THE FASTEST FIGHTER AIRCRAFT OF THE SECOND WORLD

The priority of the German aircraft industry in jet aircraft does not diminish the role of other countries that have joined before the Second world war in the “reactive” race. And each of them has contributed to this difficult process. Am Cradle started to design the turbojet engine (TRD) in the mid-thirties of the last century and do not start a war, probably would have completed it before.

In the UK, a retired military pilot Frank whittle, who founded in 1936 the company “Power jets” for three years worked on the creation of the first turbojet engine. By mid-1939, they built W. 1 centrifugal compressor “issued” on the stand rod 270 kgs.

Works Whittle became interested in the British Air Ministry, who offered the firm “Gloucester” build experimental aircraft with turbojet according to specification E. 28/39. “Pioneer” was the title of this car really became the firstborn jet aircraft in the UK, once a global aviation power.

The official contract for the construction of the machine was issued to the firm in February 1940 Developed by John Carter single-engine aircraft built over a year in duplicate. And this despite the novelty of the design and many technical problems! On 7 April 1941 the first car with factory code W4041/G appeared at the airfield of the company, “Gloucester” Hucclecote. The letter “G” in the code meant that this “miracle of technology” was supposed to be under constant armed guard.

After delivery of the apparatus to the airfield chief pilot of the company Harry Sayer began taxiing and Jogging, but may 15 was the first flight, which lasted 17 minutes.

Flying “Pioneer” fully confirmed the promise of the idea of creation of reactive machines, despite the low thrust of the engine and its reliability. Both the experimental sample until 1944 served as a flying laboratory, which worked out new, more advanced engines. In April 1946 the plane was transferred to the British Museum of science and technology where he is today.

“Pioneer” opened the way for the application of turbojet engines for airplanes, but unfortunately, because of the small thrust motors W. 1 W. 1A and nothing, except yourself, in the air could not raise. Therefore, British manufacturers have concentrated on designing more powerful engines, and the airplane people, led by Carter — on a heavy twin-engine fighter specification G. 9/40. Work in this direction was carried out from August 1940

The task of designing a combat vehicle Carter got in November. The war Department issued an order for the building immediately. 12 prototypes. However, later it was reduced to six cars, but then increased to eight.

In December, the engineering team has completed the overall layout of the aircraft, designated G. 41. He was a single-seat monoplane with the nose landing gear and stabilizer placed on the middle of the keel. Both engines have a “wing”. Of all the examined layouts, this location provided the best approaches to the motors during their operation and repair, which was considered important due to the low reliability of the first turbojet engines.

The armament of the new fighter according to customer’s requirement was to consist of six 20-mm guns with ammunition 120 rounds. During the design it became clear that the location of a couple of guns under the cockpit are extremely uncomfortable and unsafe. Carter managed to convince the Ministry of aviation that it is reasonable to reduce the number of guns to four. However, ammunition for the remaining guns was increased to 150 rounds.

Looked very promising scheme of the technological division of the glider on several large sites that could be collected in parallel at different plants. The bow section is included the pressurized cabin of the pilot (created in cooperation with the firm “Westland”); weapons bays and the nose landing gear. However, the pressurized cabin to the “meteor” appeared later, in the modification of F. 8.

The middle part of the fuselage, which housed the fuel tank and cartridge boxes, combined with the center section and the nacelles of the engines. The latter is attached only to the front side member and the flange of the rear spar made a cutout for installation of the jet nozzle. In the center was placed the main landing gear.

The third major section was the tail section with the tail.

The layout of the car was quite progressive for jet cars of the time, a technological breakdown of the glider. In the global aviation practice this arrangement was repeated several times in various aircraft structures.

In early 1941, “Gloucester” received final approval for the construction of an experimental batch with the construction of the first aircraft by February next year. To prepare manufacturing documentation and tooling attracted a batch production plant and the specialists of the company “Armstrong Uitert”.

Apparently, the idea of re-equipment of fighter aircraft jet engines so captivated officials of the British aircraft industry that, without waiting for even making the first prototype, the firm was given the contract to build three hundred serial fighters. There was a clear underestimation of the complexity of creating such a truly revolutionary aviation complex. And to the stated deadline built prototype appeared only now familiar name — “meteor”.

