Editing Gloster Meteor (section)

==Operational service==

===Second World War===
[[File:Royal Air Force Fighter Command, 1939-1945. CL2946.jpg|thumb|Meteor F.1 of No. 616 Squadron]]
[[No. 616 Squadron RAF]] was the first to receive operational Meteors: a total of 14 aircraft were initially delivered. The squadron was based at [[RAF Culmhead]], [[Somerset]] and had been equipped with the [[Supermarine Spitfire|Spitfire VII]].<ref name ="bb 48">Butler and Buttler 2006, p. 48.</ref> The conversion to the Meteor was initially a matter of great secrecy.<ref name = "shack 28">Shacklady 1962, p. 28.</ref> Following a conversion course at [[Farnborough Airfield|Farnborough]] attended by the squadron's six leading pilots, the first aircraft was delivered to Culmhead on 12 July 1944.<ref name= "Mason p.339"/>{{#tag:ref|Aviation author Edward Shacklady noted that pilot conversion was "surprisingly easy", and that the main problem encountered during training was often becoming accustomed to the Meteor's tricycle undercarriage.<ref name = "shack 30">Shacklady 1962, p. 30.</ref>|group=Note}} The squadron and its seven Meteors moved on 21 July 1944 to [[RAF Manston]] on the east [[Kent]] coast and, within a week, 32&nbsp;pilots had been converted to the type.<ref name = "shack 30"/>

The Meteor was initially used to counter the [[V-1 flying bomb]] threat. 616 Squadron Meteors saw action for the first time on 27 July 1944, when three aircraft were active over Kent. These were the first operational jet combat missions for the Meteor and for the RAF. After some problems, especially with jamming guns, the first two V-1 "kills" were made on 4 August.<ref>Shacklady 1962, pp. 30–31.</ref> By war's end, Meteors had accounted for 14&nbsp;flying bombs.<ref>Geoffery 19 July 1945, p. 70.</ref> After the end of the V-1 threat, and the introduction of the ballistic [[V-2 rocket]], the RAF was forbidden to fly the Meteor on combat missions over German-held territory for fear of an aircraft being shot down and salvaged by the Germans.

No. 616 Squadron briefly moved to [[RAF Debden]] to allow [[United States Army Air Forces]] (USAAF) bomber crews to gain experience and create tactics in facing jet-engined foes before moving to [[RAF Colerne|Colerne]], [[Wiltshire]]. For a week from 10 October 1944 a series of exercises were carried out in which a flight of Meteors made mock attacks on a formation of 100 B-24s and B-17s escorted by 40 Mustangs and Thunderbolts. These suggested that, if the jet fighter attacked the formation from above, it could take advantage of its superior speed in the dive to attack the bombers and then escape by diving through the formation before the escorts could react. The best tactic to counter this was to place a fighter screen {{convert|5,000|ft}} above the bombers and attempt to intercept the jets early in the dive.<ref>Shacklady 1962, pp. 31–32.</ref> The exercise was also useful from No. 616 Squadron's perspective, giving valuable practical experience in Meteor operations.<ref name = "shack 32">Shacklady 1962, p. 32.</ref>

[[File:Gloster Meteor III ExCC.jpg|thumb|left|Meteor F.3s with original short engine nacelles]]
No. 616 Squadron exchanged its F.1s for the first ''Meteor F.3''s on 18 December 1944. These first 15 F.3s differed from the F.1 in having a sliding canopy in place of the sideways hinging canopy, increased fuel capacity and some airframe refinements. They were still powered by Welland I engines.<ref>Green 1968, p. 55.</ref> Later F.3s were equipped with the Derwent I engines. This was a substantial improvement over the earlier mark, although the basic design still had not reached its potential. [[Wind tunnel]] and flight tests demonstrated that the original short [[nacelle]]s, which did not extend far fore and aft of the wing, contributed heavily to compressibility buffeting at high speed. New, longer nacelles not only cured some of the compressibility problems but added {{convert|120|km/h|mph|order=flip}} at altitude, even without upgraded powerplants. The last batch of Meteor F.3s featured the longer nacelles; other F.3s were retrofitted in the field with the new nacelles. The F.3 also had the new Rolls-Royce Derwent engines, increased fuel capacity and a new larger, more strongly raked [[bubble canopy]].<ref name = "shack 45"/>

Judging the ''Meteor F.3''s were ready for combat over Europe, the RAF finally decided to deploy them on the continent. On 20 January 1945, four Meteors from 616 Squadron were moved to [[Melsbroek Air Base|Melsbroek]] in Belgium and attached to the [[RAF Second Tactical Air Force|Second Tactical Air Force]],<ref name="cl2934" /> just under three weeks after the Luftwaffe's surprise [[Unternehmen Bodenplatte]] attack on New Year's Day, in which Melsbroek's RAF base, designated as Allied [[Advanced Landing Ground]] "B.58", had been struck by piston-engined fighters of [[JG 27]] and [[JG 54]]. The 616 Squadron Meteor F.3s' initial purpose was to provide air defence for the airfield, but their pilots hoped that their presence might provoke the Luftwaffe into sending [[Messerschmitt Me 262|Me 262]] jets against them.<ref name ="bb 48"/> At this point the Meteor pilots were still forbidden to fly over German-occupied territory, or to go east of [[Eindhoven]], to prevent a downed aircraft being captured by the Germans or the Soviets.<ref>Shacklady 1962, pp. 32–33.</ref>

