The Gloster & AW Meteor: A Comprehensive Guide for the Modeller

138 Pages·2004·83.497 MB·English

by  Richard J. Caruana, Richard A. Franks

DATAFILE
THE GLOSTER & AW '
M E T E O R
A COMPREHENSIVE GUIDE FOR THE MODELLER
J.
by Richard Caruana & Richard A. Franks
SAM Publications
The cover artwork depicts a
Modellers Oatafile No.8
Meteor F Mk 8 of the Israeli
Air Force and was created The Gloster & Armstrong-Whitworth Meteor
exclusively for this publication
by Richard j. Caruana & Richard A. Franks
by Michele Marsan
First published in 2004 by SAM Publications
Media House, 21 Kingsway, Bedford, MK42 9B), United Kingdom
© 2004 SAM Publications
© Richard). Caruana 2004 (Chapters I to 4 & 9 & Appendices IV, VI & VII)
© Rudy Binnemans 2004 (Chapter 5)
© Richard A. Franks 2004 (All remaining Chapters & Appendices)
© Michele Marsan - Interior artwork and sketches
SAM PUBLICATIONS © Richard ). Caruana -Colour artwork
© )acek )ackiewicz -Scale plans & isometric artwork
© Crown Copyright used with the permission of Her Majesty's Stationery Oftice (H.\IS0)
The right of Richard j. Caruana to be ideJ/ti{ted as the allthor or thi; work (ChapI<'/'; I ra ~ c' 9 c' App,,,d,,,_, I : \ 1 c' \ 111 h,l; />,','11 a;;erfed ill accordance
with sections 77 and 78 of the Copyright Designs alld Pntew.' Acr, 1988).
The right of Richard A. Fmnks to be idelltified as the aI/thor of Ihi.' work (all r,lIIailllllg Ch,lpla_' . ,x"p: C",lp:,r _; c' _-lpp"lcii(,';) ha; been asserted in
accordance with sections 77 and 78 of the Copyright, Designs and Parew; ACI, 1988).
'Modellers Datafile' and 1\ Comprehensive Guide for the Modeller' are the copyright of Richard .\Ian han. ,an are u,e in his publication by SAM
Publications with the permission of the copyright holder (First Series Rights Onll')_
All rights reserved. No part of this publication may be reproduced or transmitted in any 101m or b,-anI' mean,. elemonic or mechanical, including
photocopy, recording, or any other information storage and retrieval system, without permis,ion in "'fiung -rom he publishers.
ISBN 0 9533465 8 7
Typeset by SAM Publications, Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom
Series Editor Richard A. Franks
Designed by Simon Sugarhood
Printed and bound in the United Kingdom by PrinthaUs, Scirocco Close, Moulton Park, Northampton, \\ 3 6H E. L'nited f\ingdom
The Modellers Oatafile Series:
• No.1 - ) fI, ,nei -\I,,'qullo -Out of Print • No.2 - I 4 -Out of Print
• No.3 -Supermarine Spitfire (Part I Merlin-Powered)' • No.4 -Avro Lancaster (Inc Manchester & Lincoln) .
• No.5 -Supermarine Spitfire (Part 2 Griffon-Powered) • • No.6 - Bristol Beaufighter •
• No.7 - English Electric Lightning' • No.8 - Gloster (& Armstrong-Whitworth) ~Ieteor
• No.9 - Hawker Tempest & Sea Fury - Due late 2004
• Available
Acknowledgments
A word of thanks must go to the following people and organisations, without whose help and encouragement this title "'ould ne'-er hal'e happened:
The Department of Records & Information Services, Royal Air Force Museum, Hendon; The Aircraft & Exhibits Department, Royal_\ir Force ~Iuseum,
Hendon; The Conservation Centre, Royal Air Force Museum, Cosford; RAF Museum, Cosford; Midland Air Museum, Cm-entn'; Rud~' Binnemans (Belgium);
Bill Coffman (Canada); Jim Grant (Australia); Glenn Sands (UK)
Also a large vote of thanks to the following organisations and firms that readily supplied products for inclusion in this title:
Aeroclub, 5, Silverwood Avenue, Ravenshead, Nottingham, NG 15 98J • Tel: [phone]' Fax: [phone]
Airfix, Humbrol Ltd, Marneel, Hull, North Humberside, HU9 5NE' Tel: [phone] • Fax: [phone]
Czech Master Resin (CMR), Czech Republic
Classic Airframes, PO Box 577580, Chicago,lL 60657-7580, USA' leI/Fax: [phone]
Eduard M.A., 43521 Obrnice 170, Czech Republic' Tel: [phone]' Fax: [phone]
Hannants (Xtradecal), Harbour Road, Oullon Broad, Lowestoft, Suffolk, NR32 3LZ' Tel: [phone]' Fax: [phone]
I
~
Contents
r
I
Preface 5
Glossary 6
r
r
The Gloster Meteor - A Concise History
t
r
Birth of a New Era 7
Chapter The development of the jet engine, the E.28/39 and the Meteor F Mk I
r
Meteor F Mk I to T Mk 7 12
• Chapter2 The development and operational use of the F Mk I through to T Mk 7
l
I Meteor F Mk 8, FR Mk 9 & PR Mk 10 18
Chapter3 The development and operational use of the F Mk 8 to PR Mk 10 series
t
L