The most difficult thing to do, as might be expected, was the refinement of the engines. Planned to mount on a fighter turbojet Whittle W. 2B the calculated thrust of about 500 kg, the production of which under the designation “Welland” mastered firm “Rover motors”, sorely couldn’t get rid of the destruction of the compressor blades and other “childhood diseases”.

Fighter meteor F. IV in flight.

The first taxiing and run, made Harry Sayer in July 1942, showed, according to the pilot that the engine power for take-off is clearly not enough.

Exploited TRD-doubles (N. 1 “Halford” firm “De Havilland aircraft” and F. 2 — “Metropolitan Vickers”) is not able to save the program on time. Moreover, it was delayed due to high number of subcontractors (about ten) the construction of the glider. In October 1942 over the program faced a direct threat to its collapse and the termination of funding.

And yet by the end of November, the engineers at its disposal flight samples turbojet. Though not the original “wallenda” and H. 1 “Halford” with a centrifugal compressor. Since Midel “Halford” was more than “Welland”, nacelle and rear spar was altered. Fortunately, that took care of it in advance.

Engine F. 2, in contrast to “Welland” and “Halford”, had an axial compressor and, therefore, more complex design. Looking ahead, I note that F. 2 on the Mets never caught on, becoming the cause of the crash of the third prototype DG204/G. Interestingly, it was installed in hanging and not on the regular pods.

Paradoxically, the first rose in the air the fifth prototype — DG206/G, 5 March 1943 with Michael daunt, succeeded test reactive machines “Gloucester” died in a plane crash Harry Sayyora, pulled a meteor from the runway in Grenoble.

A little later, on 12 July he made the first flight of the fourth plane with engines W. 2B/23, and in less than two weeks later, I saw the sky and the first sample DG202/G. In the tests, which went quite well, the design of prototypes of machines was changed.

On the sixth prototype aircraft was placed engines “Goblin” (development H. 1 “Halford”), but these motors have proven to be unsuitable for the “Meteor”. The greater midsection, and the leaders of the “De Havilland” already planned “Goblin” under your “Vampire”.

The seventh prototype was equipped with aerodynamic brakes and a modified tail, and the last, the eighth, has already established engines “Derwent” firm “rolls-Royce”. In fact, it was significantly modified “Welland”, which “rolls-Royce” in 1942, bought by “Rover motors” together with the patent and license to produce. Interesting history of this transaction. “Welland” purchased “lunch” in exchange for plant tank engines “rolls-Royce” in Nottingham.

The first production version of the “Meteor” was the F. 1, aka G. 41A, built in 20 copies. Compared with the prototype, the F. 1 had a modified flashlight with an improved overview ago. In the first production batch of installed engines “Welland” IW.2B/23C thrust of 770 kgs. To improve lateral stability of the wing consoles gave positive V = 5°.

Meteor F. 1.

Since the cost of the first turbojet engines can not speak, the original “meteor” was considered by the command of the Royal air force just as the interceptor with the short duration of the flight. In fact, the production F. 1 was the inaugural party for the pilot operation.

12 July 1944 the first two cars entered the 616-th squadron “South Yorkshire”, which was stationed at the airport Calmed. It was one of the most trained units of the Royal air force which participated in combat since 1940. Highly qualified flight and technical personnel quickly (in just a week!) trained on a fundamentally new technology, and from July 27, the squadron became involved in patrolling the coast “to meet” unmanned V-1.

The first success in destroying aircraft shells “meteors” won on August 4, when the pilots Dean and Roger destroyed one cruise missile. While Dean is particularly distinguished. When his machine gun jammed, he was attached to the goal. Equating speed and altitude, the interceptor was in the position of “wing to wing”, and hooked over the end of the wing of his car-plane “V”, turned the enemy’s shell at the back. The gyroscopes of the missile “fell” and she Stopera, fell to the ground, where it exploded. A total of 616 squadron destroyed thirteen V-1.

Trial operation has revealed significant shortcomings of the first machines. The plane was difficult to manage, often jammed gun, and an overview of the side and back was just disgusting.

Due to prolonged finishing and not the best engine performance “Welland” the issue of large-scale construction of the “meteors” was delayed. Originally planned to build a batch of 50 machines option YEON engines N. 1 “Halford” never took place. Tests showed that the higher thrust of these motors (at 1045 kg) did not lead to the improvement of the performance of a fighter. A much greater cross-section of the nacelle is dramatically increased drag and caused the shaking.

