SEPECAT Jaguar

[The Rocket]

Seeing as recently we've had the threads about the Phantom, Vulcan, Bucc and SHAR,

And also given it's forthcoming retirement:ugh:

Have many of you got fond memories/anecdotes of your time on the Mighty Pussycat?

:ok:

[Wholigan]

Yes. :E

[Aeronut]

No:rolleyes:



Due to the heavy use of these forums we would prefer it if you are going to post something then please make sure it is worthwhile and at least 15 characters long.

[London Jets]

The Jag is always given such bad press so can I ask why is the Jaguar said to be such a bad aircraft?

L J

[Miserable Old Git]

Power v Drag
Lift v Weight

Designed as a trainer and stretched (capability wise) into a combat aircraft. However, with the Jag in its current guise, you get a lot of bang for your buck and the Design Authority implications are much simpler to deal with.

Mind you, they’ve put so much new kit in the cockpit, I’m surprised you can see out of the front these days.

Like most jets, started off with limited capability and by the time it came to the end of its life it was/is quite good at what it does.

MOG

[The Rocket]

Still, gotta smile about the fact that in that horrible sandy s***hole, the Jags need 200nm to reach a refuelling height of FL185

:sad: :sad: :sad:

Makes the Mighty F3 seem like a rocket :ok: :p

[Skeleton]

Dont listen to them.. there all jealous :)

Single seat or two or more... you decide.

Bad press at the start when more than a few were lost in "Nasties" but there capability has been improved and you now get a lot of bang for your buck.

Wonderful aircraft.

200NM to reach a refuel bracket at FL185... hmmmmm

[Onan the Clumsy]

I remember when I was a kid, watching one land on the new M55 just outside Blackpool. They turned her around, bombed her up and off she went.

TO roll started at a beautiful concrete bridge that spanned the road. When you drove in from Preston, it was immediately after that bridge that you got your first glimpse of the tower and, for me at least, home. I always thought that they should have given that bridge the name I always used "Jaguar Bridge".

Does anyone have any photos of that occasion? I have one somewhere.




...look what I found :ok:

http://www.lancashire.gov.uk/environment/historichighways/MAM55_files/image009.jpg

[Skeleton]

There was a video I saw of a Jag doing a grass strip take off, one day in the crewroom. Full hairdrier power engaged and Jag sets off and bumps over a taxiway onto the grass on the other side.

Comment from Jag mate with an aversion to all things Air Tragic.

"Sort that b***er out then ATC"!! :ok:

[rej]

no doubt the feds would love the opportunity of giving out a speeding ticket with one of their so called safety cameras as one rotates off one of our Mways!!

[NineLima]

A few pictures from 3 weeks ago at Coltishall....

http://www.pbase.com/stevieb/image/41441515.jpg

http://www.pbase.com/stevieb/image/41441517.jpg

http://www.pbase.com/stevieb/image/41441519.jpg

http://www.pbase.com/stevieb/image/41441520.jpg

http://www.pbase.com/stevieb/image/41441522.jpg

http://www.pbase.com/stevieb/image/41441523.jpg

http://www.pbase.com/stevieb/image/41441575.jpg

[pr00ne]

When the prissy little wimpy thing pitched up at Bruggen they couldn't even leave it out in the rain!

Replace the Toom with a single seat non radar equipped underpowered pussy cat in North West Europe and give it the same interdiction and strike role, yeah right!

[The Rocket]

Fine shot of the 41 sqn jet shedding it's LP Turbine!

:eek: :eek: :eek:

[BombayDuck]

You Brits may have had access to lovely goodies like the 'toom etc., but for a while the IAF swore by the Jag as its only hope for DPS. 'tis a beautiful plane, IMO, and good enough for HAL to be making almost 40 more in the coming years. these are the types with the full night flying gear plus Litening plus MFD aaaahhh...

Some Links that you might not have seen....

25 years of the Jag in the IAF (http://www.bharat-rakshak.com/IAF/Info/Aircraft/Jaguar-25Yrs.html)

As Squadron Leader M (Mike) McMahon (Air Marshal now retired , from the post of VCAS) remembers,

"Before we started flying training, we did a Sea Survival Course at Plymouth. In February, water temperatures were teeth chattering. The 'actual' training took place in the English Channel, not a friendly swimming pool! I remember that the shock of hitting the chilly water was so great that I opened my mouth and promptly swallowed half the Channel! My fingers were numb for days thereafter".