[[File:GlosterMeteorMelsbroek.jpg|thumb|Ground crew servicing a Meteor of 616 Squadron at Melsbroek, Belgium, 1945. The all-white finish used by the four F.3s sent to Belgium was to aid recognition by ground troops during familiarisation training before the operational F.3 aircraft arrived]]
In March, the entire squadron was moved to [[Gilze-Rijen Air Base]] and then in April, to [[Nijmegen]]. The Meteors flew armed [[reconnaissance]] and ground attack operations without encountering any German jet fighters. By late April, the squadron was based at [[Faßberg Air Base|Faßberg]], Germany and suffered its first losses when two aircraft collided in poor visibility. The war ended with the Meteors having destroyed 46 German aircraft through ground attack.{{Citation needed|date=October 2010}} [[Friendly fire]] through misidentification as Messerschmitt Me 262s by Allied anti-aircraft gunners was more of a threat than the already-diminished forces of the Luftwaffe; to counter this, continental-based Meteors were given an all-white finish as a recognition aid.<ref name = "shack 32"/><ref name="cl2934">[http://www.iwm.org.uk/collections/item/object/205211785 "CL 2934."] ''Imperial War Museum.'' Retrieved: 3 June 2012.</ref><ref name ="bb 49">Butler and Buttler 2006, p. 49.</ref>

===Post-war===
The next-generation ''Meteor F.4'' prototype first flew on 17 May 1945, and went into production in 1946 when 16 RAF squadrons were already operating Meteors.<ref name ="bb 49"/> Equipped with Rolls-Royce Derwent 5 engines, the smaller version of the Nene, the F.4 was {{convert|170|mi/h|km/h|abbr=on}} faster than the F.1 at sea level (585 against 415), but the reduced wings impaired its rate of climb.<ref>Shacklady 1962, pp. 52–54.</ref>{{#tag:ref|Extra stresses imposed by the 111 mph airspeed increase of the F.4 over the preceding F.3 were mainly being absorbed by the Meteor's wings. Rather than extensive redesign the wings to strengthen them, the designers shortened them. This reduced stress and improved the roll rate, but increased takeoff and landing speeds and reduced rate of climb and ceiling.<ref name="auto2"/>|group=Note}} The F.4 wingspan was 86.4&nbsp;cm shorter than the F.3 and with blunter wing tips, derived from the world speed record prototypes. Improvements included a strengthened airframe, [[Cabin pressurization|fully pressurised cockpit]], lighter [[aileron]]s to improve manoeuvrability, and [[rudder]] [[Trim tab|trim adjustments]] to reduce [[Dutch roll|snaking]]. The F.4 could be fitted with a drop tank under each wing, and experiments were carried out with carriage of [[Hardpoint|underwing stores]] and also in lengthened [[fuselage]] models.

Because of increased demand, F.4 production was divided between Gloster and Armstrong Whitworth. The majority of early F.4s did not go to the RAF: 100 were exported to Argentina, seeing action on both sides in the [[Revolución Libertadora|1955 revolution]];<ref name="AE 104 p69-2">Cicaleso, del Gaizo and Rivas 2003, pp. 69–72.</ref> in 1947, only RAF Nos. 74 and 222 squadrons were fully equipped with the F.4. Nine further RAF squadrons converted from 1948 onwards. From 1948, 38 F.4s were exported to the Dutch, equipping four squadrons (322, 323, 326 and 327) split between bases in [[Soesterberg]] and [[Leeuwarden]] until the mid-1950s. In 1949, only two RAF squadrons were converted to the F.4, Belgium was sold 48 aircraft in the same year (going to 349 and 350 squadrons at [[Beauvechain]]) and Denmark received 20 over 1949–1950. In 1950, three more RAF squadrons were upgraded, including No. 616 and, in 1951, six more.

