
The engine was designed to accommodate different gearboxes, or shaft drive for helicopter or turboprop fixed-wing applications. The engine could be operated between 100 degrees upward and 45 degrees downward for STOL or Helicopter applications.
MTU Aero Engines has a 30% share in the program, producing the engine’s high-pressure turbine, high-pressure compressor, combustion chamber and gearbox.
Versions:
T64-GE-1 3,080 hp (2,296.76 kW) T64-GE-2 Turbo-shaft : 2,810 hp (2,095.42 kW) at 5,200 output rpm T64-GE-4 Turbo-prop, reduction gearbox below centre-line, airscrew brake and bolt-on control unit : 2,850 hp (2,125.24 kW) at 1,160 propeller rpm. T64-GE-6 Turbo-shaft : 2,850 hp (2,125.24 kW) at 13,600 engine rpm. T64-GE-7 3,925 hp (2,926.87 kW) T64-GE-8 Turbo-prop, reduction gearbox above centre-line, airscrew brake and bolt-on control unit : 2,850 hp (2,125.24 kW) at 1,160 propeller rpm. T64-GE-10 2,970 hp (2,214.73 kW) T64-GE-16 3,485 hp (2,598.76 kW) T64-GE-100 4,330 hp (3,228.88 kW) T64-GE-412 3,695 hp (2,755.36 kW) T64-GE-413 3,925 hp (2,926.87 kW) T64-GE-415 4,380 hp (3,266.17 kW) T64-GE-416 4,380 hp (3,266.17 kW) T64-GE-419 4,750 hp (3,542.07 kW) T64-GE-423 3,925 hp (2,926.87 kW) CT64-820-1 2,850 hp (2,125.24 kW) CT64-820-3 3,130 hp (2,334.04 kW) CT64-820-4 3,130 hp (2,334.04 kW) T64/P4D 3,400 hp (2,535.38 kW)
The General Electric TF34 is a military turbofan engine used on the A-10 Thunderbolt II and S-3 Viking. Developed by GE Aircraft Engines during the late 1960s, the original engine comprises a single stage fan, driven by a 4-stage low pressure (LP) turbine, supercharging a 14-stage high pressure (HP) compressor, driven by a 2-stage HP turbine. An annular combustor is featured. The TF34-GE-400A is rated at 9,275 lbf (41.26 KN) static thrust.
The General Electric/Rolls-Royce F136 was an advanced turbofan engine being developed by General Electric and Rolls-Royce plc for the Lockheed Martin F-35 Lightning II. The two companies stopped work on the project in December 2011 after failing to gather Pentagon support for further development.
All early F-35s were to be powered by the Pratt & Whitney F135 but it was planned that engine contracts would be competitively tendered from Lot 6 onward. The engines selected would be either the F135 or an engine produced by the GE/RR Fighter Engine Team and designated the F136. The GE/RR Fighter Engine Team was a co-operation between GE Aviation in Cincinnati, Ohio, United States (60% share) and Rolls-Royce in Bristol, United Kingdom and Indianapolis, Indiana, USA (40% share).
On 21 July 2004, the F136 began full engine runs at GE’s Evendale, Ohio facility. The engine ran for over an hour during two separate runs. In August 2005, the United States Department of Defense awarded the GE and Rolls-Royce team a $2.4 billion contract to develop its F136 engine. The contract was for the system development and demonstration (SDD) phase of the F136 initiative, scheduled to run until September 2013.
The US Defense budget announced on 6 February 2006 excluded the F136 — leaving Pratt & Whitney, maker of the F135 engine, as the sole provider of engines for the Lockheed Martin F-35 fighters. Congress, however, overturned this request and allocated funds for FY 2007 later in 2006. In November 2006, the General Electric/Rolls-Royce team successfully completed a 3-month preliminary design review by the F-35 Program Office and the prime contractor, Lockheed Martin.
On 13 February 2008, the GE Rolls-Royce Fighter Engine Team successfully completed its Critical Design Review (CDR) for the F136. During CDR, the U.S. Government’s Joint Program Office for the F-35 Lightning II validated and approved the design of the engine. Also during the review, every aspect of the engine design was analyzed and evaluated in order to proceed with the building of the first full development engines. The process involved 80 detailed component and module design reviews, involving technical experts from the JPO, General Electric and Rolls-Royce.
On 20 March 2008, the F136 successfully completed a high-altitude afterburner testing program at the US Air Force Arnold Engineering Development Center in Tennessee, including common exhaust hardware for the F-35 Lightning II aircraft. All test objectives were reached as planned using an engine configured with Conventional Takeoff and Landing (CTOL) and Short Takeoff Vertical Landing (STOVL) common exhaust systems. The engine configuration included a production-size fan and functional augmenter allowing several run periods to full afterburner operation. The GE Rolls-Royce Fighter Engine Team successfully completed Short Take Off, Vertical Landing (STOVL) testing on an F136 engine at the GE testing facility at Peebles, Ohio on 16 July 2008.
