Eugene M. Gluhareff was born in St. Petersburg, Russia in 1916 immigrating to the United States with his family via Finland in the early 1920’s.
An Aeronautical Engineer graduate of Rensselaer Polytechnic Institute in Troy, New York, he is a jet engine and helicopter designer and inventor. His extensive experience was acquired over many years of association with leading companies in the fields of design, research and development.
He has been a part of helicopter development since its beginning in 1940 with Sikorsky Aircraft Corporation in Bridgeport, Connecticut as a primary design engineer and project engineer. He worked directly under Mr. Igor I. Sikorsky and Mr. Igor A. Sikorsky, Chief of Aerodynamics. It was there he invented and developed the Pulse Jet Engine, a one-man single bladed jet helicopter which he test flew himself and also a Delta Wing Convertiplane for the United States Airforce.
In 1950 he moved to California and joined the American Helicopter Company in Manhattan Beach as a project engineer on a pulse jet powered helicopter (Top Sergeant). He was promoted to Chief of Preliminary Design and there designed the XH-26 One-Man-Jet Helicopter for the U.S.A.F.. Following this term with American Helicopter, he worked with Rotorcraft Corporation in Glendale, California as Design Engineer and was engaged in the redesign of a rocket powered one-man-helicopter for the U.S. Navy.
Eugene Gluhareff established a development company in 1952 to carry out research into pressure-jet powered light helicopters.
It was during this time that Mr. Gluhareff pioneered the use of liquid propane as a fuel for jet engines and a series of ultra-light portable one-man-helicopters, MEG-1X, MEG-2X and MEG-3X which were designed and built by his own company, Gluhareff Helicopters Corporation. All of which were powered by the G8-2 Pressure Jet Engine on the blade tip and test flown by himself.
In the early sixties, he was employed by the U.S. Navy at the Naval Ordinance Test Station in China Lake, California as an Aerospace Engineer FS-14 and Project Engineer on Rotary Drones. In 1964 he joined the Douglas Aricraft Company, Missile and Space Division as Design Engineer Scientist on the S-4 stage of the Saturn Rocket used on NASA’s Apollo Project. During this time he participated in the launching of four Saturns. Later he worked at McDonnel Douglas Aircraft in Long Beach, California as a Senior Design Engineer in Advanced System for Special Projects researching and testing rocket engines. There he became a specialist in the design of rocket stabilization systems for ejection seats and capsules.
In 1972 Mr. Gluhareff returned to research and design under his own company name of EMG Engineering in Gardena, California. There he continued his work on the G8-2 Pressure Jet Engines which ranged from five pounds of thrust to 700 pounds of thrust. To further promote the study of aerodynamics and jet propulsion, Mr. Gluhareff designed and placed in universities throughout the country the Gluhareff GTS-15 Teaching Stand. He also had the G8-2 Pressure Jet Engine displayed as a working exhibit in the California Museum of Science and Industry in Los Angeles. The G8-2 Jet Engine had the honor of gracing the cover of Mechanics Illustrated in May of 1973 and again in January 1975 in the Jet Powered Go-Kart.
Mr. Gluhareff designed, built and tested his own one-man tip jet helicopter, the EMG-300 in the early 90’s. Its successful test flight marked the realization of Mr. Gluhareff’s lifelong dream to design what he called a “Flying Motorcycle”. He had several patents issued and applied for, for his inventions. Some of which are the G8-2 Jet, Valveless Pulse Jet, Portable and One-Man Helicopters, Flying Platform, Rotorcar, Convertiplane, Rocket Stabilization Unit and others.
Engines – Power
Glück II Monoplane
As seen on the Cannstatter Wasen, Stuttgart, Würtemberg, in 1911.
Główny Instytut Lotnictwa GIL-4 / BŻ-4 Żuk
Work on the BŻ-4 Żuk began at the research institute Główny Instytut Lotnictwa – Main Aviation Institute in Warsaw in 1953, under the leadership of Dipl. Ing. Bronisław Żurakowski, who had earlier designed the experimental BŻ-1 GIL helicopter. Due to the delicate political situation in postwar Poland (Soviet influences and centrally planned economy), progress was slow. The main object was to produce a simple and inexpensive general use light helicopter. Its purpose was also to develop and test the novel rotor and transmission system, which eliminates vibration and improves control. Initially it was designated GIL-4.