The first large-scale modification of the “Meteor” was a variant of the F. III with engines W. 2B/37 “Derwent” I thrust of 910 kgf. They have built 210 units, but the first fifteen are still equipped with “BELLENTANI”. Delivery of the Royal air force began in December 1944 and ended three years later. This variant was equipped with extra fuel tank, and folding the movable part of the lamp replaced sliding back.

Naturally, the new machines entered service with the same 616 squadron. Another F. I its pilots were preparing for combat with the German Me-262, and with the advent of new F. III squadron was transferred to Belgium, at the Brussels. Masking planes to land them repainted white. At the same time this color is different from the “meteors” from the Me-262 in the identification of goals by the gunners. The combat use of the superimposed a lot of restrictions because of fears of command in the leak of new technology. Probably, for this reason, combat contact worthy opponents never took place.

By the spring of 1945, F. III rearmed and 504 squadron “city of Nottingham”, but its pilot was not able to make war with jet “Messerschmitt”. Until the end of the war, the squadron was short of two “meteors” when pilots 616-y has faced, having lost each other from sight in the clouds.

F. III became the first of the “meteors” the record for flight speed. To achieve the record serial fighter of the composition of 616 squadron polished and eased, dismantling weapons, and close up the recesses for the cannon BARRELS IN the BOW. On 7 November 1945 group captain Hugh Wilson reached on a “meteor” speed 976 km/h, thus beating the German record set before the war on the Me-209.

The meteor III was a flying laboratory for testing ejection seats, which it modified under the second seat behind the cockpit. The development of chairs has been the company “Martin Baker” is one of the world leaders in this field today. The first dummy ejection from the aircraft took place on 14 June 1946, and in ten days has catapulted human.

Compared with the “Meteor” I the machine became more “torquey”, which immediately appreciated by the pilots. On the other hand, stageline roll control (to avoid overloading the wing) did the implementation of horizontal maneuvers tedious. By the way, this problem to the “meteor” I, the pilots did not face, but only because the concept of a “vigorous manoeuvring” for it did not exist.

Operation F. III also highlighted the problem of stability and control at speeds, when it begins to affect the compressibility of air. So, pilots complained about his hesitation at the corner of yaw at high speeds, which resulted in a tangible dispersion when shooting.

“Meteor” III, of course, was a major step forward compared with the “Meteor” I, but the potential of the design is still far from exhausted.

Studies in wind tunnels have shown that the short nacelles of the engines cause a lot of turbulence and at high speeds cause buffeting of the tail. Only increasing the length of the nacelles has led to the increase of speed of about 120 km/h, and that with the same engines. In addition, the designers have received the new TRD “Derwent” V thrust of 1590 kgf. They installed it on one of the “meteor” III, which became the prototype of the new version — F,IV (G. 41F). With this modification to designate steel Arabic numerals.

A brief technical description of the aircraft, the meteor F. IV

The wing consists of a center section and two consoles. The middle part of the wing joined together with the Central part of the fuselage and engine nacelles.

Wing design douglasiana. Carbon spars made of extruded T-shaped profiles. The rear longitudinal middle part of the wing in place of passing the engine exhaust pipes made of steel. On the upper and lower surfaces of the wing behind the rear spar, installed air brakes.

Technologically, the fuselage is divided into front, middle and rear. In the front part to fit the cockpit, the nose landing gear and weapons. In the middle part — the fuel tank. The tail part of the fuselage monocoque structure.

Tail — single-fin, cantilever. The spars of the stabilizer beam-type belts from extruded parts. Steering wheels — all metal. Elevators are equipped with trimmers and additional plates (“blades”), deviating on the ground. The rudder has a horn and the weight compensation and the driven trimmer.

Chassis — tricycle with melanephelinites depreciation and lever wheel suspension. The nose wheel is oriented.

The engines mounted on the wing in the power nacelles.

Fuel is housed in two fuselage tanks with total capacity of 1480 litres. In addition, possible suspension of ventral sbrosyvayutsya tank capacity 800 l

The armament consists of four guns Hispano-Suiza 20 mm caliber, installed on the sides of the pressurized cabin. Boxes of ammunition, one for each gun, located behind the pilot’s seat. Aiming is electric.