I Long-Nosed Meteors, Target Tugs & Drones 22
Chapter4 The NF (Night Fighter), IT (Target Tug) and U series
5 The Meteor in Belgium, by Rudy Binnemans 27
Chapter The fighter, trainer and night-fighter Meteors in Belgian A.F. service
Modelling the Meteor
r
r
Colour Side-views 33
6 The Basics 41
Chapter A look at the starting point for modelling the Meteor in lI72nd and 1I48th scales
7 Understanding the Subject 52
Chapter A detailed analysis of all the different versions of the Meteor, and how to model them
Detailing 66
An extensive look in and around the Meteor
Cockpit Interior Views 83
Camouflage & Markings 102
Chapter9 A modellers' guide to the colour and markings applied to the Meteor throughout its career
p
I
Contents
I Kit Listing 112
Appendix
A complete listing of all the Meteor construction kits
II Accessories & Conversions 113
Appendix
A complete listing of accessories produced for Meteor kits
III Decals 114
Appendix
A concise listing of all Meteor decal sheets
IV Meteor Variants 116
Appendix
A complete listing of the technical specifications of all the different Meteor variants
V Meteor Genealogy 118
Appendix
The genealogy of the Meteor family
VI Foreign Operators 120
Appendix
A concise list of all foreign operators of the Meteor
VII Meteor Production 122
Appendix
A complete list of Meteor production
VIII Meteor Squadrons 124
Appendix
A complete listing of Meteor Squadrons
IX Meteor Bibliography 126
Appendix
A concise list of books, journals and periodicals
Index 127
Fold-out Plans -
1/72nd scale
Preface
NF Mk 14, WS744 in the
colours of NO.85 Squadron.
This machine was later
converted to a NF(T) Mk 14
and operated by Nos. 1 and 2
Air Navigation Schools before
going to RAF Leeming as Insl.
Airframe 7962M
(© R.J. Caruana)
ilitary aircraft that do not carve their niche in t is unusal to have two prefaces in a title, but with this
wartime, rarely make it into the annals of aviation Modellers' Dataflie I feel I must make mention of someone
history; the Gloster Meteor is an exception. With a by way of recognition and thanks. Way back in October 1988
service life spanning some thirty odd years, all those who, in one in the second edition of the 'new' Airfix magazine, Jim P. Wood
I,'ay or another, were associated with the Meteor remember it did a series of articles on building the Meteor. In them was a
with affection and nostalgia. Born during the bitter years of the series of sketches that showed the modeller how to make eleven
Second World War, George Carter's elegant design formed the versions. At this time I had only been back in modelling for
basis of Fighter Command (Royal Air Force) for the best part of about a couple of years and I have to say that I felt this article
the decades that followed. It also served to bridge old technology was stunning. It showed you how to build the versions in such a
and the far more sophisticated requirements of future jet clever and concise manner. The memory of that article stayed
aircraft development. It was only when jet engine technology with me and some ten years later my thoughts turned to what
outstripped the Meteor's development capabilities that new became the Modellers' Dataflie series you see before you now.
lIghters began to appear. Still, during its lifetime the Meteor saw That article by Jim Wood had stuck with me over the
a metamorphosis difficult to find in any other contemporary intervening ten years and helped me to formulate this new book
aircraft. The emergence of new air forces just after the war and series. I wanted to show modellers how to make every version of
the rebuilding of those that had disappeared during the conflict a specific aircraft type and show them in a way that was easy to
owe much to the Meteor - Egypt, Syria, Israel, Denmark, The understand and of use. I never had the good fortune to meet Jim
\'etherlands and Belgium just to mention a few. And the number Wood, who is sadly no longer with us, but through that one
ot' surviving Meteors preserved in museums all over the world article I was encouraged to create this series of books. To me
are the best memorial to those who designed and flew it. that is what modelling is all about and I can only hope that our
work today will encourage another batch of modellers in the
7C-iehtl~~ I). Ctl~1ftI1ItI future, as Jim Wood's article did for me back in 1988.