The first complete new-build F136 engine began testing 30 January 2009, under the System Development and Demonstration (SDD) contract with the US Government Joint Program Office for the F-35 Joint Strike Fighter program. This marked the first complete engine assembled following US Government validation of the F136 design in 2008. The milestone was achieved one month ahead of schedule.
Citing the Weapon Systems Acquisition Reform Act of 2009, the GE Rolls-Royce Fighter Engine Team submitted an unsolicited fixed-price offer for the F136 to the Pentagon on 28 September 2009. The fixed-price approach would cover initial F136 engine production, beginning with the F136 second production lot. According to the GE Rolls-Royce Fighter Engine Team, the proposal would shift significant cost risk from taxpayers to the Fighter Engine Team until head-to-head competition begins between the F136 and the Pratt & Whitney F135 engine in 2013.
From 2006 to 2010 the Defense Department has not requested funding for the alternate F136 engine program, but Congress has maintained program funding.
On 19 December 2009, U.S. Congress approved continued funding for the F136 engine program in fiscal year 2010. The U.S. Defense Department did not request FY 2010 funding for the F136 engine program. In a report filed on 18 June 2009, the House Armed Services Committee cited Pratt & Whitney F135 engine program cost overruns of $1.872 billion as cause to continue funding the F136 engine.
On 2 November 2009, the F136 team said that they would redesign a small part of the diffuser leading to the combustor after a failure during testing. Testing resumed on January 22, 2010. The GE Rolls-Royce Fighter Engine Team is currently in the fourth year of its System Development and Demonstration (SDD) contract with the US Government Joint Program Office. The Fighter Engine Team has totaled more than 800 hours of testing on pre-SDD and SDD engines. In early 2010, full afterburning thrust was reached in testing of the first production standard engine.
On 24 March 2011, the Department of Defense issued a 90-day temporary stop work order after Congress failed to pass the defense budget. GE declared that it would continue work on the engine program with their own funds in spite of the stop-work order, as allowed in the order and as had been suggested by Schwartz the previous year. However GE is limited to design work only, as the stop-work prevents their use of the existing hardware.
On 12 April 2011, GE reduced its team on project from 1,000 workers down to 100, who will work on the F136 and engine technologies for “future combat aircraft”. GE will redeploy the workers to commercial projects, but will not hire the hundreds of new engineers it was expecting. On 25 April 2011, the Department of Defense ended the contract with GE and demanded that the engines built to date be turned over.
On 5 May 2011, GE and RR offered to pay for the development through FY2012 and asked for access to the materials. By switching to self funding the cost would reduce from $480 million a year to only $100 million, 60% to be paid by GE and 40% to be paid by RR. After self-funding the project GE and Rolls-Royce announced on 2 December 2011, that they would not continue development of the F136 engine because it is not in their best interest.
The F136 produces 18,000 lbf (80.1 kN) of lift thrust in STOVL configuration. Combined with thrust from the LiftFan (20,000 lbf or 89.0 kN) and two roll posts (1,950 lbf or 8.67 kN each), the Rolls-Royce LiftSystem produces a total of 41,900 lbf (186 kN) of thrust. This compares with the maximum thrust of 23,800 lbf (106 kN) for the Harrier’s Rolls-Royce Pegasus engine.
Specifications: Type: Twin-Spool, Augmented Turbofan Length: 221 in (5.6 m) Diameter: 48 in (1.2 m) Compressor: Twin Spool/Counter Rotating/Axial Flow/Low Aspect Ratio Combustors: Annular Combustor Turbine: Axial Flow/Counter-Rotating Maximum thrust: 40,000 lbf; 25,000 lbf without afterburner
The General Electric J87 (company designation X211) was a nuclear-powered turbojet engine designed to power the proposed WS-125 long-range bomber. The program was started in 1955 in conjunction with Convair for a joint engine/airframe proposal for the WS-125. It was one of two nuclear-powered gas turbine projects undertaken by GE, the other one being the X39 project. The X211 was a relatively large turbojet engine of straight conventional layout, save for the combustion chamber being replaced with a heat exchanger. It featured variable-stator compressors and an afterburner. A single nuclear reactor was intended to supply heat to two X211 engines. In 1956, the USAF decided that the proposed WS-125 bomber was unfeasible as an operational strategic aircraft. In spite of this, the X211 program was continued for another 3 years, albeit with no target application. It was finally terminated in mid-1959, and by 1961, all funding for nuclear propulsion was canceled.
Type: Afterburning turbojet, nuclear powered Length: 41 ft Maximum thrust: 34,600 lb with afterburner
All Aero 