C - Cryogenic Globe Valve G. Electrically controlled exit systems for use on escape routes with Central Management Control. SCU series as listed in the current "Revisions-Liste" attached to the certificate. SMX Modular Series and extension modules, for details see the actual revision list. SMX Gen2 Series and extension modules, for details see the actual revision release list. SMX Gen2 Series and extension modules, for details see the latest revision list. TSxPlus V1.
Safety-Related Programmable Electronic System 2oo3 with diagnostics 2oo3D and mode of operation. Final Element Combination of trunnion mounted ball valves and actuators.
Floating Ball series DN Control boards 1K. Drive system: KMS R-IB IL Double Acting abc-d a: 8, 16, 42 b: 0, 4 c: , , , d: , , , , Single Acting abc-d a: , , , b: 8, 16, 42 c: 0, 3, 4, 5, 6, 7, 8 d: , , , , , Detailed correlation table in recent Revision List RL.
KNA3-YS, article no. Safety functions within the safety motion board RC8A robot controller series. Zeszyt drugi. Dysertacja d o k to r s k a. Warszawa, Arkady Glazer Z. Warszawa, Wydawnictwa Geologiczne Hueckel S. Whitman RV. Prentice-Hall, Inc. Englewood Cliffs, Tschehotarioff G. New York. McGraw-Hill Book Co.
Praca zbiorowa pod kierownictwem redakcyjnym G A. Sowers: Foundations superficielles. Journal of the Soil Mechanic Division. IBDM [3. Budowa i utrzymanie. Warszawa, Arkady [3. Li W PAN. Warszawa, IBDM [3. Englewood Cliffs [3. Kaszyce drewniane brytyjskiej firmy Phi G roup Ltd. Kaszyce stosowane w budownictwie autosLrad na terenie Rosji [4.
Rys, W idok zbudowanej kaszycy przedstaw ia rysunek 4. Rys, 4. N a rysunku 4. Die Bautechnik nr. Englewood Cliffs [4. Band II. Gieysztora str. Vida] —.. B u d o w a konstrukcji oporow ej z gruntu zbrojonego przebiega bardzo s z y b k o. Under development. Got a question? Customer care. Keep up to date with ISO Sign up to our newsletter for the latest news, views and product information. Store Standards catalogue ICS 77 English French. United States Ship VC.. Victoria Cross VE-Day Victory in Europe Day Vj -Day..
Victory in japan Day Wg Cdr.. Warrant Officer IG Suffix letter added to aircraft serial number denoting that it carried special equipment and was to be guarded at all times. Categories of accident - military Cat. The aircraft damage is considered to be beyond unit resources but may be repairable on site by a service working party or a contractor's working party. The ai rcraft damage needs special facil ities or equipment for repair which is not available on site.
The aircraft is considered to be beyond eco nomical repair. Birth of a New Era Chapter Gas Turbine Development he development of turbine engines in England began during the mid-twenties, when Rolls-Royce was considering an axial flow turbine to drive a propeller in J Clothier carried out tests on a single-stage compressor and a single-stage turbine the following year. No more serious investigations and studies were conducted in this area for several I'ea rs, until Frank Whittle provided the necessary drive to bring the jet engine into practical reality.
Whittle had begun thinking about gas turbines in , taking out his first patent on 16th January It was only six years later that his dream began to materialise, having gained the financial support of O. Results obtained by the 'u' - type engine immediately proved that both project and development were on the right track.
By july , the revolutionary engi ne was ordered into production as the Weiland WI, by which time L. Cheshire and D. The Air Ministry began to take notice of developments and even provided some funding for further research. Carter was working. Carter had already come to know of Whittle's propulsion project, and during this visit was able to obtain first -hand information on jet engines.
In fact, Whittle even commented that such a twin-boom layout would be ideal for the installation of his engine in place of the projected Napier Sabre. Carter returned the compliment of Frank Whittle's visit by going over to visit the Power jets' establishment at Lutterworth in August , accompanied by T.
Before going there, however, Carter had been summoned to the Air Ministry where he was asked to design an aircraft to test Whittle's engine. By that time, the Air Ministry had placed an initial contract for an engine designated WI, similar to the U-I, as the U-type engine was now known. Since Power jets had no production faci lities, it was decided that the company would be entirely devoted to design and development, while production of the engines would be contracted to other companies.