The BŻ-4 Żuk was based on a single main three-blade rotor powered by an indigenous one 320 hp Narkiewicz WN-4 piston engine in a fuselage made of a steel frame, behind a cabin section. It had an open frame rear boom structure and a fixed four-wheel undercarriage. Main rotor was atypical, for it had a smaller upper steering rotor and was fitted with an automatic stabilization system, of the Hiller principle. The cabin had four doors with two front seats and a rear bench. There were two fuel tanks, 220 litre in total.
Four main variants were planned: a passenger version accommodating a pilot and three passengers, an ambulance variant carrying pilot, one stretchers and an attendant, an agricultural variant carrying pilot and spraying or dusting equipment and a dual control trainer.
The first prototype of the BŻ-4 Żuk four-seat helicopter was manufactured and displayed publicly in the Polish Aviation Day Exhibition in August 1956. Due to a long program of ground testing and fixing faults, it flew first only on 10 February 1959 and completed 17 flights for a total of 3 hrs, 40 minutes. The Żuk was still in the development stage when further work was cancelled in favor of the licence production of the Mil Mi-1, that had already started in WSK PZL-Świdnik. The prototype was damaged during landing on 31 August 1959, and despite being repaired, it was not used again. Two additional prototypes were not completed.
One damaged and incomplete prototype is preserved in the Polish Aviation Museum in Kraków.
Powerplant: 1× Narkiewicz WN-4 7-cylinder air cooled radial engine, 320 shp (237 kW)
Fuselage length: 10.55 m
Rotor diameter: 12 m (39 ft 4.5 in)
Height: 2.8 m
Empty weight: 1,050 kg (2,313 lb)
Loaded weight: 1,500 kg (3,307 lb)
Useful load: 450 kg
Maximum speed: 156 km/h (97 mph)
Range: 260 km (161 miles)
Service ceiling: 3000 m
Rate of climb: 4.6 m/s, 276 m/min
Crew: one, pilot
Capacity: three passengers
Główny Instytut Lotnictwa BŻ-1
The BŻ-1 was designed at the research institute Główny Instytut Lotnictwa – Main Aviation Institute in Warsaw, from an initiative of Zbigniew Brzoska. The Polish aviation industry was destroyed after World War II, and in addition, the principal of the Institute was the only person who had seen a helicopter (Sikorsky R-4 in England).
Despite severe material shortages, work on the experimental design started in 1948, and the main designer became Bronisław Żurakowski (brother of test pilot Janusz Żurakowski), who designed the helicopter rotor and the control system. It used simpler Hiller rotor type, with two auxiliary blades. The structure of the fuselage, tail boom, auxiliary rotor and tricycle undercarriage were designed by Tadeusz Chyliński. The power unit and final drive were designed by Zbigniew Brzoska. The design utilized some components left by the Germans, like a piston engine Hirth HM 504 (configured for vertical use) and wheels from a glider’s landing gear.
Initially, the helicopter had no name. It only received the registration SP-GIL, from the Institute abbreviation, and soon it became known as GIL (gil also means bullfinch in Polish). Later it was also given the designation BŻ-1, from Żurakowski’s initials.
The helicopter was completed by the end of 1949. During the first flight trial on 15 January 1950, it was overturned by a wind gust and had to be repaired. The test pilot was Bronisław Żurakowski, who taught himself fly a helicopter. The helicopter first flew on 4 April 1950, restrained on tethers by two men for a measure of safety.
During 1950-1953, it underwent a test program and was often modified. At first it had elastic rotor blades. In 1950, it was fitted with rigid blades and an efficient simple custom designed resonant vibration eliminator. During tests, for different reasons, it crashed or was damaged without casualties, at least seven times and was repaired each time.