Testing the new version of the aircraft started in July 1945 in Addition to the powerful power plant strengthened the airframe and sealed cabin. 7 Sep 1946 in F. IV as a “record performance” reached a speed of 992 km/m, and two months later — 996 km/h (pilot Donaldson).

But the record of achievements of the new aircraft did not inspire officials of the military Department for the next upgrade. Post-war euphoria prevailed in their minds, and serial production began only in 1947 During this time the design has made some changes. Facilitated the roll control, the ailerons become more “soft”, and the rudder is equipped with the trimmer, eliminating yaw.

The machine was equipped with underwing fuel tanks. Starting from the ninth instance (modification of G. 41G) wingspan reduced by 1.74 m (from 13.11 m to 11.33 m, respectively, and square — 34,75 m² to 32.52 m²). This decision was taken after the accident one of the cars due to excessive stresses in the planes.

Shortened wing increased maneuverability and reduced load on the structure, but at the same time worsened takeoff and landing performance and rate of climb.

New “meteor” was the subject of exports, after 1947, made a commercial tour. Hundreds of aircraft were purchased from Argentina, 48 — Belgium, 38 — Holland, 20 — Denmark 12 — Egypt.

Some time later, Holland has expanded its force by purchasing another 27 machines from the Royal air force. France also purchased a few “meteors” for development of its own turbojet Atar.

The longest this option is exploited by Argentina. During the political crisis of the machines were actively used for counter-insurgency and, at least two of them were lost. The other was in service until the early 1970s.

Production F. 4 continued until April 1950, Just built a 583 machine this version. “Meteor” IV became the basis for the creation of the first jet scout FR.V and Sparky T. VII. In addition, on the basis of the F. IV was being developed aircraft with thrust vectoring engines. It’s a little known fact of the life of “Meteor”, so it dwell.

Layout double training aircraft “meteor” T. VII:

1—photo kinoplanet 45; 2—centering weight; 3—telescopic sight; 4—the cockpit of a student; 5—movable part of the lamp; 6—the cabin instructor; 7—sealing fuel tank; 8—radiostacija R or TR 3121 1413; 9—cylinder with extinguishing fluid; 10—tank of compressed air; 11—remote compass; 12—caudal heel; 13—air brake; 14—the flame tube of the engine; 15—landing light; 16—TRD “Derwent” V; 17—oil tank; 18—vakuumpumpe; 19—the gearbox of the engine; 20—air compressor; 21—engine starter; 22—generator; 23—regulatory-junction box; 24 oxygen cylinders.

The main landing gear of the aircraft “meteor”.

The nose of the aircraft the meteor F. IV.

Landing and braking flaps of the aircraft, the meteor F. IV:

1 —the brake pads; 2—landing flap; 3—cylinder control of the landing flap; 4 — cylinder brake control panel.

In 1954, tested experimental aircraft with engines, “NIN” company “rolls-Royce”. In the lower part of the outlet channel of the engine mounted deflector which deflected the jet of gas down. The design of basic “Meteor” in connection with this innovation significantly changed. The nacelle pushed forward, shortened the wing replaced the original with a “Meteor” III, and tail section borrowed from the later F. VIII.

Due to deflection of the thrust vector designers wanted to improve takeoff and landing performance, and the test results turned out promising, but the scheme was regarded as too complicated. This idea was implemented much later, and on other planes.

In F. IV was tested and new engines with axial compressors, “Metro Vic” F. 2/4 “Beryl” and “rolls-Royce” RA.2 and RA.3 “Avon” and the “Derwent” V and VII with afterburner. In addition, this modification was used for studies of in-flight refueling.

Most of the “meteors” IV later the company “the Flight Refueling” modified in towing targets, and for a long time these machines were used by the air force the UK and Australia for training pilots. Reconnaissance version of the “Meteor” FR.V crashed in the first flight on 13 July 1949 New prototypes of the aircraft decided not to build, and a few F. IV modified by analogy with the FR.V, setting the nose instead of guns a camera that could take pictures through one of three Windows in the bow. The training option on the basis of “Meteor” IV, on the contrary, became very popular. The lack of Sparky during the five years of operation, the first jet fighter, generally speaking, hard-to-explain. Only the highest professionalism of the British pilots helped to develop this entirely new plane without catastrophic consequences. But when aircraft were exported to other countries, where pilot training was worse, the question is, what is called, “got an edge”.