Whittle himself suggested in january that the Rover Motor Company Ltd should undertake construction work of the new engine, wh ile Sir Henry Tizard mentioned Vauxhall Motors Ltd as another possibility. Vauxhall declined the offer due to pressure of work. Unfortunately, throughout relations between Power jets, Rover and BTH deteriorated to such an extent that only Whittle's determination managed to get the jet engine to fly!
Credit must also go to his dedicated team, wh ich included Cheshire, WR. Hawthorne, G. Feilden and G. Part of the problem was finan cial, as the Government, through the Ministry of Aircraft Production MA P , did not take full responsibility for development costs before March They worked from designs supplied by Power jets, modifying wherever necessary to ease production.
A well-known image of the Gloster E. It was intended to be a basis for a fixed-gun interceptor "as far as the limitations of size and weight imposed by the power un it permit". The four in 7. Carter and Whittle worked very closely to design a small lowwing monoplane with the engine buried behind the pilot's cockpit.
It was to have a tricycle undercarriage, and air for the engine would enter through an intake in the nose, passing through ducts on either side of the cockpit. It was becoming increasingly obvious that E. Work on two E. W was soon moved to Regent Motors in Cheltenham for fear of enemy raids against aircraft factories. The 'Pioneer', as the prototype E. The pilot sat in a cockpit covered with a rear-sliding hood and an 81 Imp.
Two wings were designed, one having a NACA series section and another of EC I section, both of which were built as twospar cantilever structures tapering in chord and thickness towards the tips. All moving control surfaces except the flaps were fabric -covered.
Progress of the W. I engine progressed in parallel, with a second engine largely made up of reject parts from the W. I being designated W. Tests were run with the latter engine and it was even fitted to the prototype for taxying trials.
This enabled the W. I to be conserved for the actual flight test programme. Sayer commenced taxying trials on the evening of 7th April. Controllability was found to be good, but acceleration was poor. The following day the engine ran at 16,rpm as compared to the 13,rpm it had achieved before, and the aircraft managed three hops of about 6ft 1.
Whittle himself performed some short taxying runs that same afternoon. I engine was installed. From there it was taken to Cranwell by road where by 14th May it was ready for taxying trials. After a few ground runs on 15th May , Sayer decided that the ai rcraft was ready for its first flight. This could not begin until late that evening due to poor weather conditions, but at 7.
Altitudes of up to 25,ft 7,m were reached, recording a maximum speed of mph Well before this flight Carter was convinced that the first jet fighter had to be a twin-engined design, as a single engine could not possibly provide the necessary power to make any marked improvement over conventionally powered aircraft.
The F. He therefore recommended the use of a twin-engined layout, the power plants being encased in wing pods that made their replacement a fairly simple matter. There appears to have been some indecision as to whether the engine pods should be under-slung or mid-mou nted. The choice fell on the latter solution, especially after wind- tunnel tests at RAE Farnborough.
This arrangement, in turn, resulted in a shift of the aircraft's centre of gravity furth er aft in comparison with that of nosemounted piston-engined fighters. The tricycle undercarriage layout as fitted to the 'Pioneer' was a partially successful solution, as the new fighter would fly for quite a few years with useless ballast in the nose. Carter had also argued that as the engines were buried in wing pods, the main airframe design would not need to undergo radical changes whenever engine updates were necessary.
A high tail configuration appeared as most logical, keeping the tail well away from the stream of engine exhausts. This, in turn, entailed a complicated and heavy structure. Although the Air Ministry had specified a six-cannon installation with ISO rounds per gun rpg , Carter opted for a four-gun arrangement in the nose a pair on either side , with the other pair installed underneath.
He actually cautioned against the latter pair, as though 18,b thrust was being expected from the Whittle engines, he was not so optimistic that such thrust would be available.
By October , most of these points had been thoroughly debated and decided in consultation with the MAP, with Specification F. The original six-cannon arrangement eventually gave way to four 20mm cannon with rpg in a move to save weight and avoid putting the aircraft's performance at risk. A full-scale wooden mock-up of the fuselage, including the cockpit layout and one complete wing, was ready for inspection in january , and after some slight modifications it was fully approved on II th February.