All the chilled Indian pilots shared this opinion.

The Conversion training that followed at Lossiemouth was excellent. Unlike Russia where ground training was always overly detailed, the RAF trained them on a need to know basis and expected the pilots to research further themselves.

and then there is this (http://www.bharat-rakshak.com/IAF/History/1990s/Jaguar.html)

have fun :) and thanks for the Jag....

[ORAC]

Why does the Jag have 2 engines?
if one fails, the other is there to carry it to the scene of the accident...

What do you do in a Jag if you lose an engine?
Shut down the second to reduce the drag...

Also remember the incident report concerning damage to the nosewheel due to a rabbit strike on take-off.
And the immediate response from a F4 base querying if the rabbit had impacted the front or rear of the strut.....

[jimgriff]

http://www.ejectorseats.co.uk/jim7.jpg

Heres one in the wild........

[REF]

I posted a few Jaguar pictures on the Aviation History and Nostalgia forum from a couple weeks ago, no way nere up to the standard of NineLima's pictures.

All taken at RAF Coltishall.

These are just the Jag pictures -

http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/DSC01867.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/DSC01844.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/DSC01869.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050010.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050030.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050031.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050040.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050044.jpg
http://img.photobucket.com/albums/v197/REFLAGG/AIRCRAFT%20POSTED/P8050046.jpg

The last 2 pictures I took here of the diamond nine formation I thought was quite impressive as there was 11 Jaguars (I think it was 11 anyway!!).

I kind of figured it was never going to happen again, seeing the nine jaguars in the air at the same time that is!!

Richard.

[BootFlap]

:D

Saw a Jag in the paper recently....................... oh yes that's right, on a float in the Gay Pride march! Fitting I thought.........


Head below parapet, back to the wall ;) ;)

[sharpend]

It just seems like yesterday , actually more than 30 years ago, that I first flew the Jaguar solo. I could not understand why the jet was weaving from side to side as I flew down the Great Glen at 550 kts, until a boffin told me that with just a centreline tank I was close to departing. Always a problem at 250 feet!

Bluntie

OCU 74 77
6 Sqn 77- 80
SLOPs Colt 83 - 86

ps: as you can see I am still alive, but do not deserve to be!

[Razor61]

Like i said on the disbandment thread, IMO, still one of the best damn looking jets ever made (looking from the front).

But we still haven't heard alot of 'good stories' from the Jag....don't tell me there isn't any?

[Zoom]

The first time a Jaguar visited Bruggen the pilot hopped out and asked 2 or 3 of us interested bystanders to help push it into the hangar, which we did. That was when I realised that it was actually made of tin foil.

When the first sqn arrived, in '75, it was a reasonably warm summer and this played havoc with the cabin conditioning system. As result they couldn't fly until the outside air temperature dropped below a particular level, which normally occurred at about 5pm. The Jaguars would then get airborne - while we all sloped off to the bar and watched them doing circuits, circuits and more circuits as the Low Flying System was closed by then. We truly did feel sorry for them.

[MMEMatty]

Is the story true, that when you got the new RR motor that eliminated the exaust smoke, you found that there was a design problem with it, and every time you returned to flight idle, the engine cut out, and the only reason that nobody had picked up on it was that gcarbon deposits in the exhaust (which caused the smoke) had been keeping the engine ignited untill the fuel management system got its act together?

Matty

[The Rocket]

Sounds like a load of S**te to me!!!

As anyone with even a basic knowledge of how a jet engine works will tell you that even a big roaring fire in your jet pipe will not keep the fire burning in a combustion chamber, ESPECIALLY if the engine has flamed out due to fuel starvation.

And quite how you think a flame would backtrack through two turbine stages and relight the engine with tons of pressurised air from a windmilling engine blowing in the opposite direction, is a mystery to me!:confused: :confused:

[Sir Loin]

Beautiful aircraft, and a real shame to see them going.

I'm highly surprised to see that nobody has any stories about their time on them though.

