Boran Pivcic
Ikarus Meteor 57 | 9A-GSO
The second of only two Meteor gliders ever built - and the only one still flying - awaits its turn to be put to bed at the end of another busy day. Never intended for series production, the Meteors were conceived in the early 50s to push the limits of competition sailplane design, as well as test construction and machining solutions for Yugoslavia's upcoming G-2 Galeb jet trainer. Built entirely of metal - a head turner at the time - and with a structure more akin to that of a powered airplane, the Meteor sported an advanced 20 meter wing that gave it an impressive glide ratio of 1/42, while its +4/-2 G stress limits and interconnected flaps and ailerons made for fantastic aerobatic performance. Indeed, the first Meteor dominated most of the disciplines flown at the 1956 World Glider Championship, while the type as a whole held its own against the glass fiber crowd well into the late 60s. Sadly, the lack of generous state funding enjoyed by the Meteor - being a prestige project after all - meant that this achievement would not be repeated by any subsequent Yugoslav glider design...
Despite its renown in local aeronautical circles, the Meteor has always been somewhat of a mysterious bird, no doubt a consequence of its origins on the border between the civilian and military. What is known with some certainty is that the first of the pair was born in early 1956 as YU-4103, and designated simply the "Meteor". In 1957 however, it would receive an aerodynamic upgrade, becoming the "Meteor 57" in the process. At the same time, a second example of the same standard would be completed, known as YU-4111. Both would subsequently receive another cleanup in 1960, transforming them into what was called the "Meteor 60"; interestingly, while 4103 would adopt that designation as a matter of due course (and is still known as such), 4111 would retain its previous name until this day.
4103 itself would continue to fly until the 80s, when it ended up in the storage depot of the Aeronautical Museum at Belgrade Airport (BEG/LYBE), where it resides to this day. 4111 however would go on to become 9A-GSO and continue to happily fly well into its 60s.
Ikarus Meteor 57 | 9A-GSO
The second of only two Meteor gliders ever built - and the only one still flying - awaits its turn to be put to bed at the end of another busy day. Never intended for series production, the Meteors were conceived in the early 50s to push the limits of competition sailplane design, as well as test construction and machining solutions for Yugoslavia's upcoming G-2 Galeb jet trainer. Built entirely of metal - a head turner at the time - and with a structure more akin to that of a powered airplane, the Meteor sported an advanced 20 meter wing that gave it an impressive glide ratio of 1/42, while its +4/-2 G stress limits and interconnected flaps and ailerons made for fantastic aerobatic performance. Indeed, the first Meteor dominated most of the disciplines flown at the 1956 World Glider Championship, while the type as a whole held its own against the glass fiber crowd well into the late 60s. Sadly, the lack of generous state funding enjoyed by the Meteor - being a prestige project after all - meant that this achievement would not be repeated by any subsequent Yugoslav glider design...
Despite its renown in local aeronautical circles, the Meteor has always been somewhat of a mysterious bird, no doubt a consequence of its origins on the border between the civilian and military. What is known with some certainty is that the first of the pair was born in early 1956 as YU-4103, and designated simply the "Meteor". In 1957 however, it would receive an aerodynamic upgrade, becoming the "Meteor 57" in the process. At the same time, a second example of the same standard would be completed, known as YU-4111. Both would subsequently receive another cleanup in 1960, transforming them into what was called the "Meteor 60"; interestingly, while 4103 would adopt that designation as a matter of due course (and is still known as such), 4111 would retain its previous name until this day.
4103 itself would continue to fly until the 80s, when it ended up in the storage depot of the Aeronautical Museum at Belgrade Airport (BEG/LYBE), where it resides to this day. 4111 however would go on to become 9A-GSO and continue to happily fly well into its 60s.