The Goodyear Aircraft Corporation began to design a small light amphibian before the end of the Second World War. The prototype designated GA-1 first flew in September 1944. It was a cantilever high-wing monoplane with underwing stabilizing floats. The GA-1 had an all-metal fabric-covered wing, an all-metal single-step hull, and a cruciform tail unit. It had a retractable tail-wheel, accommodation for two, and a pylon-mounted piston engine with a pusher propeller.
Goodyear GA-2 Duck
After successful testing of the prototype, 18 demonstration aircraft were built. These differed from the prototype in that they had room for the pilot and two passengers. Two versions were built, the GA-2 with a 145 hp (108 kW) Franklin 6A4-145-A3 piston engine, and the GA-2B with a 165 hp (123 kW) Franklin 6A4-165-B3 flat-six piston engine.
Sixteen GA-2 Duck were built, some later modified as GA-2Bs. Six GA-2B Duck were modified from GA-2s in 1949. The GA-2B had improvements over the GA-2, not the least insignificant of which was the fitting of the patented Goodyear Cross-Wind Landing Gear.
Goodyear GA-2B Duck NC5504M
GA-2B Engine: 1 × Franklin 6A4-163-B3, 165 hp (123 kW) Length: 26 ft 0 in (7.92 m) Wingspan: 36 ft 0 in (10.97 m) Height: 9 ft 6 (on wheels) in (2.90 (on wheels) m) Wing area: 178.20 ft2 (16.55 m2) Empty weight: 1600 lb (726 kg) Gross weight: 2300 lb (1043 kg) Maximum speed: 125 mph (201 km/h) Range: 300 miles (483 km) Service ceiling: 15,000 ft (4570 m) Crew: One Capacity: Two passengers
The Goodyear Aircraft Corporation began to design a small light amphibian before the end of the Second World War. The prototype designated GA-1 first flew in September 1944. It was a cantilever high-wing monoplane with underwing stabilizing floats. The GA-1 had an all-metal fabric-covered wing, an all-metal single-step hull, and a cruciform tail unit. It had a retractable tail-wheel, accommodation for two, and a pylon-mounted piston engine with a pusher propeller. Originally powered by a 107 hp (80 kW) Franklin 4ACG-100-H3 piston engine, later fitted with a 125 hp (93 kW) Franklin 6A engine.
After successful testing of the prototype, 18 demonstration aircraft were built. These differed from the prototype in that they had room for the pilot and two passengers. Two versions were built, the GA-2 with a 145 hp (108 kW) Franklin 6A4-145-A3 piston engine, and the GA-2B with a 165 hp (123 kW) Franklin 6A4-165-B3 flat-six piston engine.
Formed 1940 to take over the Goodyear Zeppelin Corporation. Served as aircraft manufacturer and subcontractor to numerous companies during Second World War, including complete construction of the FG-1 Corsair, a Chance Vought design. Reverted to lighter-than-air craft postwar, but built a few GA-2 Duck three-seat experimental amphibians in 1947-8. GA-400R light single-seat helicopter flown in May 1954. Produced the Goodyear Inflatable Aircraft with an inflatable wing in mid-1950s.
The 14N was a 14-cylinder two-row air-cooled radial engine designed and manufactured by Gnome-Rhône. A development of the pre-war Gnome-Rhône 14K, the 14N was used on several French and German aircraft of World War II.
Facing criticisms over the 14K’s reliability, Gnome-Rhône undertook a major upgrade of its 14-cylinder design, using different materials for the pistons and valves, and enlarging cooling surfaces by 39%.
The new 14N was introduced in 1937 and was quickly adopted on several aircraft models. In 1939, minor improvements allowed Gnome-Rhône to increase the compression ratio from 6.1:1 to 6.8:1, which resulted in increased power for wartime production aircraft.
The 14N was further developed into the Gnome-Rhône 14R featuring a 2-stage supercharger, but this type was not widely used until after World War II as production of improved engines was prohibited by the terms of the armistice with Germany.
The Gnome-Rhône 14K Mistral Major was a 14-cylinder, two-row, air-cooled radial engine. It was Gnome-Rhône’s major aircraft engine prior to World War II, and matured into a highly sought-after design that would see licensed production throughout Europe and Japan. Thousands of Mistral Major engines were produced, used on a wide variety of aircraft.