Must be the "Detachment Rules" mentality;)

Only jet I've worked on where the Microturbo/APU is louder than the actual engines!!:p :p :p

[LOMCEVAK]

I suspect that there may be some enthusiasts reading this thread who know few facts on the Jaguar but have heard the stories! I have flown it for 20 years in the flight test environment but, sadly, not operationally. I have many flight test stories which could be prised out of me (stores clearances for Operation Granby, LGB Lateral Toss, FLIR/NVG trials, GR1B upgrade etc). However, as a starter I shall try to paint a brief picture of the Jaguar, and as it is just my personal opinion I am sure that there will be some interesting disagreements posted!

The Jaguar is an aircraft that needs to be understood to put it into context with the stories. It has a small, low aspect ratio wing with a high speed aerofoil and small engines which, especially in dry power, develop relatively low thrust. This leads to an optimum sustained turn speed of around 0.85 to 0.9M and a high corner speed (around 430 KIAS at mid sortie weights and low level). Combine this with a relatively low AoA limit, a tendency to depart with large lateral stick inputs at quite modest AoAs and an inertial autorotation mode that is triggered if you roll and push simultaneously, the Jaguar obviously is not an agile low speed combat machine! Nor does it have a high dry power maximum speed, rapid reheated acceleration from low speeds, a high dry power ceiling nor good take-off performance (especially at high OAT). Therefore, it is not surprising the F-4 squadrons were not impressed with the Jaguar as a replacement aircraft!

But, it definitely has its good points. Up to 480 KIAS, you can fly it very low (as evidenced in some of the threads relating to the Omani Jaguars) although at higher speeds it becomes a little oversensitive in pitch. With respect to "operational" low flying its flying qualities are far superior to the Tornado and Phantom (but not as good as the Buccaneer!). It is excellent for tracking in guns and rocket attacks and has a very good Laser Range and Marked Target Seeker system (LRMTS). Also, the maximum speed and g limit with a full weapons load, even at maximum weight, is considerably better than just about all other current RAF attack aircraft. And the nav/attack system has come a long way from the early days of NavWaSS, when it had an 8k computer and a moving map and HSI that froze when you selected weapon aiming, and a 5:1 geared HUD! In 1995, the GR1B became, I believe, the first RAF combat aircraft to have an integrated GPS/IN navigation system and the first RAF single-seat aircraft to carry a laser designator pod (TIALD). This was further developed into its current GR3/3A incarnation incorporating several more RAF "firsts"; a helmet mounted sight, a ground proximity warning system combined with obstacle warning and terrain separation cues in the HUD, and electronic emergency checklists and airfield approach plates on the cockpit multifunction displays. Please note that this is not a commercial for BAES as much of the work (including the whole GR1B upgrade) was not done by them!

But back to the bad news. The Jaguar does not, I believe, have enough pylons for stores carriage. When introduced into RAF service in 1974, there was little thought given to electronic warfare and PGMs were some way off. Therefore, on the four wing pylons and fuselage centreline pylon the Jaguar could carry two 1200 l fuel tanks and four 1000 lb bombs, which was a respectable load. But once it moved into the EW era and the outboard pylons were taken up with a chaff dispenser and active jamming pod, it was left with only one external fuel tank plus four unguided bombs (on tandem beams on the inboard pylons) or two 1000 lb LGBs, or two external fuel tanks plus two unguided bombs or one LGB on the centreline. Or, with a TIALD pod for a self-designation LGB attack, it could carry only one external tank and one LGB. Overall, the weapon load was becoming very small, despite an excellent capability for accurate delivery.

I hope that this has given a little meat to put on the bones of the apocryphal stories. Flight test stories to follow.

[Conan the Librarian]

I do hope that the handling characteristics referred to above didn't inspire your user name Lomcevak....

[LOMCEVAK]

I have never had a Jaguar depart on me - yet! It is an aircraft that talks to the pilot; those that depart generally are not listening! 4 to 8 degrees AoA is life, and if it departs below 150 KIAS it has insufficient energy to actually spin (data from original spin trial). However, if the two-seater spins, it will not recover!

I have had a Tornado depart and spin on me - 340 KCAS into a fully developed spin in less than 2 seconds; departed at 21,000 ft, spin stopped at 10,000 ft, started to pull out at 8,000 ft, bottomed at 3,000 ft. But that is another story - and for another thread, another day.