The order specified the installation of two 1,lb kg thrust Rover W. The order included the manufacture of jigs and tooling for the production of the new fighter, at the rate of 80 aircraft per month.
This was not an easy task as Gloster's facilities were deeply involved in design, development and production of the Hurricane Mk II and the Typhoon Mk 1. Fate thankfully spared the F. MAP apparently settled for 'Meteor' in February The first twelve pre-production aircraft were practically handbuilt.
By September , some of the sub-contractors fell behind schedule; so did Rover Motors who had planned to have thirty W. A real shot in the arm for the Meteor programme arrived on 21st june when MAP placed an order for F. In parallel to this, MAP placed another order with Rover for thirty engines followed by full production of the W.
Moreover, they fell below the specified thrust, providing only 1,lb kg each and were installed only to permit the prototype to perform its taxying trials. Meanwhile, Gloster had to cope with the failure of the wing's rear centre section spar.
Rather than risk further delays due to a complete redesign of the unit, the problem was solved by strengthening its '0' section by using high tensile steel.
By 26th june, the revised wing structure passed through all its tests and three days later the engines were run. Gerry Sayer began these tests on lOth july, during which he also managed a couple of short hops. In his report Sayer commented favourably on the aircraft's stability although it was clear that power was still inadequate. MAP had envisaged such problems and had already contracted de Havilland Aircraft and Metropolitan-Vickers to develop their own jet engines. Most promising at that stage were the de Havilland Halford H.
I, initially rated at around 1,lb kg but with a potential of 2,lb I ,kg. Metro-Vick was also registering good progress with its F. At the end of August , an H. The wings required modification due to the wider cross-section of the Halford 15in [38cm 1 , calling also for larger nacelles and, therefore, a longer span. Further failure in the development of the Weiland W.
Another major setback was the loss of Gerry Sayer on 21st October while test-flying a Typhoon. The first good news arrived on 23rd November when Halford announced that their H. I had run successfully, and that two units would be delivered to Glosters by the first week of December. Furthermore, the order for 12 prototypes was reduced to six, later raised to eight. Everything else had to depend on the F.
Although the first Halford engine arrived at Gloster on 28th November , the other was delayed until 12th january All went well during the first flight performed on 5th March, Daunt complaining only of some directional instability. For security reasons, the aircraft was moved to Newmarket Heath from where Michael Daunt flew a seven-minute test flight on 17th April, followed by five more fl ights during May with the longest lasting some eighteen minutes.
Due to the confined limitations at Newmarket, a move to Moreton Valence was contemplated, but expansion works there meant that an alternative had to be fo und.
It was also the first to be fitted with long-chord engine nacelles. Was used for flat-sided rudder and airbrake tests. Into Production F Mk I production began and was going smoothly and at a good pace.
This Airacomet, the first of which had flown on 2nd October , was tested alongside the Meteor at Moreton Valence for some months. They were practically armed versions of the F. Became instructional airframe M. It was first fitted with 1,lb kg thrust F. It was later re-engined with 2,OOOlb kg F. These engines were of a relatively narrow cross-section and instead of being mid-mounted as was usual practice they were slung under the wings. Later it was fitted with Rolls-Royce W.
It had been designed in such a way that it could be built in small sections in as many dispersed factories as possible, rendering the airframe easy to dismantle, transport, repair or salvage for spares.
Since the construction of the Meteor remained fairly unaltered throughout its career the following description serves most versions, unless otherwise specified. Differences in the different mark numbers are described in detail in their appropriate sections. The fuselage was built in three major sections with the foremost part comprising the cockpit section, armament and nose wheel gear. This section was formed out of two vertical webs and three bulkheads.
The front bulkhead carried the nose wheel mounting blocks and hydraulics, and served as the front wall to the cockpit pressure cabin on the versions where this was installed. The rear bulkhead formed the rear wall and seat attachment and extended to a point just ahead of the main spar. Originally the cockpit canopy was formed from three parts: a fixed forward windshield, another fixed rear fairing, and an opening middle section which on the F Mk I was hinged to starboard.