English learning methods, when a car was shot hinged part of the lamp and the instructor, sitting on the fuselage, gave the explanation under the roar of the engines while Jogging, for foreigners, did not fit. “Gloucester” has proactively developed a double meteor T. VII, which under the civil designation G-AKRK first flew in March 1948

Tests showed that the car’s handling is even better in combat and is perfectly suitable for training pilots. Structurally from F. IV spark differed only lengthened by 0.76 m bow, a double cabin and dual controls.

The lantern of the cockpit consisted of a variety of bindings, for which the pilots immediately dubbed spark “greenhouse” (it turns out, aviation humor — the notion of international).

In October 1948 training machines began to be mass-produced. In addition to the Royal air force, they were bought by Belgium, France, Egypt, Israel and Brazil. In total, up to mid-1954 was released more than 640 cars (according to other sources — 650).

The desire of the developer to maintain a “meteor” at the present level has resulted in, perhaps, the most perfect model of F. VIII (G. 41K), made the first flight in October 1948

The fuselage is significantly changed and porekomendovali. The bow section extended in the same way as on T. VII, which improved longitudinal stability and increased internal volume. In the middle part of the fuselage installed another fuel tank capacity of 432 L.

Cartridge boxes, moved to behind the cab, and an additional tank allowed to remove from the bow 450 kg of ballast, which was completed all previous models.

However, tests of the aircraft showed that after running out of fuel from the tank and flow cartridges, the machine became unstable and wanted to fall into a tailspin, which several times happened. To address this problem, the designers have changed the tail section, setting the plumage from developed by the initiative of a fighter, the G. 42. As in the design of their machines “Gloucester” rigidly adhered to the modular principle, docking with the new tail went pretty smoothly. Thanks to the new tail, this modification was easily recognizable.

F. VIII was fitted with the new engines “Derwent” VIII thrust of 1590 kgf (according to others — 1633 kgs), while strengthening the wing. Improved also the nosing of the motors.

Changed cabin: flashlight with improved visibility, and most importantly — ejection seat. Armament now consisted not only of guns, but two bombs caliber 1000 lbs or 16 NAR (rockets). F. VIII became the most massive modification of the “Meteor”. From December 1949 to April 1954 was released 1183 (according to other sources — 1079) fighter. He became one of the most popular in the countries, where jet aircraft still held a formative period.

The group has purchased Australia (93 machines), Brazil (60), Belgium (23), Netherlands (5) Israel (11) and Syria (7). The Dutch firm “Fokker” built under license from 300 F. VIII, and the Belgian “Avions FAE” gathered from the English and Dutch sets 67 copies.

In addition, the “Fokker” was produced, saying today’s language, an “upgrade” F. IV under the standard F. VIII using English components. F. VIII became the first of the “meteor”, whose share fell tests the fighting. In the air war, which broke out in the early 1950s, the Korean Peninsula, was attended by 77 squadron RAAF under the command of dick Cresswell. In June 1950, she was involved in combat missions in fighters P-51 “Mustang”. In view of the apparent superiority of the North Korean side, the unit on an emergency basis rearmed on “Meteora”, and in may 1951 began their combat use.

The aircraft of the Royal air force is additionally equipped with a radio altimeter and radio compass “Bendix” AN/ARN-6 standard, the U.S. air force and handed over to the Australians.

Before entering into the battle, the pilots carried out a pilot dogfights American F-86 “sabre”. The results were disappointing. “Sabre” had a clear advantage in speed and maneuverability. However, the earth “meteor” had the best rate of climb, but it was of little consolation to Australians.

By the end of June 1951, the meteor was moved to Kimpo airfield. The first combat contact with MiG-15s occurred on August 29, when eight F. VIII attacked “MiG”. The day one car of Australians was shot down and two others badly damaged. “Korean” aircraft had no losses. Week six “meteors” again attacked the “MiGs”. Although this time without loss, command of the group was convinced that the functions of a fighter “Meteor” can not handle. However, some pilots of 77 squadron, this viewpoint is not shared, seeing the causes of their failures, not the old “meteor”, and in lack of experience and practice aerial combat. But in order not to tempt fate, the squadron was redirected to support b-29 bombers. Even though the only victory over a MiG-15 that took place on 1 December 1951 (pilot Bruce Gogerly) as fighter escort “Meteora” did not stick. Then they were reorganized in stormtroopers, armed with eight rockets. In this capacity, the aircraft proved to be more worthy.

