Editing Gloster Meteor (section)

===Overview===
[[File:Gloster Meteor F8, UK - Air Force AN2059465.jpg|thumb|Meteor F.8 in flight at [[RAF Greenham Common]], May 1986]]
[[File:Gloster Meteor F.8 Cockpit (4746340408).jpg|thumb|Meteor F.8 cockpit]]
The first operational version of the Meteor, designated as the Meteor F.1, apart from the minor airframe refinements, was a straightforward "militarisation" of the earlier F9/40 prototypes.<ref name = "shack 29">Shacklady 1962, p. 29.</ref> The dimensions of the standard Meteor F.1 were {{convert|41|ft|3|in|m|abbr=on}} long with a span of {{convert|43|ft|0|in|m|abbr=on}}, with an empty weight of {{convert|8140|lb|kg|abbr=on}} and a maximum takeoff weight of {{convert|13795|lb|kg|abbr=on}}.<ref name="James 304-5"/> Despite the revolutionary turbojet propulsion used,<ref>Flight 25 October 1945, p. 444.</ref> the design of the Meteor was relatively orthodox and did not take advantage of many aerodynamic features used on other, later jet fighters, such as [[swept wing]]s; the Meteor shared a broadly similar basic configuration to its German equivalent, the [[Messerschmitt Me 262]], which was also aerodynamically conventional.<ref>Pavelec 2007, pp. 120–121.</ref>

It was an all-metal aircraft with a tricycle [[Landing gear|undercarriage]] and conventional low, straight wings with mid-mounted turbojet engines and a high-mounted [[tailplane]] clear of the jet exhaust.{{#tag:ref|With no weight from propellers and the more rearward placement of the engines, the Meteor's centre of gravity was aft of the typical fighters of the era, thus leading to the adoption of the tricycle undercarriage arrangement.<ref name = "shackley 11">Shacklady 1962, p. 11.</ref>|group=Note}}{{#tag:ref|While there had been concerns over the structural strength from the high tailplane position selected, Carter was aware of the instability risks that the jet exhaust could generate, so it was decided to mount the tailplane as high as possible on the fin.<ref name = "shackley 11"/>|group=Note}} The Meteor F.1 exhibited some problematic flying characteristics typical of early jet aircraft; it suffered from stability problems at high [[transonic]] speeds, large trim changes, high [[Joystick|stick]] forces and self-sustained yaw instability (snaking) caused by airflow separation over the thick tail surfaces.<ref name="Loftin">Loftin, L.K. Jr. [http://www.hq.nasa.gov/pao/History/SP-468/ch11-2.htm Chapter 11: Early Jet Fighters] {{Webarchive|url=https://web.archive.org/web/20170115222926/http://www.hq.nasa.gov/pao/History/SP-468/ch11-2.htm |date=15 January 2017 }} ''NASA SP-468. Quest for Performance: The Evolution of Modern Aircraft.'' (1985) NASA. Retrieved: 24 April 2006.</ref> The longer fuselage of the Meteor T.7, a two-seater trainer, significantly reduced the aerodynamic instability that the early Meteors were known for.<ref>Shacklady 1962, pp. 54, 66–67.</ref>

Later Meteor variants would see a large variety of changes from the initial Meteor F.1 introduced to service in 1944. Much attention was given to raising the aircraft's top speed, often by improving the airframe's aerodynamic qualities, incorporating the latest engine developments, and increasing the strength of the airframe.<ref name = "shack 29"/><ref>Shacklady 1962, pp. 51–53.</ref> The Meteor F.8, which emerged in the late 1940s, was considered to have substantially improved performance over prior variants;<ref>Flight 6 October 1949, p. 465.</ref> the F.8 was reportedly the most powerful single-seat aircraft flying in 1947, capable of ascending to {{convert|40000|ft|||}} within five minutes.<ref>Flight 6 October 1949, pp. 465, 469.</ref>