ACM above FL100 in a JAG !!!!!!! Surely only viable if you are bounced by another jag, and then if it had centreline tanks fitted.
My recollection was a rather lower limit (I should admit to only about a dozen hours backseat, and most of that on ETPS although I did P&HQ work on it from a desk for a couple of years) - I think 12 Alpha with centreline stores and 17 clean? What you describe sounds more like an early days FT limit?
An interesting question with a thin metal tube like the Jag (or Tornado, Mig-21 etc.) is whether you spin it or it hits an inertia couple. Whilst there's at-least a theoretical chance of a spin recovery - even in one of these, I'm not aware of a recovery from inertia couple without an external safety device. I've had a few interesting barside conversations with a certain retired WingCo who jumped out of a T2 about 25 years ago, and he still has no recollection of events between briefing and waking up in hospital - apparently an aeromedic subsequently showed the BOI that the oscillations were sufficient to blank his memory of the surrounding event, which presumably is what happened. (Apparently it was also shown that he had a fighting chance of having pulled the handle with his teeth!).
G
N.B. Appreciate the point about separate threads. I'll let it run as is for the moment, if it seems to start running seriously at cross-purposes I'll see if the moderators tools will let me split the thread.
N.B.B. Answering Paulo's specific questions, a highly loaded but responsive swept wing like a Hawk or Hunter has no particular tendency to spin inadvertently, but responds well to a deliberate spin entry - the actions being pretty much identical to those for an SEP. An aircraft like Jaguar or Tornado is a special case because it has an "intertia couple" mode which has much in common with the spin but is triggered by high AoA rather than an aerodynamic stall per-ce. In the Jag the aircraft starts wing-rocking alarmingly from about 1½ degrees above the AoA limit (which has a klaxon associated with it - therefore little excuse for exceeding it). If taken to extremes the aircraft starts a pitching-rolling-yawing oscillation which technically isn't a spin but looks jolly like it. This characteristic is associated with aeroplanes that have high pitching and yawing inertia due to a "cigar-tube" fuselage but very low rolling inertia due to lightweight stubby wings. Spin recovery in a fast jet tends to be straightforward and little different to a piston-prop, except that powered controls eliminate nasties like rudder-tramping and high stickforces, and the lack of torque tends to make the spin pretty-much identical left and right.