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Aviation History
1948
1948 - 0698.PDF
542 FLIGHT MAY 2OTH, 1945 ( " Flight " photograph,. The unmistakable silhouette of the Meteor VII is presented to the camera as Rill Waterton peels off. In the photographic Lancaster, L. W. McLaren, "Flight " photographer, is roped round the waist against unintentional departure through the door. «—.- Jet Trainer the ASI, slight tail buffeting began to set in and there was a suggestion of hunting. At high Mach numbers—0.82 is permissible at low levels—the Meteor has a distinct ten- dency to pull out of the dive," which can be checked by the pilot but which at extreme speeds is accom- panied by a wing—usually the port—dropping. A Mach number of 0.8 at 10,000ft gave us a true speed of 585 m.p.h.—the maximum claimed by the makers for the Meteor IV and VII. Stress analysis of the Mk. VII trainer, incidentally, shows an ultimate load factor of 9 g. at all speeds up to 600 m.p.h., in conjunction with a Mach number of 0.82. Using some of the speed accumulated in the 9,000ft drive, Watertoa pulled up in a rocket loop (300 knots over the top), coming out in an aileron turn to bring us in line with Filton, where the Braba- zon could be glimpsed in her hall and Freighters and Brig ands were disposed in abund- ance. The retarding effect of the hydraulically operated air brakes (which, forewarned by Waterton, we watched as they snapped out from the upper surface of the wing) was transmitted forcibly to our shoulder straps as the Trainer nosed steeply down These brakes have a triple function : firstly, they enable The Meteor Trajner is fmcd wjth the Meteor to descend quickly All future Meteors will without exceeding limitations of speed and Mach number; secondly, they can be used to steepen the dive ; and lastly, they provide an invaluable means of reducing speed quickly during an attack. This third quality would prove par- ticularly, useful in night fighting and in this connection it can be said that the Meteor squadrons now flying from Horsham St. Faith have been operating by night. A Meteor on test has been put into a 70 deg. dive at 32,000ft, with the Derwents at 97 per cent of maximum r.p.m., and has descended to 4,000ft in about a minute without exceeding design limits. By closing the throttles and opening the brakes, the deceleration is about 60 per cent of that due t gravity at 400 m.p.h. Only a negligible change in trim \ noted as the brakes were operated. Heading for Moreton Valence, Waterton allowed us to take charge. Control response in a circumspect turn wa? ready, but as we were hurrying home at 500 m.p.h. the force required seemed heavy to one with no experience oi '' Meteorific '' performance. The main wheels touched, on landing, with 120 m.ph showing on the clock. Thus acquainted with the qualities of what is indis- putably the world's fastest trainer and — excepting rocket-powered fighter and research machines — the fastest-climbing aircraft fly- ing today, one wa9 eager to learn of plans for a demon- stration trip to Turkey, due " Flight" photograph. to start on May 20th. Water- the new Dunlop twin-cell brakes ton will carry as passengei be similarly equipped. Mr. F. Cook, of Gloster's ser-
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