[[File:Meteor T7.jpg|thumb|left|WA742, a two-seat Meteor T.7 in 1961]]
A modified two-seater F.4 for jet-conversion and advanced training was tested in 1949 as the ''T.7''. It was accepted by the RAF and the Fleet Air Arm and became a common addition to the various export packages (for example 43 to Belgium between 1948 and 1957, a similar number to the Netherlands over the same period, two to Syria in 1952, six to Israel in 1953, etc.). Despite its limitations&nbsp;– unpressurised cockpit, no armament, limited instructor instrumentation&nbsp;– more than 650 T.7s were manufactured.<ref>Butler and Buttler 2006, pp. 31–32.</ref><ref>Andrews 1965, pp. 9–10.</ref> The T.7 remained in RAF service into the 1970s.<ref>[http://www.rafmuseum.org.uk/research/collections/gloster-meteor-t7/ "Gloster Meteor T7."] {{Webarchive|url=https://web.archive.org/web/20160924052441/http://www.rafmuseum.org.uk/research/collections/gloster-meteor-t7/ |date=24 September 2016 }} ''Royal Air Force Museum'', Retrieved 12 July 2013.</ref>

As improved jet fighters emerged, Gloster decided to modernise the F.4 while retaining as much of the manufacturing tooling as possible. The result was the definitive production model, the ''Meteor F.8'' (G-41-K), serving as a major RAF fighter until the introduction of the [[Hawker Hunter]] and the [[Supermarine Swift]]. The first prototype F.8 was a modified F.4, followed by a true prototype, ''VT150'', that flew on 12 October 1948 at Moreton Valence.<ref>Mason 1992, p. 341.</ref> Flight testing of the F.8 prototype led to the discovery of an aerodynamic problem: after ammunition was expended, the aircraft became tail-heavy and unstable around the pitch axis due to the weight of fuel in fuselage tanks no longer being balanced by the ammunition. Gloster solved the problem by substituting the [[Empennage|tail]] of the abortive G 42 single-engined jet fighter. The F.8 and other production variants successfully used the new tail design, giving the later Meteors a distinctive appearance, with taller straighter edges compared with the rounded tail of the F.4s and earlier marks.<ref>Butler and Buttler 2006, pp. 32–33.</ref>

[[File:Gloster Meteor F. MK. 8 1.jpg|thumb|Meteor F.8 at the Danish Flight Museum, 2006]]
The F.8 also featured a fuselage stretch of {{convert|76|cm|in|abbr=on}}, intended to shift the aircraft's [[centre of gravity]] and also eliminate the use of [[ballast]] formerly necessary in earlier marks due to the subsequent elimination from the design of two of the originally designed six installed cannon. The F.8 incorporated uprated engines, Derwent 8s, with {{convert|3600|lbf|kN|abbr=on}} thrust each combined with structural strengthening, a [[Martin-Baker|Martin Baker]] [[ejection seat]] and a "blown" teardrop cockpit canopy that provided improved pilot visibility.<ref>Butler and Buttler 2006, pp. 32–34.</ref>

Between 1950 and 1955, the Meteor F.8 was the mainstay of [[RAF Fighter Command]], and served with distinction in [[Korean War|combat in Korea]] with the RAAF as well as operating with many air forces worldwide, although it was clear that the original design was obsolete compared with contemporary swept-wing fighters such as the [[North American F-86 Sabre]] and the Soviet [[Mikoyan-Gurevich MiG-15|MiG-15]].<ref>Butler and Buttler 2006, p. 52-53.</ref> The last Meteor F.8 left RAF frontline squadrons in 1957. Several F.8 were used for target towing or as [[Aggressor squadron|aggressor]] until 1970.<ref>{{cite web|first=Tom|last=Spencer|url=https://www.key.aero/article/glosters-meteor-f8-last-its-kind|title=Gloster's Meteor F.8 – the last of its kind?|website=key.aero|date=10 March 2023|access-date=6 January 2025}}</ref>

Initial deliveries of the F.8 to the RAF were in August 1949, with the first squadron receiving its fighters in late 1950. Like the F.4, there were strong export sales of the F.8. Belgium ordered 240 aircraft, the majority assembled in The Netherlands by Fokker. The Netherlands had 160 F.8s, equipping seven squadrons until 1955. Denmark had 20, ordered in 1951, the last F.8s in front-line service in Europe. The RAAF ordered 94 F.8s, which served in the Korean War. Despite arms embargoes, both Syria and Egypt received F.8s from 1952, as did Israel, each using their Meteors during the [[Suez Crisis]]. Brazil ordered 60 new Meteor F.8s and 10 T.7 trainers in October 1952, paying with 15,000&nbsp;tons of raw cotton.<ref name="James p369">James 1971, p. 369.</ref>

In the 1950s, Meteors were developed into effective photo-reconnaissance, [[Trainer (aircraft)|training]] and night fighter versions. The fighter reconnaissance (FR) versions were the first to be built, replacing the ageing Spitfires and Mosquitos then in use. Two ''FR.5''s were built on the F.4 body; one was used for nose section camera tests, the other broke up in midair while in testing over Moreton Valence. On 23 March 1950, the first ''FR.9'' flew. Based on the F.8, it was 20&nbsp;cm longer with a new nose incorporating a remote control camera and window and was also fitted with additional external ventral and wing fuel tanks. Production of the FR.9 began in July. No. 208 Squadron, then based at Fayid, Egypt was the first to be upgraded followed by the 2nd Tactical Air Force in [[West Germany]], [[No. 2 Squadron RAF]] at [[Bückeburg]] and [[No. 79 Squadron RAF]] at [[RAF Gutersloh]] flew the FR.9 from 1951 until 1956. In [[Aden Protectorate|Aden]], [[No. 8 Squadron RAF]] was given FR.9s in November 1958 and used them until 1961.<ref name="Shufti p31">Harrison 2001, p. 31.</ref> Ecuador (12), Israel (7) and Syria (2) were foreign customers for the FR.9.<ref name="Shufti p28">Harrison 2001, p. 28.</ref>