Rgds

L

[Buc Driver]

Does anybody know what will happen to the jets once they are retired.

[*Zwitter*]

how much are they likely to be? - I've always fancied one

[mystic_meg]

..I've heard 'Slugger' Prescott is after one....

..cue the new nickname 3 Jags:E

[pulse1]

LOMCEVAK,

My memory might be playing tricks but I'm sure that I saw film of a two seat Jaguar spinning over Lulworth Cove. I think it was on the excellent TV series Test Pilot which showed a course going through ETPS at Boscome Down.

It may have been the same programme but I also remember seeing a test pilot who held the record for the number of spins in a Jaguar. Perhaps that was you? p1

[LowNSlow]

It's a trainer and living proof of what happens when we collaborate with La Frogs. (Concorde excepted)

Helmet and incendiary proof jacket on

[Ascend Charlie]

An ex-RAF friend told me of his time on Jags in the desert, which has left him scarred for life.

Doing a bombing demo for the Powers That Be, one of the bombs detonated under his wing on release. The oxygen-rich cabin lit up rather well, and his first instinct was to put his hands over his face - imprints of his left hand are still visible after twenty something years.

Then he took one hand away to pull the manual pilot/aircraft interface separation handle and he departed what was left of the machine. Pictures of the explosion and ejection were published in various magazines but I can't find them on line.

In a huge change of lifestyle, he has gone from a machine that flew at over 400 knots and almost always landed at the place he took off from, to an aircraft that flies at 0 knots and NEVER lands where it took off. A hot-air balloon.

[LOMCEVAK]

Pulse 1,

If there were any shots of a Jaguar spinning on the "Test Pilot" series, they were archive material from the spin trial. The ETPS jet over Lulworth may have been rapid rolling but certainly was not spinning.

Unfortunately, I was not involved in the Jaguar spinning trial; it was before my time. However, I do have to declare some level of involvement in the BBC series! I think that the French had the lead on the spinning trial and that Jean-Marie Saget was the project pilot for it. However, several Warton and Boscombe Down pilots were involved. Boscombe Down did lose a T2 in a departure/spin accident in the mid1970's. Fortunately, both pilots ejected safely and I still see both of them fairly often. I think that they ended up in inertial autorotation and followed the recovery procedure that was recommended at the time. This did not work, and the proper recovery technique was discovered shortly afterwards!

[Razor61]

LOMCEVAK,

Although not related to the Jaguar, this article makes a good read about the Tornado spinning trials over Yorkshire.

Tornado Spinning Trial (http://www.tornado-data.com/History/Jeremy%20Lee/close_to_the_edge.htm)

[Worf]

Lomcevak

Thanks for a great description of Jaguar flying qualities. A couple of questions

1. What is HUD "gearing"?
2. Have you flown the Jaguar International variant? It had a significantly higher thrust engine - wonder how that effected the performance?

Thanks
Worf

[LOMCEVAK]

Razor61,

Thanks for that link. I think that, perhaps, a "Spinning Stories" thread would be interesting - I have a few! When I have time, I will start one, unless anyone else wishes to (hint!).

Worf,

HUD gearing is the relationship between the angle represented by two symbols in the HUD and the actual angular subtension between them. A "5:1" geared HUD, such as in the Jaguar GR1/1A/T2/2A (and Harrier GR3/T4 and some prototype Tornados) has markings in the HUD that represent climb and dive angles of zero, 30 deg, 60 deg and 90 deg. However, the actual angle between the horizon bar and, say, the 30 degree climb bar is only 6 degrees, hence 5:1. The reason that it was used (allegedly) was that early INs were not accurate enough to support 1:1 gearing. The big disadvantage is that you lose correlation between the HUD horizon line and the real horizon when not in level flight. However, it has the advantage that you do not get "laddering" (pitch ladder moving at too high a rate to interpret it) at high pitch rates, a problem that occurs in a 1:1 geared HUD. In fact, that is why the current Jaguar GR3A HUD only has 1:1 gearing within 30 degrees of the horizon. The pitch gearing is then blended to increase progressivley to 4.4:1 in the vertical. The heading scale in many fast jet aircraft HUDs is also geared (6:1 in most british HUDs) to prevent oversensitivity during heading control tasks, whereas most airliner HUDs have 1:1 heading scale gearing for greater accuracy on a low vis approach.