On the F Mk 3 the centre section was made to slide aft while on later versions a single aft-sliding teardrop canopy became standard fit to all single-seaters. Armament consisted of two 20mm Hispano cannon on either side of the cockpit with the ammunition tanks to the rear. Extensive panelling in this area facilitated accessibility to guns and ammo bays. The centre section housed the Imp. I,It tank and carried the wing centre section, the front and rear spar bulkheads that formed the fore and aft undercarriage bay walls.
Quickly detachable doors situated above the fuselage permitted easy access to the main fuel tanks. The rear fuselage was a semi-monocoque construction with hoop pressed light alloy frames and rolled stringers. The last two frames formed the basis of the lower fin to which the tailplane and top fin construction could be attached. Forming part of the centre fuselage section was the main centre section wing, built on two spars spaced by six major ribs, inter-spaced with lighter ribs and stress-skinned.
Two hoop frames attached to the spars formed the engine mounts. The rear spar was deepened at this section to take the engine tailpipe and the engine nacelle was built in such a way that the section between the spars and the intake lips could be completely detached allowing full access to the engine. Perforated air brakes were fitted on both upper and lower surfaces, hinged to the rear spar. The outer wing sections were of similar construction to the centre section and were joined at the two main spars; wing tips were detachable.
The top tail unit had a split rudder, the upper and lower halves being joined internally by a tubular spar. The elevators were similarly joined and all tail control surfaces had trim tabs. Controls were conventional and followed contemporary practice except for the rudder pedals which were mounted independently due to lack of forward space that was taken up by the nose wheel well. All trim tabs could be operated from the cockpit through handwheels on the left of the seat.
Hydraulics operated the flaps, undercarriage and air brakes, with a secondary manual pump also being provided. The undercarriage was very unusual for its time. The Dowty lever suspension units had proved themselves excellent on the E. A shortening device was incorporated through which the legs were reduced in length during retraction.
The steerable nose wheel had as a visual lock -down indicator a red rod that protruded from the nose in front of the windscreen, apart from the normal electrical cockpit indicators. No such visual means were provided for the main gear, as this was clearly visible from the cockpit once it was fully extended. All three wheels were fitted with mudguards.
All fuel was housed inside the two-cell self-sealing tank in the fuselage just aft of the cockpit rear bulkhead. No provision for internal wing tanks was ever made, but on later marks F Mk 4 onwards under-wing and under-fuselage tanks were introduced. Fuel from the external tanks was first pumped into the main fuselage tank and then pumped back to the engines, the front tank cell feeding the port engine and the rear cell feeding the starboard.
However, a balance cock could supply all the fuel to one engine, this due to the fact that it was standard practice to cruise the Meteor on one engine to maximise flying time. An inverted flight trap was also provided in the main tank. Armament consisted of four Hispano 20mm cannon Mark number varied slightly between Meteor versions , these being cocked by compressed air, originally from two ground-charged bottles that also operated the main wheel brakes.
From the F Mk 4 onwards, this air system was replaced by a Heywood compressor, which kept the air bottles continuously charged while the engines were running. Shell cases and links were ejected through holes in the under-fuselage skin.
After a while, this was found to be the cause of surface damage, and ejector chutes were installed F Mk 8 to clear the links and cases as far away from the fuselage as possible, especially as damage to the belly tank could prove disastrous. Cannon could be fired all together, top pair or bottom pair only.
A gun camera cine was a standard fit in the front of the nose. Cabin pressure was supplied directly from the engine's compressor casings, joined with a non-return valve and then through a single pipe to the cockpit.
A control valve on the last part of the pipe bled the airflow up to 7,ft 2,m and then progressively closed the air bleed up to the full cabin 3lb per square inch differential at 24,ft 7,31Sm. A technical fault that dogged early Meteors was the amount of dead weight carried in the nose and engine nacelle fronts as ballast. On the Meteor F Mk 4 more than 1,lb 4S0kg of ballast were needed to keep the nose on the ground modellers take note! The problem persisted until a 30in 76cm extension was fitted to the front fuselage to house a second seat in the T Mk 7.