[[file:Gloster Meteor (468977151).jpg|thumb|A Meteor NF.13 of the [[Israeli Air Force]] at the [[Israeli Air Force Museum|IAF Museum]] in 2007]]
In 1951, [[No. 29 Squadron RAF|29]], [[No. 141 Squadron RAF|141]], 85 and [[No. 264 Squadron RAF|264 squadrons]] each received a number of NF.11 aircraft, the first of the Meteor night fighters.<ref name="Williams aerop2 p22">Williams ''Aeroplane Monthly'' May 1995, p. 22.</ref> It was rolled out across the RAF until the final deliveries in 1954.<ref name="James p293">James 1971, p. 293.</ref> A "tropicalised" version of the NF.11 for the Middle East was developed; first flying on 23 December 1952 as the ''NF.13''. The aircraft equipped [[No. 219 Squadron RAF]] at [[RAF Kabrit|Kabrit]] and No. 39 Squadron at Fayid, both in Egypt. The aircraft served during the Suez crisis and remained with No. 39 Squadron after they were withdrawn to Malta until 1958. Several problems were encountered: the heavily framed T.7 canopy made landings tricky due to limited visibility, the under-wing external fuel tanks tended to break up when the wing cannons were fired, and gun harmonisation, normally set to about 400 yards, was poor due to the wings flexing in flight. Belgium (24), Denmark (20) and France (41) were foreign customers for the NF.11.<ref name="Williams aero p3 p10-2">Williams ''Aeroplane Monthly'' June 1995, pp. 10–12.</ref> Ex-RAF NF.13s were sold to France (two), Syria (six), Egypt (six) and Israel (six).<ref name="Williams aero p3 p12">Williams ''Aeroplane Monthly'' June 1995, p. 12.</ref>

In addition to the armed, low altitude operation, tactical FR.9 variant, Gloster also developed the ''PR.10'' for high altitude missions.<ref name ="bb 55">Butler and Buttler 2006, p. 55.</ref> The first prototype flew on 29 March 1950 and was actually converted into the first production aircraft. Based on the F.4, it had the F.4-style tail and the longer wings of the earlier variant. All the cannons were removed and a single camera placed in the nose with two more in the rear fuselage; the canopy was also changed. The PR.10 was delivered to the RAF in December 1950 and were given to No. 2 and No. 541 squadrons in Germany and [[No. 13 Squadron RAF]] in Cyprus. The PR.10 was rapidly phased out from 1956; rapid improvements in [[surface-to-air missile]] technology and the introduction of newer aircraft capable of flying at greater altitudes and speeds had rendered the aircraft obsolete.

===Argentina===
[[File:C-041 Gloster Meteor F.4 (8164115201).jpg|thumb|Meteor C-041 at [[Museo Nacional de Aeronáutica de Argentina]], 2012]]
[[File:Junín Aero Club 001.jpg|thumb|Meteor C-038 near to [[Junín Airport]], 2010]]
Argentina became the first overseas operator of the Meteor, placing an order for 100 F Mk.4s in May 1947.<ref name="James 262"/> The Meteor's procurement led to Argentina becoming the second air force in the Americas to operate jet aircraft.{{Citation needed|date=July 2015}}

The Argentine Meteors were first used in combat during the 16 June 1955 rebellion when, in an attempt to kill [[Juan Perón]], [[Bombing of Plaza de Mayo|rebel-flown aircraft bombed]] the [[Casa Rosada]]. A loyalist Meteor shot down a rebel [[North American T-6 Texan|AT-6]], while another strafed rebel-held [[Ministro Pistarini International Airport|Ezeiza airport]]. The rebels seized [[Morón Airport and Air Base]], base of the Meteors, and used several captured aircraft to perform multiple attacks against loyalist forces and the Casa Rosada before the rebellion was defeated by day's end.<ref name="IAPR7 p122-3">Cicalesi and Rivas 2002, pp. 122–123.</ref>

A second revolt, the ''[[Revolución Libertadora]]'', broke out on 16 September 1955, with, again, both sides operating the Meteor. The rebels seized three Meteors. Government Meteors flew strafing attacks against the rebel-held destroyers [[ARA La Rioja (E-4)|''Rioja'']] and [[ARA Cervantes|''Cervantes'']], and several landing ships near [[Río Santiago Shipyard|Rio Santiago]] on 16 September and attacking [[Ingeniero Aeronáutico Ambrosio L.V. Taravella International Airport|Pajas Blancas]] airport near the city of [[Córdoba, Argentina|Córdoba]], damaging several [[Avro Lincoln]] bombers. The rebel-flown Meteors were used to attack loyalist forces attacking Córdoba, losing one of their number on 19 September to an engine failure caused by use of [[Gasoline|automobile petrol]] instead of [[jet fuel]].<ref name="IAPR7 p124">Cicalesi and Rivas 2002, p. 124.</ref>