The most impressive results achieved by the squadron on 16 March 1953, smashing a convoy of 150 vehicles. Stopping the convoy the destruction of the first and the last machine, “meteors” “ironed” it with guns and Bunks, not yet lit up all the cars.

During the Korean war meteor made 15 000 sorties, killed 1,500 vehicles, 16 bridges, 3700 buildings and fortifications, 20 locomotives and 65 cars, and also shot down, according to Western historians, four MiG-15 and the three aircraft of other types. The squadron lost 32 pilot.

Out of the initial units (93 F. T. and VII 6 VII) to the end of the war was 41 combat aircraft and three two-seater, which at the end of the conflict transported to Australia on Board the aircraft carrier “Virgins”. Their service these machines largely ended in 1958 when they were replaced by sabres. The Korean war demonstrated how the meteor was obsolete as a fighter. Use it as a strike aircraft was limited to small combat load.

In order to correct this deficiency, “Gloucester”, the initiative built the stormtrooper G-71 “Rapper” with a reinforced construction and presumably extra armour, flying in September 1950.

Combat load was 24 NAR or four bombs caliber 1000 lbs. The aircraft was shown at the exhibition in Farnborough in 1950 and 1951, but interest in him has shown no RAF, no foreign buyers. At the same time, well-established, reliable and reported “meteor”, despite the “veteran” appearance, could find application in modern conditions. The decision was viewed for a long time. First, the British still did not have a modern intelligence. Second, the “cold war” demanded the improvement of air defense systems and adopting specialized all-weather interceptor equipped with radar detection equipment.

In 1949 on the basis of F. VIII built a front-line scout FR.IX (G. 41L). The aircraft made its first flight in March 1950, FR.IX (built 126 cars) was equipped with a F. 24 camera for advanced photography. The camera was mounted in the forward fuselage. Cannon armament remained unchanged, and it is very useful in various armed conflicts of the 1950s.

FR.IX from part 208 squadron Royal air force was used extensively in Yemen in 1954 when “restore constitutional order” in the British protectorate where they were used for armed reconnaissance bases to the insurgents.

Put Israel in the middle of 1950-ies the scouts participated in the Arab-Israeli conflict, and on 1 September 1955 FR.IX brought down a couple Egyptian “vampires”.

A more refined version of the scout was far high-rise of PR.X (G. 41M), first flying as FR.IX in March 1950.

It was a real hybrid: the wing of the old sample from the F. 3, the front and Central sections of the fuselage of the F. VIII with the nose up FR.IX, but without guns. The tail is borrowed from F. IV. Rasledovanie consisted of two cameras in the bow and two in the rear.

The first machines entered service with 541 squadron in February 1951 (built 59 instances). It is noteworthy that this modification was not exported.

PR.X was used by the British in Kenya during the suppression of the rebellion of the tribe of Mau Mau in 1954 — 1955, where a couple of scouts took pictures of the area occupied by the guerrillas. In the fight against the insurgency in Malaysia was used PR.X from the composition of 81 squadron Royal air force. The development of the interceptor was conducted in parallel with other versions of “Meteor” since 1947, when the air Ministry issued specification F. 44/46 for a double jet all-weather fighter-interceptor designed to replace the outdated “mosquito”. “Gloucester” has proposed a variant of T. VII with extended 1.5 m from nose to install the radar.

Offer accepted, but it turned out that the production capacity of the company is not allowed to start serial production of another modification. The project was connected to the “Armstrong — Whitworth”, as “Gloucester”, part of the concern “Hawker Siddle”.

This firm has 1949 year built serial “meteors,” and the work on the new modification is not delayed.

The first prototype of the interceptor NF.XI, converted from serial T. VII, took to the skies in October 1949. From 31 may the following year began flight tests of the full NF.XI, equipped with AI radar.10 (SCR 720). From the prototype it differed extended wings, which were placed cannons.