Malta, 2004
7C-iehtl~~,A. ~~tlnks
Bedford,2004
This F Mk 8 (WH456) of
NO.616 Squadron carries the
individual letter L on the nose
door. This photo was take
during their annual Summer
Camp detachment, which was
to Ta'Qali, Malta in this
instance
(© R.J. Caruana)
Preface ~
Glossary
AA ........ Anti-Aircraft MAC ,j\lediterranean .-\ir Command
A&AEE ....A eroplane & Armament Experimental Maj ....... ~Ia.ior
Establishment MAP .. , .!llinistrl' ot' .-\ir Production
AACU ..... Anti-aircraft Cooperation Unit Me. , .. lllesserschmitt (also BO
Air Cdre ... Air Commodore (RAF) Mk ...... !llark
ACM ...... Air Chief Marshal (RAF) ML .......M L Aviation Ltd
AFC .......A ir Force Cross (RAF) MU ... , ...M aintenance lnit (R.-\F)
AFDU ..... Air Fighting Development Unit NF ... , .... Night Fighter
AI ........ Airborne Interception (radar) No. . ... Number
Air Mshl ... Air Marshal (RAF) NCO ...... Non-commissioned Ofticer
ASC .......A ir Support Control NEAF ..... Near East Air Force
AVM ...... Air Vice-Marshal (RAF) OTU ...... Operational Training Unit
BAFO .....B ritish Air Forces of Occupation PFF .......P athfinder Force
BEF ....... British Expeditionary Force Pit Off ..... Pilot Ofticer (RA F)
BS ........ British Standard PR ........P hotographic reconnaissance
Capt ......C aptain PRU. , ..... Photo-reconnaissance Unit
CMF ...... Central Mediterranean Force RAAF ..... Royal Australian Air Force
CO ........ Commanding Officer RAE ...... Royal Aircraft Establishment
Do ........D ornier RAF. . . .Royal Air Force
DFC ....... Distinguished Flying Cross RATO , .... Rocket Assisted Take-Off
DFM ...... Distinguished Flying Medal RCAF .. Royal Canadian Air Force
DSO ....... Distinguished Service Order R1-IAS .... Royal Naval Air Station
DTD ...... Directorate of Technical Development Sgt .. , .... Sergeant
FAA ....... Fleet Air Arm Sqn ..... , .Squadron
FEAF ......F ar East Air Force Sqn Ldr ...S quadron Leader (RAF)
Fg Off ..... Flying Officer (RAF) T .... Trainer
Fit Sgt ..... Flight Sergeant (RAF) TI ........ Target Indicator
Fit Lt ...... Flight Lieutenant (RAF) UK ....... United Kingdom
FRU ....... Fleet Requirements Unit USAAC .... United States Army Air Corps
FS ........ Federal Standard USAAF ., .. United States Army Air Force
FTS ....... Flying Training School USS .......U nited States Ship
GLO ....... Ground Liaison Officer VC ........ Victoria Cross
Gp Capt ... Group Captain (RAF) VE-Day .... Victory in Europe Day
HAL ......H awker Aircraft Ltd. Vj -Day .... Victory in japan Day
HF ........ High-Altitude Fighter Wg Cdr ... .wing Commander (RAF)
HMS ...... His/Her Majesty's Ship WIO ...... Warrant Officer
HQ ....... Headquarters IG ........ Suffix letter added to aircraft serial number denoting
IFF ....... Identification Friend or Foe that it carried special equipment and was to be guarded at all times.
kg ........K ilogram
KG ........ Kampfgeschwader (Luftwaffe) Categories of accident -military
JG ........ jagdgeschwader (Luftwaffe) Cat.3 ......T he aircraft damage is considered to be beyond unit
lb .........P ound resources but may be repairable on site by a service
LF ........ Low-Altitude Fighter working party or a contractor's working party.
L.G ........L anding Ground Cat.4 ......T he aircraft damage needs special facilities or
It ......... Litre equipment for repair which is not available on site.
Lt Cdr .....L ieutenant Commander (Royal Navy) Cat.S ...... The aircraft is considered to be beyond
Lt Col ..... Lieutenant Colonel economical repair.