In answer to your second question, I have not flown the Jaguar International. However, the greatest difference in performance when flying the Jaguar is related to external stores carriage, the extra drag and weight both giving a significant degradation. A "clean" aircraft with no pylons is a totally different machine to one with even just two underwing fuel tanks plus three bare pylons. I suspect that these differences are more dramatic than those with the same stores configuration and different marks of engine.

[Razor61]

Was there a 'big' marked difference in performance once the Jaguar GR3 got the mk106 engine replacement from the mk104?
Although i still don't think it was as powerful as the Jaguar International engine?

[BluntM8]

I'm sorry to be an insufferable thickie, but I'm not sure I understand HUD Gearing.

The Jaguar I flew in (T4) had a 5 deg pitch bar above the horizon line, about an inch as I viewed it. If that's a 5:1 geared HUD does that make it an actual angle of 25 degrees, or 1 degree.

Using Tan x = pitch seperation/nut seperation (my nut was about 20 inches from the HUD), I reckon that the angle subtended between the 5 deg pitch bar and horizon bar was about 2.8 degrees - assuming I remember the one inch thing properly. To get a 1:1 ratio, the bars would need to be about 1.75 inches apart, and to get a 5:1 ratio they'd need to be about 8.75 inches apart.

So, how badly have I mis-understood this all?

Blunty.

[Sir Loin]

There is an enormous difference in performance.

Mk 104's work,:ok:
Mk 106's enjoy eating jet pipes and turbines, and rarely work:(

The Mk 106 Engine is a bitsa, made up from three different marks of the RR/Turbomeca Adour.

The core of the engine is taken from the Adour Mk871, used in the T-45A Goshawk,

The reheat system is taken from the Adour Mk811, used in the Jaguar International variant,

And the ancilleries (Accessory pack, pipes, pumps, filter assy etc..) are taken directly from the Adour Mk104.

The primary considerations for the 106 were not increased power or economy, but enhanced flight safety and increased reliability (And it seems that they cocked that up on both accounts).

There was an increase in thrust, but this was a paltry 5%, to 5514 lbs dry, and 8245 lbs in reheat. This is however, largely negated by the additional weight of the newer engine

[NineLima]

http://www.pbase.com/stevieb/image/41441522.jpg

So thats what happened in my photo! I take it this GR3 had a Mk 106 fitted!

[STANDTO]

what would happen if you fitted a reheat to a hawk then?

Would the Reds display finally be interesting:ok:

[Sir Loin]

NineLima,

Yes. And I think that particular engine had a total life of 6 Hrs!!

STANDTO,

More interesting perhaps, but very, very short!!:p :p :p (Hmmm, good or bad??;) )

[Bclass]

HUD Gearing? At least some are interested

As part of the QWI syllabus way up north an afternoon was spent in the hangar going through the harmonisation procedure. So with nose jacked up, inclometers in place, board positioned in front and LRUs moved to allow telescopes to be fitted, it was particularly gratifying that one of the course was genuinely interested in the bombs short/long implications of a bad set up. The others thought it would be much more fun to take turns being propelled roundon the pallet forks “surf style”. I thanked them for their time……

[LOMCEVAK]

BluntM8,

The T4 has a 1:1 geared HUD within 30 deg of the horizon (see my previous post). It was the T2/2A (and GR1/1A) that had the 5:1 HUD.

Rgds

L

[Razor61]

The reheat system is taken from the Adour Mk811, used in the Jaguar International variant,

So why didn't we just buy the International engines, or aren't these very reliable either?

[dmanton300]

So why didn't we just buy the International engines, or aren't these very reliable either?

<cough>. . Budget. . <cough>

Need you ask?

[STANDTO]

would it not be a jolly jape to fit a reheat pipe to the adour in a Hawk?

