TWIN BED CANOPY FRAME : CANOPY FRAME
TWIN BED CANOPY FRAME : PICK UP CANOPIES : BAR CANOPIES.
Twin Bed Canopy Frame
- one of a pair of identical beds
A bed designed or suitable for one person; a single bed, esp. one of a pair of matching single beds
(twin-bedded) having twin beds
Bed size refers to the dimensions of a mattress and the names by which standard sizes are called. Beds themselves vary widely in size according to the degree of ornamentation but are sold according to the size of mattress they take.
- cover with a canopy
- the umbrellalike part of a parachute that fills with air
- the transparent covering of an aircraft cockpit
- Cover or provide with a canopy
- Surround so as to create a sharp or attractive image
- Place (a picture or photograph) in a frame
- Erect the framework of a building
- enclose in or as if in a frame; "frame a picture"
- a single one of a series of still transparent pictures forming a cinema, television or video film
- the framework for a pair of eyeglasses
Gloster Meteor NF 11 Nightfighter
The Gloster Meteor was the first British jet fighter and the Allies' 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 but the Gloster design team succeeded in producing an effective jet fighter that served the RAF and other air forces for decades. Meteors saw action with the Royal Australian Air Force (RAAF) in the Korean War and remained in service with numerous air forces until the 1970s. Two Meteors, WL419 and WA638, remain in service with the Martin-Baker company as ejection seat testbeds.
Development of a turbojet-powered fighter by Sir Frank 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. The aircraft was to have been named Thunderbolt, but to avoid confusion with the USAAF P-47 Thunderbolt the name was changed to Meteor.
The Meteor's 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. Delays with getting type approval for the engines meant that although taxiing trials were carried out it was not until the following year (1942) that flights took place. The fifth prototype, 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 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 takeoff on 27 April 1944) and was followed by DG202/G in July. DG202/G was later used for deck-handling tests aboard aircraft carrier 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 overcome 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 F.2 with de Havilland engines, but when the engines were diverted to the de Havilland Vampire the idea was quietly forgotten.
On 12 January 1944, the first Meteor F 1, 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 20 mm (.79 in) nose-mounted Hispano Mk V cannons and some changes to the canopy to improve all-round visibility. For the production Meteor F.1, the engine was switched to the Whittle W.2 design, by then taken over by Rolls-Royce. The 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 F 1 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 .
The first 20 aircraft were delivered to the Royal Air Force on 1 June 1944 with one example also sent to the U.S. in exchange for a Bell YP-59A Airacomet for comparative evaluation.
No. 616 Squadron RAF was the first to receive operational Meteors, 14 of them. The squadron was based at RAF Culmhead, Somerset and had been previously equipped with the Spitfire VII. After a conversion course at Farnborough for the six leading pilots, the first aircraft were delivered in July.  The squadron was soon moved to RAF Manston on the east Kent coast and, within a week, 30 pilots were converted.
The RAF initially reserved the aircraft to counter the V-1 flying bomb threat with No. 616's Meteors seeing action for the first time on 27 July 1944 with three aircraft active over Kent. After some problems, especially with jamming guns, the first two V1 "kills" occurred on 4 August. The Meteor accounted for 14 flying bombs. The anti-V1 missions of 27 July 1944 were the Meteor's (and the Royal Air Force's) first operational jet combat missions.
After the end of the V-1 threat, and the introduction of the supersonic V-2, the Meteor F 1 was not deployed further in combat against the Luftwaffe. The RAF was at this tim
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