This RNethAF F Mk 4 coded
1-69 was originally VZ409 in
RAF service
(© R.J. Caruana)
~ Glossary
Birth of a New Era
Chapter
A well-known image of the
Gas Turbine Development designated WI, similar to the U-I, as the U-type engine was Gloster E.28/39, probably
he development of turbine engines in England began now known. Since Power jets had no production facilities, it taking off from Farnborough
(© R.J. Caruana)
during the mid-twenties, when Rolls-Royce was was decided that the company would be entirely devoted to
considering an axial flow turbine to drive a propeller in design and development, while production of the engines
J 926. w.e. Clothier carried out tests on a single-stage compressor would be contracted to other companies.
and a single-stage turbine the following year. No more serious Whittle himself suggested in january 1940 that the Rover
investigations and studies were conducted in this area for several Motor Company Ltd should undertake construction work of the
I'ears, until Frank Whittle provided the necessary drive to bring new engine, while Sir Henry Tizard mentioned Vauxhall Motors
the jet engine into practical reality. Whittle had begun thinking Ltd as another possibility. Vauxhall declined the offer due to
about gas turbines in 1929, taking out his first patent on 16th pressure of work. Unfortunately, throughout 1940 relations
January 1930. It was only six years later that his dream began to between Power jets, Rover and BTH deteriorated to such an
materialise, having gained the financial support of O.T. Falk & extent that only Whittle's determination managed to get the jet
Company, when Power Jets Ltd was incorporated in March 1936 engine to fly! Credit must also go to his dedicated team, which
with an authorised capital of £10,000. included Cheshire, WR. Hawthorne, G.B.R. Feilden and G.w.
Under Whittle's direction, British Thomas Houston Co Ltd Bone. Part of the problem was financial, as the Government,
(BTH) designed and built the first experimental jet engine that through the Ministry of Aircraft Production (MAP), did not
was test run on 12th April 1937. Results obtained by the 'u' -type take full responsibility for development costs before March
engine immediately proved that both project and development 1940. In August, MAP placed the first order with Rover, who
were on the right track. By july 1939, the revolutionary engine was had been contracted for quantity production. They worked
ordered into production as the Weiland WI, by which time L.J. from designs supplied by Power jets, modifying wherever
Cheshire and D.N. Walker from BTH had been loaned to Power necessary to ease production.
jets Ltd. The Air Ministry began to take notice of developments
and even provided some funding for further research. Proving the Theory
During a visit to the Gloster factory, Sqn Ldr Whittle was Contract SBo3229 (to Specification E.28/39) for the design and
shown a twin-boom fighter project mock-up (the E18/37) on construction of an aircraft to test the new engine in flight was
which Chief Designer WG. Carter was working. Carter had placed with Gloster on 3rd February 1940. It was intended to be a
already come to know of Whittle's propulsion project, and during basis for a fixed-gun interceptor "as far as the limitations of size
this visit was able to obtain first -hand information on jet engines. and weight imposed by the power unit permit". The four 00303in
In fact, Whittle even commented that such a twin-boom layout (7.7mm) Browning guns were not required for the testing stage,
would be ideal for the installation of his engine in place of the though space and weight provisions had to be allowed. The
projected Napier Sabre. specification called for a maximum speed of 380mph (611km/h)
Carter returned the compliment of Frank Whittle's visit by with an engine thrust of 1,200Ib.
going over to visit the Power jets' establishment at Lutterworth Carter and Whittle worked very closely to design a small low
in August 1939, accompanied by T.O.M. Sopwith, director of wing monoplane with the engine buried behind the pilot's
the Hawker-Siddeley Group of which Gloster Aircraft had cockpit. It was to have a tricycle undercarriage, and air for the
become a part in 1934. Before going there, however, Carter had engine would enter through an intake in the nose, passing
been summoned to the Air Ministry where he was asked to through ducts on either side of the cockpit. Any serious
design an aircraft to test Whittle's engine. By that time, the Air consideration of using the E18/37 twin-boom design that Whittle
Ministry had placed an initial contract for an engine had seen at Gloster i.n 1939 had been discarded, as with the power
Birth of a New Era ~
OG202/G, the first prototype
powered by Rover W.2B
engines. When this image
was taken in July 1943 this
aircraft lacked the
fin/tailplane acorn fillet
available the aircraft offered little potential for the future fighter 1941, Sayer decided that the aircraft was ready for its first flight.
the Air Ministry was seeking. It was becoming increasingly This could not begin until late that evening due to poor weather
obvious that E.29/39 could only serve as a test bed. conditions, but at 7.45pm the aircraft ran down the Cranwell
Work on two E.28/39 prototypes, bearing Gloster's designation runway and took off for a flawless 17-minute flight.