(I am sure it isn't that simple:p )

[twinboom]

We've all seen the how-low-can-you-get piccys over the years and that competition is definitely over, but what about How High? NOT attempting to compare/compete with the real high flyers (Frightening, Vulcan, PR9 etc etc.) but solely in the context of this thread: On 20 Dec. 1978 I got the ground hogger to 52,500 ft which I'm sure was a record at the time but may well not be now, any later claim? . I reckon you need a high tropopause (which will give you clue to location) and, of course, a clean jet - at v. least pylons only no tanks or stores, not sure about wing tip missiles - long after my time. Actually she was climbing well in full reheat at indicated M1.03ish (with the fuel flow indications back on-scale!) and would surely have kept going for several more kilofeet had I not forgotten to de-select autoslat - AoA went up (I forget the numbers now) out popped the slats, up went the drag - instantly subsonic and one engine went out! Game over but enlivened an otherwise boring high level transit. For two bonus points, from where to where? Guesses welcome, answer next week.
(And just before any smart alec points it out : yes I know it was outside the release to service envelope which, from memory, was about losing the canopy, associated "suck" and pressure breathing - which I don't think we had.)

[Sir Loin]

STANDTO,

You'd need a completely new rear end. If you look at the jet pipe diameters of the Jag and hawk, you'll see that the jag's jet pipe is considerably larger. You need a much greater volume for reheat operations, and has to do with the need for convergant/divergant ducts and the pervert theory (Pressure/volume/temperature) All much too boring for here.

So, to sum up then...........It won't fit.





Sorry. I even started to bore MYSELF then :zzz:

[BEagle]

"the Jag's jet pipe is considerably larger"

Never heard the words 'Jag's jet pipe' and 'larger' in the same sentence before. :p

Apart from when an ex-Jag mate chum once told me "The hole in my dog's bottom is larger than the hole in a Jag's jet pipe!" :)

[Sir Loin]

the Jag's jet pipe is considerably larger"

Obviously, it's all relative!!:p :p

[teeteringhead]

"The hole in my dog's bottom is larger than the hole in a Jag's jet pipe!" C'mon BEags , there's gotta be a 31 Sqn joke in there somewhere!

[BEagle]

No, he was an ex-14 Sqn mate from before the days of the 31 (Fudgepacker) incident....

[L1A2 discharged]

Beagle,

"Apart from when an ex-Jag mate chum once told me "The hole in my dog's bottom is larger than the hole in a Jag's jet pipe!"

Electrician by any chance?

[BEagle]

Hardly - more like a human Avo meter! When he tried to install a posh lamp in his house (chosen by his wife), the number of wires in the ceiling didn't quite correspond to the number in the lamp. When he switched it on, he blew the whole circuit!

Now living in Wild West Jockistan - where presumably they still use candles!

[28 Ft Wingspan]

Well chaps, there's been a fair bit of nonsense written in this thread about what the jet can and cannot do. Probably best if people post about what they know rather than mindless hearsay and conjecture!

In response to the original request for tales here are a few of the things I was incredibly privileged to do:

Being selected for the Jag at Valley and seeing 2 course mates selected for the GR7 going green with envy (not uncommon amongst the Harrier boys)......

Briefing with a GR4 crew at Waddo, walking out to the jet with said Tonka crew already in with their motors running, pulling all the pins, packing my Jag bag and still taxying before them.......

Firing my 1st Aim 9L within a month of getting CR.......

Having American F16 guys jokingly shake our hands as a gesture of good luck before getting airborne in Turkey in the summer....

Leaving the tanker full of gas (5200kgs), thrashing it over Northern Iraq and 22 minutes later leaving the area down at 2300kgs...

The Down Day virtual Friday parties........

Having the entertainment of Norwich for the evenings and weekends and being allowed to fly the Jag in the daytime - name me a better RAF base.....

Carrying out a 6 ship live LGB drop in Oman with 5 bombs (1 self-des Paveway 2, 4 x Paveway 3s) - each bomb dropped on an FRA and DH'd, then flying home at 100' and staying at that height until the break.....

Being number 4 of a 4 ship bounce in Oman vs 16 odd jets - RAF and Omani Jags and Harriers......

Flying out of Lossie on a crisp winters morning en-route to moon country and OLF to bounce the boys after a night in Elgin......

Doing a fire power demo on Salisbury Plain over three days - 720 rounds of HE strafe and 6 CRV7 pods rippled off in FRAs......

Flying around at low level at night with only a trusty pair of goggles to keep me from stoofing in.....