The acquisition of F-86 Sabres in 1960 allowed the remaining Meteors to be transferred to the ground attack role. In this role, the aircraft were refitted with bomb pylons and rocket rails; the bare metal colour scheme was also discarded for a camouflage scheme.<ref name="IAPR7 p126">Cicalesi and Rivas 2002, p. 126.</ref><ref name="AE 104 p72"/>

Argentine Meteors were used to attack rebels during attempted uprisings in September 1962 and April 1963.<ref name="IAPR7 p125">Cicalesi and Rivas 2002, p. 125.</ref> The type was ultimately withdrawn from service in 1970.<ref name="AE 104 p72"/>

===Australia===

[[File:77 Sqn (AWM JK1025).jpg|thumb|upright=.9|No. 77 Squadron RAAF pilots and Meteor aircraft in Korea, c. 1952.]]

The Royal Australian Air Force (RAAF) acquired 113 Meteors between 1946 and 1952, 94 of which were the F.8 variant.<ref name= "ADF Aircraft Serial Numbers: RAAF A77 Gloster Meteor F 8">[http://www.adf-serials.com/2a77.shtml "ADF Aircraft Serial Numbers: RAAF A77 Gloster Meteor F 8."] ''adf-serials.com.'' Retrieved: 8 August 2010.</ref> The first RAAF Meteor was an F.3 delivered for evaluation in June 1946.<ref name ="bb 69">Butler and Buttler 2006, p. 69.</ref>{{#tag:ref|Upon the announcement of Australia's decision to procure the Meteor F.8 in 1950, Australian prime minister [[Robert Menzies]] stated: "The Meteor is regarded as the most modern type of jet fighter now available and will give a striking power, speed, and manoeuvrability of a kind to add enormously to our air strength.<ref name = "shack 77">Shacklady 1962, p. 77.</ref>|group=Note}}

Australia's F.8s saw extensive service during the Korean War with [[No. 77 Squadron RAAF]], part of [[British Commonwealth Forces Korea]]. The squadron had personnel from the RAF and other Commonwealth air forces attached to it. It had arrived in Korea equipped with piston-engined [[North American P-51 Mustang|Mustangs]]. To match the threat posed by MiG-15 jet fighters, it was decided to reequip the squadron with Meteors.<ref name ="bb 69"/><ref>Shacklady 1962, pp. 74–75.</ref> Jet conversion training was conducted at Iwakuni, Japan, after which the squadron returned to the Korean theatre in April 1951 with about 30 Meteor F.8s and T.7s. The squadron moved to [[Gimpo International Airport|Kimpo Air Base]] in June, and was declared combat ready the following month.<ref>Andrews 1965, p. 5.</ref> More advanced designs, such as the F-86 Sabre and [[Hawker P.1081]], were considered but would not be available within a realistic time frame; the Meteor proved to be considerably inferior in combat against the MiG-15 in several respects, including speed and manoeuvrability at high altitude.<ref>Andrews 1965, pp. 6–7.</ref>

On 29 July 1951, 77 Squadron began operating their Meteors on combat missions. The squadron had mainly been trained for [[Ground attack aircraft|ground attack]] and had difficulty when assigned to bomber escort duty at sub-optimum altitudes. On 29 August 1951, eight Meteors were on escort duty in "[[MiG Alley]]" when they were engaged by six MiG-15s; one Meteor was lost and two were damaged.<ref name ="Andrews 6">Andrews 1965, p. 6.</ref>{{#tag:ref|According to anecdotal accounts, [[Warrant Officer]] Ron Guthrie destroyed a MiG-15 in this engagement. He was shot down during the dogfight and captured by ground forces. During his interrogation, two Soviet pilots told Guthrie, through an interpreter, that he had downed a MiG-15. He survived internment and was released on 3 September 1953.{{Citation needed|date=July 2007}}|group=Note}} On 27 October, the squadron achieved its first probable followed by two probables six days later.<ref>[http://www.raaf.gov.au/airpower/publications/pathfinder/Pathfinder_9_Oct04_lores.pdf "RAAF Airpower."] {{webarchive|url=https://web.archive.org/web/20060524134012/http://www.raaf.gov.au/airpower/publications/pathfinder/Pathfinder_9_Oct04_lores.pdf |date=24 May 2006 }} ''raaf.gov.au''. Retrieved: 23 March 2010.</ref> On 1 December the [[Battle of Sunchon (air)|Battle of Sunchon]] took place between 14 Meteors and at least 20 MiG-15s – in North Korean markings but operated secretly by the elite Soviet 176th Guards Fighter Aviation Regiment (176 GIAP). The Australians lost three Meteors, with one pilot killed and two captured,<ref name ="Andrews 7"/> while claiming one MiG destroyed and one damaged. Russian records and accounts, which became public after the end of the Cold War, suggested that no MiGs from 176 GIAP were lost.<ref name="seidov">Igor Seidov & Stuart Britton, 2014, ''Red Devils over the Yalu: A Chronicle of Soviet Aerial Operations in the Korean War, 1950–53'', Solihull, England; Helion & Company, pp. 272–276.</ref>

