Gloster Meteor Mark F. MK III
The first volume production version of the Meteor was the Mk III (G.41C) with a total of 210 aircraft built. Visually similar to the MK I except for the new sliding Malcolm canopy and slotted airbrakes it had a strengthened airframe to absorb the additional power from the 2,000 lb thrust Derwent I engines. Due to production difficulties the first 15 had to make do with W.2B/23 Welland engines although some of these aircraft may have been retrofitted later once sufficient engines were available. These early aircraft almost all operated by 616 Squadron can be distinquished from the Derwent powered Meteors due to their slightly longer jet-pipe which protruded from the rear of the nacelle to a greater extent.
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Span:
Length: Powerplant: Maximum speed: Service Ceiling: Rate of Climb: Range: Armament: |
43ft
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616 Squadron was again the first unit to receive the Meteor III with the first examples reaching the squadron in December 1944. They were the only squadron to use the Meteor in action in WWII as the war ended before additional squadrons could become operational. Many F Mk III's were used in aviation research either directly from the Gloster production line or after squadron service including EE416 which went to Martin-Baker for ejection seat trials. Two others were fitted with strengthened undercarriage and a V Frame arrestor hook for deck landing trials on HMS Immplacable.
Two Mark III's clearly showing the short span nacelles.
One of the thirty F Mk. III's allocated for tests and trials showed the benefit of increasing the chord (length) of the engine nacelles. With the longer nacelles there was less compressibility buffetting at high speeds leading to an increase in the redline speed at 30,000 ft of 75 mph. As a result of these tests the last fifteen F Mk. III's were delivered with longer nacelles. The increased power of the Derwent engine and this performance improvement led directly to the Meteor F4 and its successful attempt at the world absolute air speed record.
Three F Mk III's were evaluated by foreign air forces, EE311 going to the RCAF although it didn't last long, running out of fuel and being ditched in June 1946. The second aircraft was operated for some years by the RNZAF. Re-serialled NZ6001 it was demonstrated throughout New Zealand from late in 1945 and eventually purchased for £5,000. It later became an instructional airframe and was scrapped in 1957. The third EE427, built in December 1945 was shipped to Australia on loan in May 1946. It too had a short operational life being written off in Feb 1947, it was reserialled A77-1 although it may never have carried RAAF markings.