We still have to force people to go to Valley - name me another FJ type which has no volunteers to leave their jet rather than do a 2nd tour......

No matter what anyone has said about the performance, which is stultifyingly bad, the jet is a great challenge to fly and immense FUN, which is all that matters in the flying game as far as I am concerned.

Don't give a damn about the dissenters and those who do the jet down - The Jag's a blast.

[Wholigan]

Well said 28 Ft Wingspan. In my time of association with the Jaguar (since 1977) the only people who have ever bad-mouthed it have been those who have never flown it. Never once have I heard anyone that has flown it say it was crap.

[pshakey]

You have now...............it was crap.

[Sir Loin]

Boom Boom Tish:ok:

Thank you very much, I'll be here all week;)

[Wholigan]

Sorry - forgot to mention --- you had to be good to enjoy it to the full!

:E ;)

[pshakey]

Enjoy which bit?

The crap performance, handling qualities or cockpit design?

[Conan the Librarian]

Here to ressurect a dying thread again, but hey ho. Can't help but wonder, with all of the warmth and affection for the Jag which has ahem, overflowed from these entries, I wonder if you would all ponder for a mo.

The Jag was intially going to come into RAF use mainly as an advanced trainer. As I understand it, when the order was changed from mainly twin seat to single, the Hawk was given that role instead. My question, is this. Would the Jag have made a useful (and hee hee, loved?) trainer? To the lay person it sounds to have had somewhat quirky handling and although I can accept that this sometimes gives more training value, I wonder if you guys would be good enough to stir the grey matter once more with this question in mind?

Anyway - must dash now... Off to the DRIPS thread...

cheers!

[SirToppamHat]

My broadband is very dodgy at the mo. Found this and thought Jag people might appreciate:


Jag Very Low Pass (http://www.alexisparkinn.com/photogallery/Videos/low.wmv)

Sorry if posted before.

It came from this site:

Yet More Aviation Videos (http://www.alexisparkinn.com/aviation_videos.htm)

I particularly enjoyed the military air drops video!

Regards

STH

[BEagle]

Just the usual clip of some SOAF pilot trying to kill himself.....

[exleckie]

JAGUAR.

Just Another Greatly Underpowered Airborne Rat-trap.

Many fond memories.

Trailing back from a det, one of my Jags had a microturbo overfuelling snag resulting in two aborted starts on #1 engine.(With a fantastic flame both times).

A very nice blonde lady dressed in civvies on board the trail VC10 said to me, " Oh I really do want to get home. What kind of delay will this give us?"
This was in Ottawa. So I said, " Well gorgeous, It could take up to 48 hours as we don't have a spare microturbo here, It's still on the Herc that will arrive tomorrow afternoon."

However, we knew it was probably a dodgy control unit which we had in our trail pack up.

One hour later after a successful engine start,(post control box replacement), I re boarded the VC10 to be thanked by the aforementioned very nice blonde lady for ensuring she got back to BZN on time.
She praised us engineers on turning a possible 48 hr delay into a fantastic one hour delay.

We took off in the VC10 closely tailed by said Jag.

We then landed at Halifax, Nova Scotia, booked into the Citadel hotel and proceeded to the local bars.

In a bar called My Apartment, said blonde (and may I add, very pretty blonde) approaches me and said, " Oh , you guys are so good at making sure that things get fixed quickly, I have so much respect for you, would you like a drink?"

How could I refuse!!!!!!!!!!

After several and more drinks, which she bought me, We departed the bar and went to her room in the hotel, where we did what comes naturally, if you know what I mean.

The next day, as I boarded the VC10 for the next stage of the trail, dressed in my overalls complete with JT rank tabs, I was greeted on board by a very nice, blonde Flt Lt who very politely said, " Good morning Airman, how was your night last night?"


I just smiled and sat down!!!!!!!!!

Thing is, it later transpired that she was married to a pilot and had just been enjoying a bit of a jolly on a route.

And it certainly was a jolly!!!!!!!!!!!!!!


One up for the techie boys.


Ex leckie

[Sir Loin]

Ex Leckie,

PM me.

Perhaps we have been on the same trail:ok:

[jindabyne]

exleckie

I am her husband - please send me your address

[Lionel Lion]

Er, I think I might've been working on the other end

:E