Page 67 - Aviation News (February 2020)

allowed a passenger to be carried as part develop a version of the Meteor, which the four Hispano 20mm cannons of the
of the demonstration of the aircraft’s would serve as an interim measure. At this day-fi ghters were displaced to the wings,
handling and performance. The advent time the company was very busy with the outboard of the engines. The two-seat
of the G43 prompted the Air Ministry to Javelin all-weather fi ghter and the Meteor cockpit was pressurised but no ejection
publish specifi cation T1/47 for a jet trainer, F.8, so sub-contracted the development seats were fi tted (as was the case with the
a specifi cation which the Gloster aircraft and production of the new aircraft to NF.11 and NF.13 variants though were added
already fulfi lled. G-AKPK was sold to the the Armstrong Whitworth Aviation (AWA) from the F.8 onwards). The aircraft was
Royal Netherlands Air Force and the Meteor Company at Baginton, Coventry. powered by Rolls-Royce Derwent 8 engines
T.7 was put into production; the fi rst aircraft with uprated thrust of 3,700lb st (16.46kN).
taking to the air on October 26, 1948 and FIRST NIGHT-FIGHTER Altogether, four prototypes were built and
the fi rst examples entering service with 203 The two-seat T.7 was the obvious starting the fi rst production NF.11s were delivered
Advanced Flying School at RAF Dri eld, point for developing the Meteor night- to 29 Sqn in July 1951, replacing their
Yorkshire that December. fi ghter and the aircraft chosen for the initial Mosquito NF.36s. In December 1952 AWA
It is with the Meteor T.7 trainer that conversion was the fourth production T.7, fl ew the prototype of a tropicalised version
the story of the night-fi ghting Meteors VW413. The fi nished design incorporated of the NF.11 intended for service in warmer
begins. As early as 1947 the Air Ministry had the long-span wings of the Meteor F.4 and climes. The NF.13, as it was designated, was
published a requirement to replace its PR.10 and the tail assembly designed for essentially an NF.11 with three modifi cations:
de Havilland Mosquito night-fi ghters. the Meteor F.8. The long nose created to the cockpit was air-conditioned, serviced
When it became apparent that incorporate the AI (airborne interception) by cold air inlets situated on the fuselage
fulfi lling this was going to radar contained a mock-up of the radar and just forward of the ventral tank; distance
be di cult, the ministry ballast to simulate its weight. VW413 fl ew measuring equipment was installed
proposed that Gloster in this confi guration in October 1949. On necessitating additional aerials on the wings;
the successful completion of these tests, and a radio compass was fi tted with a small
Armstrong Whitworth began designing loop aerial on the rear of the canopy. The
the fi rst true prototype of what was to latter two modifi cations were added to aid
become the Meteor NF.11 – with navigation in the desert environment. In
WA546 fl ying for the fi rst time all other respects the aircraft was an NF.11
on May 31, 1950. The AI Mk 10 and performance was the same. The NF.13
radar was fi tted in the nose and served with just two RAF squadrons: 39 and
219, both based at Kabrit in the Canal Zone.
TRAINING
Initial training for Meteor NF.11 crews was
at RAF Leeming, North Yorkshire and it was
with 228 OCU that prospective pilots and

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