Originally posted by Serafino@Sep 29 2005, 04:04 AM
In case it hasn't already been mentioned--the manual with the exciting illustration is about both the Derwent Mk 5 and 8 engines.
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And there are also the Mk 1, 2, 3, 4, 6, 7, & 9. Keep in mind that these numbers are nearly always represented by Roman numerals (Mk. I, II, III, IV, V, VI, VII, VIII, IX). It also wouldn't hurt to ask about the Dewert's predeccessor, the RB.41 Nene and one derivative of the Mk II adapted for turboprops: the Rolls-Royce "Trent" engine. It's safe to assume that many of the same parts are shared by all versions, so in your inquiries, ask about the entire series of engines AND Gloster Meteor planes in all their incarnations: the Meteor I, Meteor Mark III (G-41C), Meteor III, F.4, U.15 (target drone), T.7 (Trainer Mark 7, or G-43), F.8 (G-41K), FR.9 (Fighter Reconnaissance 9, or G-41L), FR.10, and the NF.11, 12, 13, & 14 (Night Fighter).
REMEMBER: YOU WON'T FIND ANY ENGINES UNLESS YOU LOOK FOR THE PLANES...
Here again is the list of countries that operated them and their designatios/configurations:
A total of 1,183 F.8s were built in all by Gloster and Armstrong-Whitworth, with 23 ex-RAF aircraft supplied to Belgium, 60 new-build aircraft to Brazil, 20 new-build aircraft to Denmark, 12 ex-RAF aircraft to Egypt, 11 new-build aircraft to Israel, 5 ex-RAF aircraft to the Netherlands, and 12 new-build and 7 ex-RAF aircraft to Syria.
Fokker built 150 F.8s for the Dutch and 150 F.8s for the Belgians. Avions Fairey built 30 from kits supplied by Fokker and 37 from kits supplied by Gloster, with these aircraft going into Dutch service.
About 250 Meteor F.8s were converted to "U.16" target drones by Flight Refueling LTD, beginning in 1956. The last conversion was apparently in 1975. The Australians received similar conversions with some minor differences in equipment kit as the "U.21".
The U.16 / U.21 conversion was broadly similar to the U.15 conversion, with airframe reinforcement, wingtip camera pods, radio control while retaining piloted capability, and no cannons. However, the U.16 had a characteristic modified extended nose, the camera pods were slenderer, and it is unclear if it had flare dispensers. These machines remained in service into the 1990s, and a few may be flying yet.
A total of 126 FR.9s were built and went into RAF service in the low-altitude reconnaissance role, with 12 of these aircraft later passed on to Ecuador, 7 passed on to Israel, and two passed on to Syria. RAF Meteor PR.9s saw extensive use in the 1956 Suez intervention, and Middle Eastern Meteors of various types saw intermittent combat through the 1950s.
The "PR.10 (G-41M)" was intended for the high-altitude reconnaissance role. It not only had the older long-span wing, it also had the older elliptical Meteor F.4 tail. Armament was deleted, and it was fitted both with a camera in the nose as with the FR.9 and wth two cameras in the rear fuselage for along-track imaging. The RAF received 59 PR.10s. None were exported.
The first production NF.11, with a proper Meteor F.8 tail, flew on 13 November 1950, and 307 production NF.11s were built. The Danes bought 11, the Belgians obtained 24 ex-RAF aircraft, somewhat surprisingly the French bought 41 used RAF NF.11s, and a single example was sent to Australia.
The NF.11 was followed by the "NF.13" and "NF.12", in that order, with the reversal of the numeric sequence apparently due to the fact that the NF.13 revision was started later than the NF.12 but, being a more modest upgrade, was completed sooner. All the Meteor night fighter variants retained the "G.47" company designation.
In fact, the NF.13 was largely identical to the NF.11, except that it had a radio compass, cockpit cooling ducts, and other changes for tropical operation, and larger intakes to improve air mass flow to the engines, resulting in 45 kilograms (100 pounds) more thrust. The first NF.13 flew on 23 December 1952, and 40 were built.
The NF.12 featured Derwent 9 engines with 16.9 kN (1,725 kgp / 3,800 lbf) thrust each, and the nose lengthened by 43 centimeters (17 inches) to accommodate improved American Westinghouse AN/APS-21 radar. The top half of the vertical tailplane was enlarged to compensate for the longer nose, giving the tailplane a slightly crooked appearance.
The first NF.12 flew on 21 April 1953, with 100 being built. France obtained two for test purposes, and six each ex-RAF aircraft were provided to Egypt, Syria, and Israel.
The "NF.14" was generally similar to the NF.12, but featured a "blown" clear-vision canopy to provide a much-improved view compared to the old framed canopy; improved US AN/APQ-43 radar and an even longer nose; yaw dampers to control "snaking"; and other lesser changes. 100 NF.14s were manufactured, and were the last Meteors built, with the very last of the breed delivered on 26 May 1955.
The Meteor night fighters remained in front-line RAF service until 1961. The total number of Meteor night-fighters built by Armstrong-Whitworth was 547.
Some of the NF.14s were later converted to "NF(T).14" navigation trainers. Others were modified as target tugs, with a windmill-powered winch mounted inboard of the right engine, and were designated "TT.20". The TT.20s remained in service with the RAF at least into the 1970s.
A total of almost 4,000 Meteors was built in all, and the type served with ten air forces. The following table gives Meteor variants and their production quantities. The quantities tend to be somewhat difficult to pin down precisely since it is unclear in many cases whether prototype builds are counted as part of the total, but should be in the ballpark.
The Dewert engines were also used as runway de-icers, which of course will not apply to countries like Australia, Egypt, Brazil, or Israel.
Let the hunt begin.
- Gabe
