Gloster Meteor FR.9 (Mod) VZ608 NAHR – National Benchmark

In 1950 it was decided to develop the Gloster Meteor as a reconnaissance fighter. An F.3 variant was used for early trials but ventral camera mounting problems led the designers into modifying an F.4 variant to produce the FR.5. Limited success with the FR.5 airframe saw the modification of an F.8 airframe, with the incorporation of the F.4’s front and side nose camera mountings, the result was the Meteor FR.9.

VZ608 was originally constructed as a standard FR.9 built by Gloster aircraft at Hucclecote, on 25^th  February 1951 it entered service with 208 Squadron. It was then returned to the Gloster Aircraft Company for test-bed duties. On 15^th March 1951 VZ608 sent to Rolls-Royce at Hucknall as a test aircraft on one-month free loan. Initially it was involved in reheat trials, followed by thrust reverser trials with a unit fitted on its starboard engine and used in ground running tests.

Rolls-Royce was also running a parallel development programme to their Thrust Measuring Rig programme, which saw the development of the RB.108 vertical lift engine for use in the Short SC.1 Research aircraft. VZ608 was eventually allocated for testing the RB.108 jet-lift engine for the SC.1 programme.

Engine fitment trials began in 1955 with the RB.108 being located in the fuselage aft of the cockpit, replacing the main fuel tank. Although fitted with underwing fuel tanks, in this configuration VZ608 was limited to 30 minutes flying. The orientation of the engine could be altered in flight to simulate vertical flight, with a replica of the SC.1 air scoop fitted to accurately simulate SC.1 aerodynamics.

Correspondence and Log Book entries in the museum Archive from Alan Bavin confirm the details of the first running of the RB.108 lift engine as follows. “Following on from our interesting meeting the other day and our discussions about my old Meteor VZ608, I am enclosing a copy of my log book page which records the very first running of the RB.108 lift engine in flight. As you see, it took place on 23^rd October 1956. Prior to that, I completed wind-milling tests on 14^th September with the bare engine and further similar tests with the lower spoiler [we called it a coal scuttle] the engine wind-milled backwards”

He continued, “The early engine, once lit and running in a low idle condition, had to be inched up to flight idle by a manually operated bleed valve. It also had no Acceleration Control Unit [ACU] which necessitated very careful throttle handling. Flight idling was at 14,000 rpm and top speed was 17,500 rpm. Later engines would automatically run up to flight idle after light up and the ACU would allow for extremely rapid throttle handling both up and down the range. I think the intake you have on VZ608 at the moment is the one used on the SC.1”.

Following on from the flight trials, film footage from the Museum Archive also shows VZ608 being used to assess ground erosion and foreign object ingestion. This involved ground running the aircraft over a variety of loose materials, whilst the effect of the jet efflux from the RB.108 was monitored and recorded. The RB.108 subsequently proved itself and VZ608 was eventually transferred to the fire dump at Hucknall.

In February 1970 after arranging an exchange deal involving the hulk of a Meteor F.8 airframe the museum was able to rescue from VZ608 the fire dump. The airframe was loaded onto a lorry prior to being transported to the museum’s Winthorpe Airfield Site as a wide load, this was by permission of the Ministry of Transport. The aircraft’s initial restoration was carried out by several museum members who were Rolls-Royce employees at Hucknall; the work was eventually completed in the early 1990s.

Photo credit: Jan McGeachie