On 20 July 1952, the BŻ-1 GIL was first displayed to the public, during an air show at Okęcie airfield (it was one of first public helicopter presentations in the Eastern Bloc). On 16 November 1953 the helicopter was damaged when the main rotor was bent by the wind and cut off the rear pylon, thus ending the test program. By then, the prototype had completed 169 flights, 20 hours 21 minutes in total.
In 1956, the helicopter was repaired and used for training flights by helicopter pilots. On 28 June 1957, a tail rotor gear (originally from a World war II Zündapp motorcycle) broke and it could not be replaced, consequently, the helicopter never flew again, being written off in 1960. During 1956–1957 it had completed 185 flights, for a total of 12.5 hours.
Currently, the sole BŻ-1 GIL prototype is preserved in the Polish Aviation Museum in Kraków.
Powerplant: 1× Hirth HM 504, 105 hp
Length: 8.5 m
Rotor diameter: 8.8 m / 28 ft. 11 in
Rotors: 2-blade main; 2-blade tail
Height: 2.29 m
Disc area: 60.8 sq.m
Empty weight: 380 kg
Loaded weight: 610 kg / 1,276 lb
Maximum speed: 140 km/h / 87 m.p.h
Cruise speed: 120 kph
Service ceiling: 2000 m
Absolute ceiling: 3000m / 9,840 ft
Range: 275km / 112 miles at 73 m.p.h.
Rate of climb: 4.5 m/s
Seats: 2
Głowiński 1911 monoplane
In May 1911, the Lwow press informed its readers about a successful flying demonstration of Glowinski’s monoplane. The machine, designed by Bronislaw Glowinski in 1910 and constructed and flown by him in Tarnopol, should therefore be regarded as the first Polish aeroplane to achieve a controlled and sustained flight in Poland.
Construction: Giowiriski’s aircraft was a single-seat braced monoplane of composite construction. The wing, a two-spar wooden structure of double-surfaced type covered with fabric, was built in two sections. Each wing panel, carried immediately above the main fuselage frame on an inverted twin-V cabane, was attached to the base of the cabane and braced to its top by wires, and to a low cabane under the second fuselage frame and the landing-gear framework. To maintain lateral stability wing warping was employed. The fuselage, an open brass-welded metal-tube structure trussed by wires, was of rectangular section forward and triangular section aft, terminating in a vertical knife-edge at the tail. The landing-gear frame and all supporting cabanes were built of metal tubes integral with the fuselage. The pilot’s seat was situated at the rear of the rectangular fuselage section. The control system consisted of a conventional control stick and rudder bar, the controls being by cable, except for the elevator system which was by push-rod to the back of the rectangular fuselage section and thence by cable. The tail unit, a wooden structure covered with fabric, consisted of a rudder, a tailplane and Bleriot-type full-chord elevators, the tailplane being wire-braced to the fuselage top longerons and supported by a cabane under the rear end of the fuselage. The landing gear, of neat design, comprised two outwardly-splayed side Ns, supported by a pair of struts and coupled by two transverse tubes. A pair of long wooden skids was attached to this framework. A cross-axle, carrying two wheels, was attached by rubber shock-absorber cords to the skids. The tailwheel fork was provided with a spring shock-absorber. Power was supplied by the 25 hp Anzani three-cylinder air-cooled semi-radial engine directly driving a two-blade tractor airscrew. The fuel tank was attached to the wing-carrying cabane. The monoplane had a span of 10.2 m (33 ft 6 in).
The plane was built in 1910-11 in Tarnopol. Kostruktor Bronisław Głowiński modelled himself during the construction on the construction of the Bleriot XI “La Manche” aircraft.
The assembly of the aircraft was carried out in the constructor’s brother’s workshop, in a shed serving as a carpentry workshop and as a room for the final assembly of the aircraft.
Modelled to a certain extent on the lines of Bleriot Type No. XI, but embodying several original and imaginative features, the machine made a number of short flights over an improvised airfield near Tarnopol in the late spring and summer of 1911. Unfortunately, the designer was unable to obtain the required materials and was forced to use heavier substitutes. This increased the weight of the airframe beyond the anticipated figure, and a weary Anzani engine, overhauled and modified by Glowinski, did not provide the desired power and reliability. As a result the monoplane was rather underpowered and this, combined with frequent breakdowns on the part of the capricious powerplant, severely limited its capabilities and performance and prevented Glowinski from attempting any flights beyond the area of the improvised landing field. His ambition to undertake prize flights in Lwow was never realized.