[[File:Meteor F8 77 Sqn RAAF at Kimpo c1952.jpg|thumb|left|RAAF Meteor F.8 ''A-77-570'' undergoing maintenance at [[Gimpo International Airport#Korean War|Kimpo air base]] (K-14) during the Korean War.]]
At the end of 1951, due to the superiority of the MiGs in air combat&nbsp;– as well as the Meteor's favourable low-level performance and sturdy construction, RAAF commanders had 77 Squadron returned to ground-attack.<ref name ="Andrews 7">Andrews 1965, p. 7.</ref> In February 1952, more than a thousand ground-attack sorties were flown and these continued until May 1952, when 77 Squadron switched to fighter sweeps. The last encounter between the Meteor and the MiG-15 was in March 1953, during which a Meteor piloted by Sergeant John Hale recorded a victory.<ref name ="Andrews 8">Andrews 1965, p. 8.</ref> By the end of the conflict, the squadron had flown 4,836 missions, destroying six MiG-15s, over 3,500 structures and some 1,500 vehicles. About 30 Meteors were lost to enemy action in Korea, the vast majority shot down by anti-aircraft fire on ground-attack operations.<ref name="ADF Aircraft Serial Numbers: RAAF A77 Gloster Meteor F 8"/>

The RAAF began introducing the locally-built [[CAC Sabre]] powered by the Rolls-Royce Avon, in 1955, which relegated Meteors to training and secondary duties. A number of Meteors would be assigned to the reserve [[Citizen Air Force]], while others were configured as pilotless drone aircraft or for target towing. [[No. 75 Squadron RAAF]] was the last Australian squadron to operate the Meteor; notably, it had operated a three-unit aerobatic team, named "The Meteorites".<ref name ="Andrews 9">Andrews 1965, p. 9.</ref><ref name ="bb 70">Butler and Buttler 2006, p. 70.</ref>

===Egypt===
Although Egypt's first order for the Meteor was placed in 1948, the rising tension in the region led to the imposition of a series of arms embargoes. Twelve F Mk.4s were eventually delivered between October 1949 and May 1950,<ref name="James p263">James 1971, p. 263.</ref> along with three T Mk.7s.<ref name="James p270">James 1971, p. 270.</ref> Twenty-four F Mk.8s were ordered in 1949, but this order was stopped by an embargo. A further order for 12 ex-RAF F.8s was placed in December 1952, of which four were delivered before the order was cancelled, with the final eight being delivered in 1955,<ref name="James p280">James 1971, p. 280.</ref> along with three more T Mk.7s.<ref name="James p270"/> and six NF Mk.13s, all ex-RAF aircraft.<ref name="James p298">James 1971, p. 298.</ref> Britain had allowed the Meteor sales as part of an effort to foster and support good relations; tensions over the [[Suez Canal]] led to arms sales being suspended once again.<ref>Jabber 1981, pp. 81, 99–100.</ref>

Egyptian Meteors participated in the fighting during the Suez Crisis of 1956, typically being used in ground attack missions against Israeli forces.<ref name="AE112 p57">Nicolle ''Air Enthusiast'' No 112, p.57.</ref><ref name="AE113 p36-7">Nicolle ''Air Enthusiast'' No 113, pp. 36–37.</ref> In one incident, an Egyptian Meteor NF Mk.13 claimed to have damaged an RAF [[Vickers Valiant]] bomber.<ref name="AE113 p43">Nicolle ''Air Enthusiast'' No 113, p. 43.</ref> An aerial bombing campaign of Egyptian airfields by Anglo-French forces resulted in several aircraft being destroyed on the ground; the Egyptian Air Force subsequently withdrew from combat within the [[Sinai Peninsula|Sinai]] region.<ref name="AE114 p54">Nicolle ''Air Enthusiast'' No 114, p. 54.</ref><ref name = "aloni 24"/>

