One for the Jet Provost experts
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It's not from a Mk 3A, or 5A/5B so I would say it is from a 1960's vintage JP, either a Mk3 or a Mk 4, but if the latter not a Shawbury (Marshalls) one.
The radio is definitely not an ARC 52 or PTR 175.
Sorry I can't help more.
MB
The radio is definitely not an ARC 52 or PTR 175.
Sorry I can't help more.
MB
Join Date: Feb 2008
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Rebecca Eureka i seem to recall was the full name, with not many stations eqipped to provide a service. They were flagged in the red book as 'D4' or 'C6' sort of pairing to dial up.
i also seem to recall it never worked, or unlocked if you flew a wide circuit. The associated read out is the dial to the right of it, calibrated up to 20 nm it seems, with the needle at the bottom to chase for homing - now that never worked!
...makes you fond of tacan.
wets
i also seem to recall it never worked, or unlocked if you flew a wide circuit. The associated read out is the dial to the right of it, calibrated up to 20 nm it seems, with the needle at the bottom to chase for homing - now that never worked!
...makes you fond of tacan.
wets
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XS176 ~ JP T4
PAC/W/22162
20/09/1963
First Flew. B03/10/1963
Awaiting Collection
03/10/1963
Delivered to 27 MU Shawbury
10/01/1964
2 FTS Syerston coded 28, later recoded 36
10/07/1968
27 MU Shawbury
18/10/1968
5 MU Kemble
01/11/1968
27 MU Shawbury
28/01/1969
3 FTS Leeming coded 47
24/11/1970
Central Air Traffic Control School, Shawbury coded O
28/02/1972
College of Air Warfare, Manby coded 18
06/12/1973
School of Refresher Flying, Leeming coded 71
25/02/1974
5 MU Kemble
26/02/1975
School of Refresher Flying, Leeming coded 71
24/02/1977
1 SoTT Halton for ground instructional use as 8514M/N
06/1993
Tendered
27/10/1993
Transported to Phoenix Aviation, Bruntingthorpe
03/11/1993
To University of Salford, Manchester
15/07/1999
To Bruntingthorpe
08/1999
Reduced to nose section and transported to Solihull
2000
To Stamford
18/06/2005
To Highland Aviation Museum, Inverness for display
PAC/W/22162
20/09/1963
First Flew. B03/10/1963
Awaiting Collection
03/10/1963
Delivered to 27 MU Shawbury
10/01/1964
2 FTS Syerston coded 28, later recoded 36
10/07/1968
27 MU Shawbury
18/10/1968
5 MU Kemble
01/11/1968
27 MU Shawbury
28/01/1969
3 FTS Leeming coded 47
24/11/1970
Central Air Traffic Control School, Shawbury coded O
28/02/1972
College of Air Warfare, Manby coded 18
06/12/1973
School of Refresher Flying, Leeming coded 71
25/02/1974
5 MU Kemble
26/02/1975
School of Refresher Flying, Leeming coded 71
24/02/1977
1 SoTT Halton for ground instructional use as 8514M/N
06/1993
Tendered
27/10/1993
Transported to Phoenix Aviation, Bruntingthorpe
03/11/1993
To University of Salford, Manchester
15/07/1999
To Bruntingthorpe
08/1999
Reduced to nose section and transported to Solihull
2000
To Stamford
18/06/2005
To Highland Aviation Museum, Inverness for display
Gentleman Aviator
Had a knee-pad (knowing me, probably still got it somewhere) with concentric Eureka/Rebecca range circles on a one-mil map of Eastern England.
A necessary fashion accessory flying the JP4 (only Mk of JP I ever flew) from Syerston - don't think it was ever used in anger .....
Never flew that particular one, but a number of other XSs, and XPs and XRs .....
A necessary fashion accessory flying the JP4 (only Mk of JP I ever flew) from Syerston - don't think it was ever used in anger .....
Never flew that particular one, but a number of other XSs, and XPs and XRs .....
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Rebecca/Eureka, The prime, and only, navigation equipment fitted to the Linton JP3/5s in 1972. Very basic but taught one how to gain skills in Air Picture. Apart from being used for all ML Nav Exercises and GH above cloud it could also be used for IMC letdowns. It was possible to perform a Self Nav QGH with reasonable accuracy. Certainly better than being stuck above cloud without a clue. At Linton I'm sure that as a Stude we were allowed down to a MDH of about 1000ft, anyone remember?
Having mastered Rebecca/Eureka approaches an NDB approach was easy!
Having mastered Rebecca/Eureka approaches an NDB approach was easy!
And on the TWU's Hunters?
Unless senility has well and truly arrived, my memory is that this was the only navaid fitted to the Mk 6 Hunters at Chivenor on 229 OCU and subsequently on the 6A Hunters at TWU Brawdy One could indeed fly a reasonably respectable instrument recovery but first of all you had to find the overhead! The FGA9 also had ADF but it was hardly at the top of the reliability pile and at Brawdy rarely worked.
With the Eureka system one of the big limitations was the paucity of ground stations.