In 1921 Gnome-Rhône purchased a license for the highly successful Bristol Jupiter engine and produced it until about 1930, alongside the smaller Bristol Titan. Starting in 1926, however, they used the basic design of the Titan to produce a family of new engines, the so-called “K series”. These started with the 5K Titan, followed by the 7K Titan Major and 9K Mistral. By 1930, 6,000 of these engines had been delivered.
However, the aircraft industry at that time was rapidly evolving and producing much larger aircraft that demanded larger engines to power them. Gnome-Rhône responded by developing the 7K into a two-row version that became the 14K Mistral Major. The first test examples were running in 1929.
The Piaggio P.XI was a licensed derivative of the French Gnome-Rhône Mistral Major 14K produced in Italy. Isotta Fraschini also produced a version of the 14K called the K.14. Further development led to the P.XIX. This featured an increased compression rate from 6:1 to 7:1 and rpm from 2,400 to 2,600.
Piaggio P.XI
The Industria Aeronautică Română / IAR K14 was a licensed derivative of the French Gnome-Rhône Mistral Major 14K produced in Romania.
Variants IAR K14-II C32 693 kW (930 hp) engine. 44 for IAR P.24E IAR K14-II C32 – 649 kW (870 hp) engine. 50 built for IAR 37, 1 built for IAR 80 prototype IAR K.14-III C36 – 690 kW (930 hp) engine. 20 built for IAR 80, 95 built for IAR 37 IAR K.14-IV C32 – 716 kW (960 hp) engine. 30 built for IAR 80, 160 built for IAR 39, 2 built for IAR 47 prototypes IAR K.14-IV C32 1000A – 764 kW (1025 hp) engine. 430 built for IAR 80A, IAR 80B, IAR 80C, IAR 81A, IAR 81B, IAR 81C
Aircraft powered by G-R 14K derivatives Aero A.102 Heinkel He 70 IAR 37 IAR 80 Ilyushin DB-3 MÁVAG Héja Sukhoi Su-2 Weiss WM-21 Sólyom
Specifications:
Gnome-Rhône 14Kdrs Type: Fourteen-cylinder two-row air-cooled radial engine Bore: 146 mm (5.75 in) Stroke: 165 mm (6.5 in) Displacement: 38.72 l (2,363 in³) Diameter: 1,296 mm (51.02 in) Dry weight: 540 kg (1,190 lb) Valvetrain: Overhead valves Supercharger: Single-speed centrifugal type supercharger Fuel system: Stromberg carburetor Fuel type: 87 octane rating gasoline Cooling system: Air-cooled Reduction gear: 2:3 Power output: 743 kW (996 hp) at 2,390 rpm for takeoff 821 kW (1,100 hp) at 2,390 rpm at 2,600 m (8,530 ft) Specific power: 21.23 kW/l (0.47 hp/in³) Compression ratio: 5.5:1 Specific fuel consumption: 328 g/(kW•h) (0.54 lb/(hp•h)) Oil consumption: 20 g/(kW•h) (0.53 oz/(hp•h)) Power-to-weight ratio: 1.52 kW/kg (0.92 hp/lb)
IAR K14 Type: Fourteen-cylinder two-row air-cooled radial engine Bore: 146 mm (5.75 in) Stroke: 165 mm (6.5 in) Displacement: 38.72 l (2,363 in³) Diameter: 1,296 mm (51.02 in) Dry weight: 540 kg (1,190 lb) Valvetrain: Overhead valves Supercharger: Single-speed centrifugal type supercharger Fuel system: Stromberg carburetor Fuel type: 87 octane rating gasoline Cooling system: Air-cooled Power output: 743 kW (996 hp) at 2,390 rpm for takeoff 821 kW (1,100 hp) at 2,390 rpm at 2,600 m (8,530 ft) Specific power: 21.23 kW/l (0.47 hp/in³) Compression ratio: 5.5:1 Specific fuel consumption: 328 g/(kW•h) (0.54 lb/(hp•h)) Oil consumption: 20 g/(kW•h) (0.53 oz/(hp•h)) Power-to-weight ratio: 1.52 kW/kg (0.92 hp/lb)