===Syria===
Meteors were the first jet aircraft of the fledgling [[Syrian Air Force]]. It acquired 25 of them between 1952 and 1956.<ref>Andrews 1965, pp. 10, 12.</ref> Although the British were willing to supply aircraft, they did not supply combat training or radar. As Syria became more aligned with [[Gamal Abdel Nasser]] and Egypt, British support for Meteor operations was withdrawn and Syrian pilots began training with their Egyptian counterparts.{{Citation needed|date=February 2014}} During the Suez Crisis, the RAF performed high altitude reconnaissance flights over Syria by [[English Electric Canberra]] aircraft from bases in Cyprus. Lacking radar to track the aircraft, the Syrian Air Force developed a ground spotter network that reported information by telephone to intercept the flights. On 6 November 1956, a Syrian Meteor shot down a Canberra of [[No. 13 Squadron RAF]], which crashed in Lebanon.<ref name=Phoenix>{{cite book|last1=Nicolle|first1=David|last2=Nordeen|first2=Lon|title=Phoenix over the Nile: A History of Egyptian Air Power, 1932–1994|date=1996|page=346|publisher=Smithsonian Institution Press|location=Washington, D.C.|isbn=978-1560986263}}</ref> In 1957, Syria began to replace its Meteors with new [[Mikoyan-Gurevich MiG-17|MiG-17s]] from the Soviet Union.{{Citation needed|date=February 2014}}

===France===
The [[French Air Force]] was keen to acquire jet aircraft as part of its re-equipment program following the Second World War. In 1953, 25 new-build aircraft were diverted from RAF orders to fulfil a French order; a further 16 ex-RAF NF.11s were purchased in 1954 and delivered between September 1954 and April 1955,<ref name="Williams aero p3 p10-1">Williams ''Aeroplane Monthly'' June 1995, pp. 10–11.</ref> these being supplemented by about 14 T Mk.7s.<ref name="James p271-2">James 1971, pp. 271–272.</ref> The NF Mk.11s replaced the Mosquito night fighter with the Escadre de Chasse (EC) 30, serving with that Wing until replaced by the [[Sud Aviation Vautour]] in 1957. Several Meteors were then transferred to ECN 1/7 in Algeria, which saw combat in the [[Algerian War]], operating from [[Bône]], while others were used for training Vautour night fighter crews. The Vautour was retired from French Air Force service in 1964.<ref name="Williams aero p3 p11">Williams ''Aeroplane Monthly'' June 1995, p. 11.</ref><ref name="Williams AE p49">Williams 1984, p. 49.</ref> Five Meteor NF.11s were transferred to the Centre d’Essais en Vol (Flight Test Centre) in 1958, where they were used as equipment testbeds and chase planes,<ref name="Williams AE p49"/> and were later joined by two NF Mk.13s and two NF Mk.14s.<ref name="Williams aero p3 p12"/><ref name="Williams aero p4 p44"/> The test aircraft were used in a wide variety of experiments, including radar and missile tests and during the development of [[Concorde]].<ref name="Williams aero p3 p11-2">Williams ''Aeroplane Monthly'' June 1995, pp. 11–12.</ref>

===Israel===
[[File:Meteor IAF 1954.jpg|thumb|[[Israeli Air Force]] Meteor in 1954]]
Due to tensions between the newly formed nation of Israel and its neighbours, both sides had commenced an arms race which led to jet aircraft being vigorously purchased by various countries in the region. In 1953 Israel ordered four ''T Mk.7''s and 11 ''F Mk.8''s, with delivery continuing until early 1954. The ''F Mk.8''s were modified to carry American HVAR rockets but were otherwise identical to RAF aircraft.<ref name="ae50 p39-0">Aloni ''Air Enthusiast'' Fifty, pp. 39–40.</ref> A second batch of seven refurbished ''FR Mk.9''s and two more ''T Mk.7''s was delivered in 1955.<ref name="ae50 p42">Aloni ''Air Enthusiast'' Fifty, p. 42.</ref> In 1956, Israel purchased six NF Mk.13s, with three delivered that year, and the remaining three, delayed by an arms embargo, in 1958.<ref name="ae50 p44">Aloni ''Air Enthusiast'' Fifty, p. 44.</ref> Five more T Mk.7s were later purchased, these were converted from ex-Belgian ''F Mk.4''s and were fitted with the Mk.8 tail.<ref name="ae50 p47">Aloni ''Air Enthusiast'' Fifty, p. 47.</ref><ref>Jabber 1981, p. 112.</ref>

On 1 September 1955, an Israeli Meteor shot down an Egyptian [[de Havilland Vampire]], the first jet aircraft to be shot down in the theatre.<ref>Aloni 2001, p. 23.</ref> The Meteor played a key role during the Suez Crisis; on 28 October 1956, an Israeli NF.13 took part in [[Operation Tarnegol]], in which it successfully located and shot down an Egyptian [[Ilyushin Il-14]] that had been carrying several high-ranking Egyptian military officers on the eve of the crisis.<ref>Yonay 1993, pp. 161–163.</ref> The operation had intended to shoot down the Il-14 that was supposed to be carrying the supreme commander of the Egyptian armed forces, [[Abdel Hakim Amer]], however a different aircraft had been inadvertently attacked and destroyed instead.<ref name = "aloni 24">Aloni 2001, p. 24.</ref> After deploying paratroopers east of the Suez Canal, the [[Israeli Air Force]] continued to support them on the ground predominantly using its jet aircraft, fearing its propeller-driven aircraft would be vulnerable against Egypt's jet fighters.<ref name = "aloni 24"/>