G.40, commenced at Brockworth. W4041 was soon moved to Over the following thirteen days, fourteen more flights were
Regent Motors in Cheltenham for fear of enemy raids against flown with W4041/G, proving even to the most sceptical that jet
aircraft factories. The 'Pioneer', as the prototype E.28/39 was propulsion was not only feasible and practical, but that it was also
referred to by Gloster, was of all-metal construction with a going to open a completely new chapter in aviation history.
monocoque fuselage of nearly circular section practically built Altitudes of up to 25,000ft (7,605m) were reached, recording a
around the Whittle engine. The pilot sat in a cockpit covered with maximum speed of 300mph (482.4km/h) and an endurance of 56
a rear-sliding hood and an 81 Imp. Gal. (306It) fuel tank was minutes with a full tank.
placed between the rear end of the cockpit and the engine. Two Well before this flight Carter was convinced that the first jet
wings were designed, one having a NACA 23012-series section fighter had to be a twin-engined design, as a single engine could
and another of ECI240 section, both of which were built as two not possibly provide the necessary power to make any marked
spar cantilever structures tapering in chord and thickness improvement over conventionally powered aircraft.
towards the tips. All moving control surfaces (except the flaps)
were fabric -covered. The F.9/40
Progress of the W.I engine progressed in parallel, with a In August 1940, George Carter had prepared a detailed study
second engine largely made up of reject parts from the W.I being concerning the possibility of designing a real jet fighter aircraft
designated W.IX. Tests were run with the latter engine and it was and his recommendations were grouped into a brochure
even fitted to the prototype for taxying trials. This enabled the W.I presented to the Air Ministry. He therefore recommended the
to be conserved for the actual flight test programme. use of a twin-engined layout, the power plants being encased in
W4041 was completed in March 1941, fitted with the NACA wing pods that made their replacement a fairly simple matter.
23012 wing. It was taken from Crabtree's Garage in Cheltenham to There appears to have been some indecision as to whether the
Brockworth where Gloster's Chief Test Pilot Fit Lt P.E.G. Sayer engine pods should be under-slung or mid-mounted. The
commenced taxying trials on the evening of 7th April. choice fell on the latter solution, especially after wind-tunnel
Controllability was found to be good, but acceleration was poor. tests at RAE Farnborough.
The following day the engine ran at 16,000rpm as compared to This arrangement, in turn, resulted in a shift of the aircraft's
the 13,000rpm it had achieved before, and the aircraft managed centre of gravity further aft in comparison with that of nose
three hops of about 6ft (1.82m) height during fast runs. Whittle mounted piston-engined fighters. The tricycle undercarriage
himself performed some short taxying runs that same afternoon. layout as fitted to the 'Pioneer' was a partially successful
After taxying trials at Brockworth had been concluded, solution, as the new fighter would fly for quite a few years with
W4 041 /G (G standing for 'Guarded', indicating that the aircraft useless ballast in the nose. Carter had also argued that as the
had to be guarded at all times while unattended on the ground) engines were buried in wing pods, the main airframe design
The third prototype F.9/40,
OG204/G was powered by the returned to Cheltenham where the W.I engine was installed. From would not need to undergo radical changes whenever engine
Metro-Vick F.2 axial-flow there it was taken to Cranwell by road where by 14th May it was updates were necessary.
engines
ready for taxying trials. After a few ground runs on 15th May A high tail configuration appeared as most logical, keeping
~ Chapter 1
Fourth prototype DG205/G
the tail well away from the stream of engine exhausts. This, in june. Moreover, they fell below the specified thrust, providing only with (from left to right) John
turn, entailed a complicated and heavy structure. Although 1,000lb (450kg) each and were installed only to permit the Crosby-Warren, Michael
Daunt, Frank McKenna, Frank
the Air Ministry had specified a six-cannon installation with prototype to perform its taxying trials. Meanwhile, Gloster had to
Whittle and George Carter
ISO rounds per gun (rpg), Carter opted for a four-gun cope with the failure of the wing's rear centre section spar. Rather
arrangement in the nose (a pair on either side), with the other than risk further delays due to a complete redesign of the unit, the
pair installed underneath. He actually cautioned against the problem was solved by strengthening its '0' section by using high
latter pair, as though 18,0001b thrust was being expected from tensile steel. By 26th june, the revised wing structure passed
the Whittle engines, he was not so optimistic that such thrust through all its tests and three days later the engines were run.
