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METEOR F.4IN FOCUS
METEOR F.4The Meteor became a very important export product for its creator, the Gloster
Aircraft Company. It was the first major version of the type to sell overseas,
at a time when many air forces were either re-establishing themselves or
simply re-equipping after the end of World War Two. Demand for the type was
high, especially when its excellent performance with RAF squadrons became
apparent. Several countries subsequently operated the Meteor F.4, either with
new-build examples, or machines originally destined for the RAF which were
diverted to fulfil export orders.
The initial overseas customer for the Meteor F.4 was Argentina, with which
Britain had good relations at the time. Argentine Meteors were ordered in
1947, with the type being supplied as new-build examples in addition to
airframes diverted from intended RAF deliveries. The first customer in Europe
was the Netherlands, which ordered Meteor F.4s shortly after Argentina. Several
additional countries signed up for the F.4, paving the way for further export
successes for subsequent marks, notably the two-seat T.7 trainer.
In later years following the type’s replacement by higher-performance types,
the Meteor F.4 fulfilled second-line duties, one of these being target-towing.
Converted F.4s excelled in this particular role, especially in the Netherlands.The Meteor became a very important export product for its creator, the Glosterstrengthening of the airframe
to absorb the power increase.
Armament for the F.4 remained
the standard Meteor layout of four
20mm cannons, two in each side of
the forward fuselage.
Manufacture of the F.4 was mainly
carried out by Gloster, but a small
number were built by Armstrong
Whitworth Aircraft at Baginton.
Initial production examples, which
began with serial number EE517,
had the same wing planform
as previous Meteors, but the
increased power and top speed
resulted in considerable stresses
on this wing design. Gloster
therefore reduced the wingspan
from 43ft (13.1m) to 37ft 2in (11.3m)
by squaring off the wing tips. This
reduced stresses and improved
the Meteor’s rate of roll, but
increased landing speed. The new
short-span wing was nevertheless
standardised for the type, under
the company designation G.41G.With the Derwent V the F.4
had excellent acceleration on
take-off and good single-engine
performance (with one powerplant
stopped), and was cleared for
flight up to a critical Mach number
of 0.78. Overall it represented an
important upgrade in the RAF’s
fighter capability.Operational service
Although the Meteor airframe that
was a prototype and development
aircraft for the F.4 variant actually
flew in 1945, it was not until later in
1947 that production examples of
the F.4 started to reach operational
RAF squadrons. This fact has
confused a number of aviation
historians, who have stated
incorrectly that the F.4 entered
service in May 1945.
Several RAF frontline squadrons
began to receive Meteor F.4s
during 1947 and early 1948,
alongside the Meteor Mk.IIIairframes already in operation.
These included 74 and 222
Squadrons, which were effectively
the first to become operational
on the type – an event which
somewhat surprisingly was
heralded with little fanfare. Theformer squadron was, arguably, the
premier RAF fighter unit, and so it
was particularly appropriate that
it was among the initial recipients
of the Meteor F.4, in 1947. During
the course of 1948 several further
units, including 66 and 92Here, RA444 displays 257 Squadron's
peacetime codes 'A6' on the fuselage.
(Malcolm V. Lowe Collection)In addition to RAF service, the Meteor F.4 was much in demand for
export, including these Dutch-operated examples.
Painted yellow overall, this Meteor Mk.III, EE455, was one of two (via John Batchelor)
brought up to early F.4 standard and used for an attempt on the
world air speed record in late 1945. (Gloster)22-25_Meteor History.CC.indd 23 17/03/2015 14:28