While initially flying [[combat air patrol]] missions, the Meteors and other Israeli aircraft could not prevent effective attacks by Egyptian aircraft on the ground forces.<ref name = "aloni 24"/> Israeli officers came to recognise that the Meteor was outclassed by Egyptian MiG-15s, and subsequently limited the Meteor's employment as a fighter against other aerial adversaries.{{Citation needed|date=December 2011}} Following the start of the Anglo-French bombing campaign against Egyptian airbases, the Egyptian Air Force mostly withdrew from combat in the Sinai, allowing Israeli aircraft to operate unhindered.<ref name = "aloni 24"/>

The Mk.8s remained in front line service until 1956, and were then used as training aircraft. The NF Mk.13s remained in operational use until 1962.<ref name="ae50 p47-8">Aloni ''Air Enthusiast'' Fifty, p. 47–48.</ref>

===Record setting===
[[File:SapphireMeteorWA820.jpg|thumb|The Sapphire Meteor WA820 on display at [[Farnborough Airshow]], 1951]]
Late in 1945, two F.3 Meteors were modified for an attempt on the world [[air speed record]]. On 7 November 1945 at [[Herne Bay]] in Kent, UK, Group Captain Hugh "Willie" Wilson set the first official air speed record by a jet aircraft of {{convert|606|mph|kph|abbr=on}} [[True airspeed|TAS]].<ref name="James 257-8">James 1971, pp. 257–258.</ref><ref name ="bb 60">Butler and Buttler 2006, p. 60.</ref> In 1946, Group Captain [[Edward Mortlock Donaldson|Edward "Teddy" Donaldson]] broke this record with a speed of {{convert|616|mph|kph|abbr=on}} TAS, in ''EE549'', a Meteor F.4.<ref name ="bb 60"/><ref name="James 258-9">James 1971, pp. 258–259.</ref>

On 4–5 April 1950, Sqn Ldr [[Janusz Żurakowski]] set an international speed record London-Copenhagen-London in a production standard F.8 (''VZ468''). Suitably impressed, the Danes later purchased the type.<ref>Zuk 2004, p. 145.</ref>

Another "claim to fame" was the Meteor's ability to perform the "[[Janusz Żurakowski#Postwar|Zurabatic Cartwheel]]", an aerobatics manoeuvre named after Gloster's acting Chief Test Pilot, it was first demonstrated by Meteor [[United Kingdom aircraft test serials|G-7-1]] ''G-AMCJ'' prototype at the 1951 Farnborough Air Show;<ref>[http://www.flightglobal.com/pdfarchive/view/1955/1955%20-%200731.html "Mars to Javelin."] ''Flight International'', 27 May 1955. p. 729.</ref> the Meteor, due to its widely set engines, could have individual engines throttled back and forward to achieve a seemingly stationary vertical cartwheel. Many Meteor pilots went on to "prove their mettle" by attempting the same feat.<ref>[http://zurakowskiavroarrow.homestead.com/Biography.html "Janusz Żurakowski 'Zura' 1914–2004, Biography of the World Famous Pilot."] ''zurakowskiavroarrow.homestead.com''. Retrieved: 23 March 2010.</ref>

On 7 August 1949, the Meteor III, ''EE397'', on loan from the RAF and flown by [[Flight Refuelling Ltd]] (FRL) [[test pilot]] Patrick Hornidge, took off from [[RAF Tarrant Rushton|Tarrant Rushton]] and, refuelled 10 times by the Lancaster tanker, remained airborne for 12 hours and 3 minutes, receiving {{convert|2352|impgal|L}} of fuel from the tanker in ten tanker contacts and flying an overall distance of {{convert|3600|mi|km}}, achieving a new jet endurance record.<ref>Webster, David. [http://www.the-best-of-british.com/PlaneCrazyHeritage/airpictorial/1999/RefuellingFDC.htm "50 Years of Probe and Drogue Flight Refuelling cover signed Air Chief Marshal Sir Michael Knight KCB AFC FRAES, Director of Flight Refuelling Limited."] ''the-best-of-british.com''. Retrieved: 23 March 2010.</ref>

Meteor F.8 ''WA820'' was adapted during 1948 to take two [[Armstrong Siddeley Sapphire]] turbojets, and from Moreton Valence, on 31 August 1951, established a time-to-height climb record. The pilot was [[Flight Lieutenant|Flt Lt]] Tom Prickett, of [[Armstrong Siddeley]]. A height of 9,843&nbsp;ft was reached in 1 min 16 sec, 19,685&nbsp;ft in 1 min 50 sec, 29,500&nbsp;ft in 2 min 29 sec, and 39,370&nbsp;ft in 3 min 7 sec. [[Air Service Training]] Ltd were responsible for the conversion.<ref>King, H. F., 1955, p. 729.</ref>