So successful was this operation that it led to the extended front fuselage of the F Mk 8, curing the problem once and for all. Within NO. Wilson was formed, whereby high-speed handling tuition was undertaken as from 22nd June On 1st July, EE joined the flight and within a relatively short period the new 'jets' clocked flying hours. Apart from some slight difficulty in getting accustomed to the Meteor's tricycle undercarriage, conversion work was uneventful, thirty-two pilots going through the changeover within the first week of August.
The Meteor was still in its infancy development-wise and there were many instances where aircraft were taken from the squadron for conversions or modifications. Eric Greenwood performed the first flight of the Meteor in this configuration on the 20th September at Church Broughton. The Meteo r was therefore given the task of countering the V- I fly ing bomb menace.
On 27th July , Fg Off'Dixie' Dean scrambled to intercept one of these 'doodlebugs', only to be recalled as it had entered an area mushrooming with balloon barrages, where it was feared that the Meteor might be endangered. Operational patrols commenced on 2nd August by which time No.
Two days later, Fg Off Dean managed to close up on one of these bombs south ofTornbridge at around 10,ft 3,m. Weiss down by an Allied fighter jet. This technique became a favourite way of confronting V- Is. Twenty-four minutes later, Fg Off Rodger, also flying a Meteor, brought down a second V-I with two bursts of cannon fire close to where the first had fallen.
By lOth August, Dean's score had risen to three and towards the end of that month German forces had been driven away from the main launch sites along the Pas de Calais and the V-I menace abated. Five aircraft and their crews were transferred to Debden, in Essex, where they flew mock attacks against Mustangs and Thunderbolts escorting USAAF bombers, enabling American pilots to work out tactical procedures on how to tackle Messerschmitt Me attacks.
Apart from an increase in internal fuel capacity, the F Mk III featured a revised windscreen highly influenced by studies conducted on a captured Focke-Wulf Fw Another canopy modification consisted of the replacement of the sidehinged central section with a rear-sliding, one-piece unit of cleaner design.
The rear fixed canopy transparency was reduced in size, eliminating the complex framing of the F Mk I. Ageneral strengthening of the airframe and the introduction of slotted upper and lower wing air brakes were amongst the other modifications for the F Mk III. At that time it wasn't even considered as a prototype in the real sense of the word, being rather more of a modified F. EE, in fact, took to the air for the first time powered by Wellands in September Power was switched to the Derwent on the 16th example off the line EE To distinguish between the two engines, Gloster type numbers were G.
A number of Meteors from the initial batch were retrofitted with the Derwent as well. Performance improved considerably with the result that they were fitted to a number of earlier F Mk Ills as well. Though the move was intended to counter the Messerschmitt Me menace, Meteor pilots were severely restricted in their flying, prohibiting them from crossing over into enemy lines. During the early months of , some of the Squadron's F Mk Ills had been painted overall in a white distemper paint during the heavy snowy winter months.
Operational flying, however, reaped a number of positive results, such as the first ever attack by an Allied jet against German transports by Fg Off Cooper. On 20th April the Meteors were venturing deeper into German territory, flying from Quackenbriick, a Ju 88 being destroyed on the ground during a raid against Nordholz.
This aircraft was numbered A 15 The A letter is lor the lirst Hebrew letter - Aiel, which indicated at that time that it was a training aircraft. Weiss Meteor T Mk 7 'Shlilon'.
By the end of March the Spitfires were relinquished and the Squadron joined No. Jet conversion and training continued well into May and, though fully operational by the end of the war, the squadron had no opportunity to go into action.
In July it transferred its Meteors to LUbeck where it flew some impressive format ion displays before being disbanded on 10th August, its aircraft and most of its personnel going to No. In May No. Among the interesting trials conducted on munerous Meteors of this version were the pioneering tests of Martin -Baker ejector seats on about thirty examples reserved for this purpose.
Some aircraft were assigned for cold weather trials in Canada and deck landing assessments on HMS Implacable. The Meteor F Mk 4 G. Further investigation and wind tunnel testing suggested that the nacelle design required extensive revision resulting in a much larger unit.
Trials were conducted on the second prototype EE whose engine cowlings were at first extended forward. It flew in this form in November and results were so encouraging that the cowlings were also extended aft of the wings. The Derwents were exchanged for a pair of Power Jets W.
