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 | Meteor Prototype The Gloster Meteor was the first British jet fighter and the Allies of World War II's first operational jet. Designed by George Carter, it first flew in 1943 and commenced operations on 27 July 1944 with 616 Squadron of the Royal Air Force (RAF). The Gloster Meteor was not an aerodynamically advanced aircraft, nor even the world's fastest aircraft on introduction, but George Carter and his design team at Gloster had succeeded in producing an effective jet fighter that served the RAF and other air forces for decades. Following the invention of the turbojet by Sir Frank Whittle in 1929, development of a turbojet-powered fighter by Whittle's firm, Power Jets Ltd., and the Gloster Aircraft Company began in November 1940. The first British jet powered aircraft, the single-engined Gloster E28/39 prototype, had its maiden flight on 15 May 1941. The Air Ministry subsequently contracted for the development of a twin-engined jet fighter under Specification F9/40. Originally the aircraft was to have been named Thunderbolt, but to avoid confusion with the American Republic P-47 Thunderbolt the name was changed to Meteor. Designed by George Carter, its construction was all-metal with a tricycle undercarriage and conventional low, straight wings, featuring turbojets mid-mounted in the wings with a high-mounted tailplane to keep it clear of the jet exhaust. Eight prototypes were produced. The fifth, DG206, powered by two de Havilland Halford H.1 engines due to problems with the intended Whittle W.2 engines, was the first to become airborne on 5 March 1943 from RAF Cranwell, piloted by Michael Daunt[1] Development then moved to Newmarket Heath and, later, a Gloster-owned site at Moreton Valence. The first Whittle-engined aircraft, DG205/G, flew on 17 June 1943 (it crashed shortly after take-off on 27 April 1944) and was followed by DG202/G in July. DG202/G was later used for deck-handling tests aboard HMS Pretoria Castle. DG203/G made its first flight on 9 November 1943 but was soon relegated to a ground instructional role. DG204/G (powered by Metrovick F.2 engines) first flew on 13 November 1943 and crashed on 1 April 1944. DG208/G made its debut on 20 January 1944, by which time the majority of design problems had been identified and a production design approved. The two remaining prototypes never flew. DG209/G was used as an engine test-bed by Rolls-Royce. DG207/G was intended to be the basis for the Meteor F2 with de Havilland engines, when the engines were diverted to the de Havilland Vampire the idea was quietly forgotten. On 12 January 1944, the first Meteor F1, serial EE210/G, took to the air from Moreton Valence. It was essentially identical to the F9/40 prototypes except for the addition of four nose-mounted 20 mm Hispano cannon and some tweaks to the canopy to improve all-round visibility. For the production Meteor F1, the engine was switched to the Whittle W.2 design, by then taken over by Rolls-Royce. The contemporary W.2B/23C turbojet engines produced 7.56 kN of thrust each, giving the aircraft a maximum speed of 417 mph (670 km/h) at 3,000 m and a range of 1,610 km. The Meteor Mk I was 12.5 m long with a span of 13.1 m, with an empty weight of 3,690 kg and a maximum takeoff weight of 6,260 kg. Typical of early jet aircraft, the Meteor suffered from stability problems at high transonic speeds, experiencing large trim changes, high stick forces and self-sustained yaw instability (snaking) due to airflow separation over the thick tail surfaces |
 | RSX-S 14.0 w/ i/h/e My 06 RSX Type-S with just intake, race header, and exhaust running consistent 14.0's. My camera was breaking down on me and my friend that night and the focus is terrible but you can hear the announcer. 9/25/08 - Traded the car in about 5 months ago, I miss it a lot though it was time to move onto something else. I'm still a Honda Fan Boy at heart and still own a Honda (a CRX), eventually I'll own another RSX one of these days. I've also been looking into buying an EG or EK hatch. Just for reference after installing K-Pro I uploaded the "dyno'd 05-06 cold air intake" calibration and I just straightened out the air/fuel from there to make everything smoother. I never adjusted any timing, cam angles, or anything else serious since I was waiting to install my RBC and have it pro-tuned. My times consisted of 13.6-13.8 consistantly on stock all season michelins and drag radials, but I did hit 13.6 on street tires then when I finally had a chance to run my DR's with K-Pro, my 2nd gear was acting up. Got that fixed and then went again and it was real humid, I never got a chance to get a good run in using my 2 step launch control through K-Pro which is unfortunate because with the plans I had for the car, I should have kept it... basically, there was a lot more power to be had out of just tuning the car, a good 20-30hp no doubt. I was looking to hit low 13's with just i/rh/e/rbc/tuned kpro. From there I'd of done internals - cams, over-sized pistons, valves, rings, etc... orrr I'd of looked into picking up a k24 block or whole motor and used my k20 head to build a frank. Anyway, I now have a Subaru and it took some getting use to the whole new community you could say, but I'm happy with it for sure. |
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![Daily flights from NYC to Mont Tremblant\](images/articles/thumbs/nytremblantthumb.jpg "Daily flights from NYC to Mont Tremblant\")