With the Eureka system one of the big limitations was the paucity of ground stations.
I was at the Towers in 1974 and flew the JP3/5 during training - so, as you say, Rebecca/Eureka and UHF/DF were our only navaids. But sufficient to fly ML nav and the (occasional) QGH/DME let-down, although we did quite a few in the Link D4.
Whilst waiting for a Valley course, I flew some trips in the JP5A with the absolute luxury of VOR/DME! Radials and range rings from OTR and instant knowledge of position above 8/8 - no more need for "True bearing, true bearing, true bearing" from the aerodrome whose Eureka you were using, or, if it wasn't, getting a second DF line from elsewhere. I used Finningley quite often - for 2 reasons: 1-it was on 354.0, so one click away from 243.0 on each manual ARC52 knob (as we flew with 243.0 selected as SOP, but flew on a stud rather than M); and 2-it gave a decent cross-cut angle with Cranwell. Quite a few of us would be airborne at the same time, plus lots of other Lincs and Yorks aircraft. But even though we didn't have SSR available, somehow we all survived without bumping into each other or the ground.
VOR/DME/ILS in the JP5A was so much better, but then came the Gnat with the students' best friend - offset TACAN! Lord know why they didn't include an offset box in the Hawk though. The Valley Hunters had TACAN as well, but rather more primitive than the excellent Gnat system. But at Brawdy, it was back to Rebecca/Eureka in the Hunter 6A/7, plus ADF in the FGA9 - which no-one used except for the odd bit of listening to music from broadcasting stations. One mate happened to be doing a SNEB sortie at Pembrey listening to 'Ride of the Valkyries' on Radio 3, which he said was very motivating!
After another 14 years of flying with food-powered navigation systems, going back to VDF/UDF and no SSR in the Bulldog was a bit of a culture shock above 8/8 in British West Oxfordshire! Bearings from Benson Approach and Oxford Homer in 1990 when even the Brize Flying Club aircraft were better equipped! But we did at least get VOR/DME/ILS in the Bulldog a year or two later!
However, those early days of Rebecca/Eureka and DF fixing were very useful in teaching us the art of developing a mental air picture, of that I'm sure!
Whilst waiting for a Valley course, I flew some trips in the JP5A with the absolute luxury of VOR/DME! Radials and range rings from OTR and instant knowledge of position above 8/8 - no more need for "True bearing, true bearing, true bearing" from the aerodrome whose Eureka you were using, or, if it wasn't, getting a second DF line from elsewhere. I used Finningley quite often - for 2 reasons: 1-it was on 354.0, so one click away from 243.0 on each manual ARC52 knob (as we flew with 243.0 selected as SOP, but flew on a stud rather than M); and 2-it gave a decent cross-cut angle with Cranwell. Quite a few of us would be airborne at the same time, plus lots of other Lincs and Yorks aircraft. But even though we didn't have SSR available, somehow we all survived without bumping into each other or the ground.
VOR/DME/ILS in the JP5A was so much better, but then came the Gnat with the students' best friend - offset TACAN! Lord know why they didn't include an offset box in the Hawk though. The Valley Hunters had TACAN as well, but rather more primitive than the excellent Gnat system. But at Brawdy, it was back to Rebecca/Eureka in the Hunter 6A/7, plus ADF in the FGA9 - which no-one used except for the odd bit of listening to music from broadcasting stations. One mate happened to be doing a SNEB sortie at Pembrey listening to 'Ride of the Valkyries' on Radio 3, which he said was very motivating!
After another 14 years of flying with food-powered navigation systems, going back to VDF/UDF and no SSR in the Bulldog was a bit of a culture shock above 8/8 in British West Oxfordshire! Bearings from Benson Approach and Oxford Homer in 1990 when even the Brize Flying Club aircraft were better equipped! But we did at least get VOR/DME/ILS in the Bulldog a year or two later!
However, those early days of Rebecca/Eureka and DF fixing were very useful in teaching us the art of developing a mental air picture, of that I'm sure!
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Excellent thread gents, it sparked my interest and a quick search found this site
Rebecca Mk8 - TR8193
It might help others like me who have never seen it to understand the explanations better
Rebecca Mk8 - TR8193
It might help others like me who have never seen it to understand the explanations better
Beags - when were you at OUAS? I was on the Command Accounts Inspection Team from Brampton 86-89 and on account of the faded budgie on my jumper claimed flying stations as of right. Did 3 inspections at OUAS and flew in the Bulldog during all 3 visits - wonder if I flew with you
Hmm....page 2 of the reference in Koos Bouwknegt's document http://members.home.nl/a.k.bouwknegt...%20circuit.pdf is a cut-and-paste from a PPRuNe post of mine from 5 Apr 2010......
Wander00, I was a member of the RAF's premier UAS, both as a student from 1969-73 and as a QFI from 1990-93. Which one? ULAS, of course, not OUAS!
Wander00, I was a member of the RAF's premier UAS, both as a student from 1969-73 and as a QFI from 1990-93. Which one? ULAS, of course, not OUAS!