would be available. DG202/G was then finished in all other details, dismantled and
By October 1940, most of these points had been thoroughly transferred from Bentham to Newmarket Heath on 3rd july 1942
debated and decided in consultation with the MAP, with for taxiing trials. Gerry Sayer began these tests on lOth july,
Specification F.9/40 being written around the outcome of these during which he also managed a couple of short hops. In his
talks in November. The original six-cannon arrangement report Sayer commented favourably on the aircraft's stability
eventually gave way to four 20mm cannon with 150rpg in a move although it was clear that power was still inadequate.
to save weight and avoid putting the aircraft's performance at risk.
A full-scale wooden mock-up of the fuselage, including the Improving Thrust
cockpit layout and one complete wing, was ready for inspection in Sayer's report had made it evident that F.9/40 could not fly with
january 1941, and after some slight modifications it was fully the Rover engines; the supply of Rover W.2/500s (which were to
approved on II th February. Detail design studies continued offer 1,500lb (675kg) thrust) was severely delayed. MAP had
throughout that year, Gloster having received an order from MAP envisaged such problems and had already contracted de
(Contract SB21179/C.23 (a) of 7th February 1941) for the Havilland Aircraft and Metropolitan-Vickers to develop their own
construction of twelve 'Gloster Whittle Aeroplanes' (allocated jet engines. Most promising at that stage were the de Havilland
serials DG202 to DG213) as development aircraft. The order Halford H.I, initially rated at around 1,600lb (720kg) but with a
specified the installation of two 1,400lb (630kg) thrust Rover potential of 2,300lb (I ,045kg). Metro-Vick was also registering
W.2B turbojets. good progress with its F.2.
The order included the manufacture of jigs and tooling for the At the end of August 1942, an H.I mock-up was delivered to
production of the new fighter, at the rate of 80 aircraft per month. Gloster in preparation of the fifth airframe (DG206/G), the project
This was not an easy task as Gloster's facilities were deeply receiving maximum priority under the designation F.9/40H. The
involved in design, development and production of the Hurricane wings required modification due to the wider cross-section of the
Mk II and the Typhoon Mk 1. MAP turned to the smaller firms, Halford (15in [38cm 1), calling also for larger nacelles and,
such as Parnall Aircraft, Boulton-Paul Aircraft Ltd and a number therefore, a longer span.
of motor-manufacturers for sub-contract work. Fate thankfully Further failure in the development of the Weiland W.2B and
spared the F.9.40 from suggestions such as Terrifier, Scourge, W.2/500 placed the whole Meteor project in jeopardy, with Gloster
Tyrant and Wrathful when a name was being chosen! MAP trying to find equitable solutions for its future production
apparently settled for 'Meteor' in February 1942. programme. Another major setback was the loss of Gerry Sayer
The first twelve pre-production aircraft were practically hand on 21st October while test-flying a Typhoon. The first good news
built. By September 1941, some of the sub-contractors fell behind arrived on 23rd November when Halford announced that their
schedule; so did Rover Motors who had planned to have thirty H.I had run successfully, and that two units would be delivered to
W.2B engine components ready by the end of that year. A real shot Glosters by the first week of December. On 8th December,
in the arm for the Meteor programme arrived on 21st june 1941 however, MAP cancelled all orders for the Meteor F Mk I it had
when MAP placed an order for 300 F.9/40 fighters with Gloster, to placed with Gloster, due to Rover's failure in delivering its W.2B
be produced at a rate of forty airframes per month. In parallel to engines. Furthermore, the order for 12 prototypes was reduced to
this, MAP placed another order with Rover for thirty engines six, later raised to eight. Everything else had to depend on the
followed by full production of the W.2B, at the rate of twenty F.9/40's first flight and subsequent test results.
engines per week. Although the first Halford engine arrived at Gloster on 28th
Production plans turned out to be over-optimistic; though the November 1942, the other was delayed until 12th january 1943. By
first prototype DG202/G was complete by early May 1942, the first 26th january ground runs of DG206/G's engines had begun. On
Rover W.2B/26 engine arrived on 20th May, the second on 9th 12th February it was taken to Cranwell, where more ground tests
Birth of a New Era ~