The last fifteen in the F Mk III production run were, therefore, converted to take the longer nacelles on the assembly line, and the long-chord nacelles became a permanent feature on all subsequent marks.
In their search for higher-powered engines Gloster showed interest in the Rolls-Royce Nene designed for a maximum thrust of 4,b I,kg.
Its power was intended for single-engined aircraft then being developed, such as the Gloster E. Rolls-Royce managed to scale down the Nene to produce the Derwent 5, with a thrust of 3,lb I,kg , in a relatively short time. By mid the new engine had already passed its hour bench test mark and in September the thrust had been increased to 4,lb I ,kg.
Other improvements included a fully operational pressurised cockpit and external under-wing and ventral fuel tanks. An intensive investigation followed an accident when an F Mk 4 flown by Gloster's test pilot Moss broke up in the air. It was decided to reduce the aircraft's wingspan by 5ft lOin l78cm to lessen stress on the centre-section spars.
A hundred F Mk 4s had already been delivered with the standard wings when the ninth production aircraft, EE, was modified and tested with the new short-span wings. New-build Meteors with the clipped wings were designated G. No other significant changes were introduced on this mark of Meteor which all pilots, eventually, agreed was a sheer delight to fly: Gloster built a total of examples of the F Mk 4, together with a further 44 being built by Armstrong-Whitworth who, although involved in the Meteor programme since , were only now building the complete aircraft.
EE piloted by Gp Capt H. The first example, named 'Britannia' EE , retained its camouflage, while the second EE , finished in an all-yellow scheme, became known as 'Yellow Peril'.
The RAF High Speed Flight, 'officially' reformed at Tangmere on 14th June , realised that the recently established Meteor records would not stand for long, as a Lockheed F was being prepared in America for such an attempt. The aircraft were highly modified: all gun armament and equipment was removed, panel joints filled and smoothed down, canopies replaced by metal units with small windows.
A special set of Derwent 5 engines providing 4,lb 1,kg thrust were also prepared. Gp Capt. Sqn Ldr Waterton took off a little later in EE, but his attempt fe1l2mph 3.
Meteor F Mk 4 VT established a new world record for the km closed circuit averaging Beryls, with higher undercarriage legs enabling the deeper nacelles to clear the ground. RA fitted with a Mk 8-style tail unit eventually went to Westlands to test Nenes with jet deflectors for short take-off and landing trials, an arrangement considered to be too cumbersome and complicated for service use.
RA and CTl96 were fitted with reheat units afterburners on their Derwent 5 and 8 engines. RA and VZ were used for flight refuelling trials with the first successful transfer being effected on 2rdAprill VT was chosen to test the Martin-Baker ejection seat installation. F Mk III EE had already proved the ejector seat as a sound practical proposition but the retrofit to the F Mk 4 was abandoned in favour of its installation on the forthcoming F Mk 8.
RA, which had a 30in. Exports The export potential of such a revolutionary aircraft as the Meteor was not neglected by Gloster who could boast of the most highlydeveloped contemporary jet fighter in the form of the F Mk 4. EE with the long-chord engine nacelles and Power Jets W. These aircraft got names the same as the Vautours in the squadron, these being the names 01 snakes. The airframe later became the 'Trent Meteor' Argentina was the first foreign buyer with an order for examples in May ,serialled to The first 68 examples were taken fro m airframes already allocated for the RAF, the rest being specially built.
On arrival in Argentina, Gloster technicians reassembled the aircraft until the last machine was delivered in September These Meteors were blooded in the revolution and some were even lost in action. The last machine was struck off service in August 1. By 14th April , all twenty had been delivered. Egypt had to wait fo r an arms embargo to be lifted before it took delivery of its twelve Meteors, starting in October to Meteor PR Mk 5 G.
The latter was housed behind three flat wi ndows, one in front, and one on either side. Choice of position had to be determined before flight. Normal armament was retained, the cameras' weight and equipment, which practically offset the nose ballast, hardly affecting the aircraft's performance. It was not to be a straightforward test flight, like most others, as it broke up during a high-speed pass over Moreton Valence killing the pilot, Rodney Dryland.
With the F Mk 8 already in production and entering service the following month, it became obvious that a reconnaissance version of the Meteor should be based on the latest mark available.
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