By L. Johansson
Airplane layout three (2000) 249 - 259
In this paper the event of the writer in working a flight dynamics path with MATLAB computer
assignments as a wide a part of the direction and the only real technique of evaluation is mentioned.
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Additional resources for A flight dynamics course based on MATLAB computer assignments
It is seen here at Gloster’s factory at Bentham during engine tests. 9/40 DG205/G are (left to right) John ‘Tiny’ Crosby-Warren, Michael Daunt, Frank McKenna (Gloster general manager), Frank Whittle and George Carter. 1 EE214/G was used for trials carrying a ventral fuel (as seen here), and later flew with 616 Squadron. (Philip Jarrett) One of the first photograph of a Meteor to be the press. It was made available for publication on 11 July 1945. 1 (Philip Jarret) A Meteor F3 of 616 Squadron in an overall white scheme, which was to aid identification.
When flying in bad weather, low-level turbulence could lead to the needle of the turn indicator deflecting, so that a mean position had to be judged. In rain, visibility through the front windscreen and side panels was poor. The Meteor III was easy to land although with flaps down the glide angle was rather shallow and speed decreased very slowly when airbrakes were not used. A normal gliding approach was recommended, with the base leg flown at 140 mph IAS and the final approach at 115 mph IAS.
These oscillations were comparable to those of the Meteor I with a similar empennage. Stalling speeds were a little higher than those of the Meteor I due to the increased weight. The behaviour at the stall was similar to the earlier mark, though there was a tendency to drop the right wing rather than the left. Recovery was normal. The Meteor III was also tested by the Central Fighter Establishment (CFE) at West Raynham, which conducted a trial using EE281, EE428 and EE446. The opportunity was also taken to compare the Meteor III with one of the ultimate piston-engined fighters, the Tempest V.