Full-scale production started in a matter of months, and in November he flew the first serial vehicle. Just released 307 NF.XI, some of which are exported. Denmark has purchased 11 cars, France — 41, Australia — 1. Belgium received 24 aircraft of the Royal air force. On the basis of NF.XI specifically for operation in conditions of tropical climate have created a modification NF.XIII. In contrast to the basic model, it installed the radio, the air conditioning system.

There were other improvements to improve the operation of the machine in the tropics. The diameter of the intake has increased, which has led to an increase in thrust of the engines by 45 kgs. The aircraft first flew in December 1952

NF.XIII, built in 40 copies, operated two squadrons of the Royal air force in the middle East and were used in conflicts, along with FR.IX. Several aircraft sold to Israel. NF.XII was a further development of the interceptor. It is equipped with more powerful turbojets “Derwent” IX thrust 1725 kgs, as well as the American radar “Westinghouse” ARB 21. Since the new radar was larger than the previous station, the dimensions of the nose cone lengthened to 430 mm. to compensate For the prolong of the fuselage upper part of the keel had to be increased. The first flight of a new interceptor made in April 1953. Just built 100 aircraft of this version, two of them for test purposes put France and six acquired Egypt, Syria and Israel.

The last in a series of interceptors, and, perhaps, all commercially released “meteors” became a variant of the NF.XIV, took to the skies on March 18, 1954. The most notable difference of this machine from the previous models has become a modern lantern with electrically heated glass, replacing “the greenhouse”. Under a more elongated nose Radome was hiding a new radar APS-51. A series of one hundred machines, the latest of which was released on may 26, 1955, completed more than a decade mass production “Meteor”. But their service lasted for a long time.

Part of the aircraft was converted into a towing targets, the other unmanned targets, which were widely used for testing anti-aircraft missiles. Many aircraft used as a flying laboratory, which worked out constructive solutions variety.

If to describe all that was tested with the help of “Meteor”, will require at least the same volume of the article.

The story of “Meteor” is so versatile that the magazine format is just not possible to tell fully about everything that is connected with its creation, tests and exploitation. The author has tried to mention the most important pages in the history of the “Meteor”, although how can you define what is important and what isn’t… In any case, the “meteor” has become a legend of world aviation and dignified as its creators, the long memory.

The second is a close acquaintance of Soviet specialists with the “Meteor” (not counting the war in Korea) was held in late July 1954. A few days before, near the town of Gardelegen (Germany) made an emergency landing lost English interceptor “meteor” XI. To the place of accident immediately flew a very impressive delegation of Soviet aviation specialists. In its composition, in particular, includes — V. N. Bugaysky (Vice S. V. Ilyushin), L. L. Selyakov — the leading expert of OKB-23 and the designer of aircraft engines N. G. Metskhvarishvili.

Plane, released in 1952, was quite new. Its armament consisted of four guns Hispano Suiza MKV 20 mm caliber with tape food placed in the detachable part of the wing (outside the engine). For shooting of them used sight MK-IVE, a well-known and studied in our KB, with manual input of distance without contact with the radar.

Fuel was located in the fuselage (1480 l), ventral (800 l) and two podeshevevshih under the wing tanks (450 l).

Two-spar wing “Meteor”, equipped with shields Shrenk and the lattice air brake consisted of a center section and two consoles. The power plant includes engines “Derwent” VIII thrust of 1640 kgs and was a development TRD “Derwent” V, not representing interest for the domestic industry.

The equipment of the machine consisted of a search radar type American SCR-720A, radio altimeters small and large heights (0 to 305 m and 305 to 3030 m, respectively). The surprise of our experts called the lack of on Board the interceptor autopilot and automatic radio. It is possible that for this reason he got lost in the German sky.

The aircraft had the defendant “friend or foe” SCR-695, the previously studied local specialists when you play a b-29 bomber “the Boeing company” and became the prototype of the Soviet SRO. Domestic equipment radar identification has passed state tests in 1954, superior to the equipment of “Meteor” XI.

The report on the survey results, “Meteor”, our experts noted, in particular: “In General (…) “Gloucester”, “meteor” XI (…) is a deprecated sample jet and no interest to raise the level of domestic aircraft”.

The basic data of the aircraft “meteor”

I. MIHALEVICH

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