Piaggio P.XI R.C.40 Type: 14-cylinder radial engine Bore: 146 mm (5.75 in) Stroke: 165 mm (6.50 in) Displacement: 38.6 l (2,360 cu in) Length: 1,700 mm (66.93 in) Diameter: 1,328 mm (52.28 in) Dry weight: 650 kg (1,433 lb) Frontal Area: 1.39 sq.m (15.0 sq ft) Valvetrain: 2 x overhead valves per cylinder operated by rockers and pushrods Supercharger: Centrifugal compressor, geared to 7.9:1 Fuel system: 1 x Piaggio T2-100 dual downdraught carburettor with automatic boost and mixture control Fuel type: 87 octane Oil system: Pressure fed at 482.6 kPa (70 psi), dry sump Cooling system: Air Reduction gear: Epicyclic reduction gear ratio 0.62:1 Starter: Garelli compressed air starter Ignition: 2 x Marelli MF14 magnetos, 2 x spark plugs per cylinder fed by a shielded ignition harness. Power output: Take-off: 1,000 hp (746 kW) at 2,200rpm Military: 1,000 hp (746 kW) at 2,200rpm at 4,000 m (13,000 ft) Cruising: 1,000 hp (746 kW) at 1,800rpm at 4,000 m (13,000 ft) Specific power: 19.1 kW/l (0.49 hp/cu in) Compression ratio: 6.0:1 Specific fuel consumption: 0.292 kg/kW/hr (0.48 lb/hp/hr) Oil consumption: 0.0134 kg/k/w/hr (0.022 lb/hp/hr) Power-to-weight ratio: 1.15 kW/kg (0.699 hp/lb)
Technical Research Institute of Aviation Institute of Aviation
Institute of Aviation al. al. Krakowska 110/114 Krakow 110/114 02-256 Warszawa 02-256 Warsaw Poland
Aviation History of the Institute goes back to the beginnings of Polish independence, but the official start date of the Institute is 1 August 1926. In the initial phase of its operation, acted as the Institute of Technical Research Institute of Aviation. This name survived to the beginning of World War II. Activity in the period 1926-1939 focused primarily on testing and certification of aircraft. All the pre-war Polish military aircraft were tested and certified at the Institute, including the PZL P.11 , PZL.23 Karas , PZL.37 Moose , PZL.38 , and PZL.44 Wind.
In 1948 the Institute changed its name to the Central Institute of Aviation, and 1952 was named Institute of Aviation. In the post war period, constructors dealt mainly with the design and manufacture of licensed Po-2 and MiG-15. The Institute developed pulse motors and jets. In the early years of its operation activities of the Institute focused on the study of equipment derived from the Soviet Union and placed on the license production.
In 1946, the LWD Szpak , a year later, the first glider IS-1 Vulture , after which they were SZD-6 Bat , SZD-8 Swallow , SZD-9 Bocian , Marshmallow SZD-19 , SZD-24 Foka . The Institute of Tadeusz Sołtyk designed the PZL TS-8 Bies and the first Polish jet aircraft TS-11 Iskra , the engine designed in the Institute
Institute engineers also designed the first helicopter: BZ-1 GIL, BZ-4 Zuk and JK-1 Bumblebee. The Institute also, in 1972, designed and built a flying laboratory, the Lala-1. It was a heavily modified aircraft An-2 , which later tested technologies used in the construction of the PZL M-15 (Belphegor) .
In addition to aircraft construction facility began to specialize in designing and testing flying objects such as rockets and flying targets, including the Meteor 1 meteorological rocket project. Subsequent years of the Institute was developing a training-combat aircraft for the military, which resulted in the I-22 Iryda. The institute designed a four-seat, composite passenger aircraft, the I-23 Manager (flown in October 1998, for deliveries from 1999), two-seater trainer, the I-25 ace, two-seater helicopter patrol trainer IS-2 and a rescue patrol-hovercraft, the PRP-560 Ranger.
Proposed the Kobra 2000 in 1993 for air – to- ground combat operations in the next century, but abandoned.
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
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.
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.
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)
All Aero 