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Aviation History
1948
1948 - 0421.PDF
APRIL 1ST, FLIGHT 351 Meteor Miscellany seat is the Normalair pressure cabin control valvewhich by regulating the rate at which the air escapes, governs the cabin pressure. An inflatable rubber gasket seals the slidinghood, the gasket being held against the edges of the hood by a casting attached to the windscreenarch, the hood sills and the seat bulkhead, and being inflated by air from the cabin pressure pipeat a branch pipe after the constant-flow valve. In the nose of the fuselage is an intake for coldventilating air, and, on the port side of the cock- le pit, an extractor valve for stale air. The controlhandle for the pressure and heating systems has three positions—"Cold" (vent and extractorvalves open, shut-off valve closed) ; " Hot " (vent and extractor valves partially shut, shut-off valve^opened sufficiently to admit some hot air) ; and Pressure" (ventilating system closed and shut-off valve fully open). At the last setting pres- surizing starts automatically at 7,000ft, and thefull pressure differential of 3 lb/sq in is attained at 24,000ft. In addition to being pressurized, the standardMk IVs are fully "tropicalized" and have, in addition to their four 20mm guns, fittings for two1,000 lb bombs or eight 90 1b rocket projectiles. The extra, thirty inches of fuselage length in the latest version permits The contour, attachment and operation of the enclosure over the Trainer's tandem seats has been the subject of deep study. GLOSTER METEOR T. MK VII TRAINER Two Rolls-Royce Derwent V Turbojets •(Provtsional Specification) A comparison of the front fuselage side panel of a standard Meteor IV (above) and that of the Meteor VII trainer, showing the greater length of the latter. elimination of several hundred pounds of ballast,and allows for an extra fuel tank of 100-120 gal- lons. This tank supplements the main fuselagetankage of 325 gallons and a ventral drop tank of r8o gallons. The fighter version can, moreover,be fitted with wing drop tanks of 100 gallons each. Moreton Valence always provides plenty of in-terest, and on a summery day last week the pilots \V"re fully occupied on production testing andJwelopment flying. S/L. Waterton is now assisted in this work by Messrs. J. Zurakowski,Rodney Dryland and J. M. Cooksey. Having seea '' Zura'' disappear into the blue from all-out level flight, we were prompted to ask how many turns of an upward roll the Meteor could complete ina zoom. He thought perhaps six—certainly five. Possibly Farnborough will supply an answer in September this year. The latest in-formation from the Gloster tech-nical office shows that the MeteorIV has a rate of roll at 5,000ft,with a force of 60 lb on the con-trol column, of 100 degrees persecond. Squadron Leader /. Zurakowski, ex- Boscombe Down pilot, is one of the Gloster test team. Dimensions Span 37ft Tin Length 43ft 6in Aspect ratio ... ... ... ... ... ... ... ... 3.9 Weights Tare weight 10,2901b Removable equipment 1181b Pilot and pupil, with equipment... ... .„, ... ... ... 4471b Fuel (325 gall) 2,6331b Oil (5^ gall) 501b Ballast 462H)All-up weight (without drop tank) All-up weight (with drop tank) Performance Max. speed at s.l. (no drop tank) Max. speed at 20,000ft (no drop tank) ... Max. cruising speed (no drop tank) at 20,000ft Rate of climb at s.l. (no drop tank) Rate of climb at 20,000ft (no drop tank) Absolute ceiling (no drop tank) ... Max. range (with drop tank) 14,0001b 15,7501b 585 m.p.h. 565 m.p.h. 535 m.p.h. 7,920 ft/min 4.820 ft/min 48,500ft 87.0 miles S.L.A.E. BRAINS TRUSTO VER ioo people attended the "Brains Trust" meeting ofthe Society of Licensed Aircraft Engineers held in con- junction with the A.R.B. and the M.C. A. at the Mansion House,on March 20th. The Brains Trust was composed of six mem- bers of the A.R.B., Mr. R. E. Hardingham, O.B.E., being inthe Chair and Mr. F. F. H. Boxal represented the M.C.A. Besides numerous written questions the Brains Trust answeredsupplementary and impromptu questions from the audience. In reply to a request to state the reasons for the recent ground-ing of Tudor airliners, Mr. Hardingham pointed out that the decision was ministerial and although the A.R.B. had noevidence to justify the suspension of the type's C. of A., it had been taken as a precautionary measure. After investiga-tions by the R.A.E. had failed to find any cause to withdraw it, the C. of A. had been passed for re-issue. There werenumerous questions on the duties of L.A.E.s concerning auto- matic pilots and the Braine Trust replied that regulationsdefining those duties were being considered and compiled and, until they were issued, the overriding requirement—that anauto-pilot shall not affect the manual operation of the flight controls—was considered adequate to ccver all cases atpresent.
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