The condition of the engine deteriorated quickly and some of the parts soon became worn beyond repair. The designer could not afford another engine, and, as the expected help from ZASPL never materialized, he dismantled his machine towards the end of 1911 and had to abandon flying altogether. Later, for a time, he attended the Lwow Technical University, and the forward section of his aircraft was displayed at the Second Aviation Exhibition in Lwow, which opened on 16 February, 1913. Unable to overcome financial difficulties and disenchanted with the unfulfilled promises of support from aviation organizations, he eventually left Poland before the 1914-18 War to work on the construction of railway lines in Asia, but came back after the end of hostilities. Parts of his monoplane, stored in various places, survived until the 1939-45 War.
Powerplant: 1 × Anzani 3-cylinder fan, 19 kW (25 hp)
Wingspan: 10.20 m (33 ft 6 in)
Wing area: 18.5 m2 (200 sq ft)
Length: 8.00 m (26 ft 3 in)
Height: 2.5 m (8 ft 2 in)
Empty weight: 320 kg (700 lb)
Gross weight: 400 kg (880 lb)
Maximum speed: 60 km/h (40 mph, 35 kn)
Range: 25 km (15 mi, 13 nmi)
Crew: One pilot
Gloster GA.5 Javelin
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.
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.
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
Gloster G.42 / E.1/44
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
Gloster Trent Meteor
The Gloster Meteor was an important development platform for many jet related technologies including early engine design, this is highlighted by the fact that the eight Meteor F9/40’s were powered by no less than four entirely different engine designs with only two powered by the same engine (The W2/B 23’s of DG205 & DG208).
In many ways the Meteor contributed more at the end of their service life which is seen for the first time with F Mk I Meteor EE227.
Rolls-Royce began to develop the experimental Trent in May 1944, using as the basis of the engine the centrifugal-flow Derwent turbojet which was to power the F.3 and later marks of the Meteor.
EE227 was originally issued to 616 squadron but after just 80 hours was retired from service in favour of the improved Meteor F. Mk III. Initially sent to RAE Farnborough it soon moved to Rolls Royce at Hucknell in March 1945 where its Derwent Turbojets were exchanged for a pair of Rolls Royce RB50 turboprops.
Fitted with 7ft 11 inch Rotol propellors and reduction gear the combination produced 750 shp and 1,000 lbs of jet pipe thrust. Other modifications included a six inch undercarriage extension for better propellor clearance and ballast in place of its cannons. It first flew from Church Broughton on the 20th September 1945 with Eric Greenwood at the controls.
Initial trials showed that the aircraft was directionally unstable which was improved by the addition of small fins on the horizontal stabilizer fitted in May 1946. Later the propellors were reduced in size to 4ft 10.5 inches which had the effect of reducing shaft horsepower to 350 although jet thrust increased to 1,400 lbs. In April 1948 the aircraft spent time at Boscombe Down in simulated deck-landing trials. In total it accumulated 47 hours of flight time in a successful program which would lead to the Rolls Royce Dart turboprop. After having its engines removed in October 1948 it ended its days as a standard F Mk I in fire destruction tests at Farnborough.
Engines: 2 x Rolls-Royce R.B.50 Trent turboprops, 1305kW
Wingspan: 13.12 m / 43 ft 1 in
Length: 12.57 m / 41 ft 3 in
Height: 3.96 m / 12 ft 12 in
Wing area: 34.75 sq.m / 374.05 sq ft
Crew: 1
Gloster F.9/40 / G.41 Meteor
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.
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.
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.
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.
Gloster G.41 Meteor High Speed Flight
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.
The F.8 was the most built of all Meteors with 1,522 being produced, first flown on 12 October 1948.
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.
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.
By July 1950 production of 300 Meteor 8, to be evenly divided between the Dutch and Belgian Air Forces was underway at Fokker.
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
Gloster F.9/37
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
