Jet Provost T3A XN607
td72: I logged serial numbers, not 3 FTS fleet numbers. The latter were, in my time there, always on the side of the engine bay as in the photo. So, with apologies, I don't have the detail you asked for.
Slight thread drift but could someone tell me what was involved with the avionics upgrade?
Slight thread drift but could someone tell me what was involved with the avionics upgrade?
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Avionics upgrade for the Jet Provost fleet: A modification programme to install new radio and navigation equipment in the RAF's fleet of Jet Provost T Mk.3 and T Mk.5 aircraft to meet the latest air traffic control requirements was carried out by BAC Warton. Designated as the T Mk.3A, eighty-six Mk.3 aircraft were upgraded under Contract KA5(c)/466/CBA.5(c), introducing a greater measure of commonality between both aircraft. Specification 284D &P, issued on 7 December 1972, which comprised a revised instrument layout, included the replacement of the Eureka DME receiver, the single UHF radio and G4 compass with a VOR instrument landing system, civil DME, VHF radio, Sperry CL 6 Compass and a stand-by Ferranti Altitude Indicator . Ninety-three T Mk.5s were also upgraded to T Mk.5A
I would be interested to learn of anyone who was a member of the elusive third course - No.125 (Jet Provost) Course March - November 1957 - at No. 2 FTS, Hullavington, flying the Jet Provost T Mk.1? It did actually exist because it is mentioned in a contemporary Air Ministry document
I would be interested to learn of anyone who was a member of the elusive third course - No.125 (Jet Provost) Course March - November 1957 - at No. 2 FTS, Hullavington, flying the Jet Provost T Mk.1? It did actually exist because it is mentioned in a contemporary Air Ministry document
India42:
The avionics upgrade was a result of a lot of student failures late in the course. With the original fit, instrument approaches were ground controlled (QGH to GCA or non-precision radar approach) and the bulk of the IF syllabus was towards the end of the course. Typically, a weakish student could get to about 120 hours on the 160-hour course and then not get through the IF phase. Expensive, and disappointing all round.
The ILS/VOR/DME fit was intended to increase the workload on the student pilot, and the IF was moved (mostly) to an earlier stage of the course. This all happened several years after my time as a JP QFI, but I understand it did work much as intended. One problem with the JP as a trainer was it was rather undemanding - an average result could be achieved with not too much effort or skill, but of course application and determination did produce better results.
The avionics upgrade was a result of a lot of student failures late in the course. With the original fit, instrument approaches were ground controlled (QGH to GCA or non-precision radar approach) and the bulk of the IF syllabus was towards the end of the course. Typically, a weakish student could get to about 120 hours on the 160-hour course and then not get through the IF phase. Expensive, and disappointing all round.
The ILS/VOR/DME fit was intended to increase the workload on the student pilot, and the IF was moved (mostly) to an earlier stage of the course. This all happened several years after my time as a JP QFI, but I understand it did work much as intended. One problem with the JP as a trainer was it was rather undemanding - an average result could be achieved with not too much effort or skill, but of course application and determination did produce better results.
Avionics upgrade for the Jet Provost fleet: A modification programme to install new radio and navigation equipment in the RAF's fleet of Jet Provost T Mk.3 and T Mk.5 aircraft to meet the latest air traffic control requirements was carried out by BAC Warton. Designated as the T Mk.3A, eighty-six Mk.3 aircraft were upgraded under Contract KA5(c)/466/CBA.5(c), introducing a greater measure of commonality between both aircraft. Specification 284D &P, issued on 7 December 1972, which comprised a revised instrument layout, included the replacement of the Eureka DME receiver, the single UHF radio and G4 compass with a VOR instrument landing system, civil DME, VHF radio, Sperry CL 6 Compass and a stand-by Ferranti Altitude Indicator . Ninety-three T Mk.5s were also upgraded to T Mk.5A
I would be interested to learn of anyone who was a member of the elusive third course - No.125 (Jet Provost) Course March - November 1957 - at No. 2 FTS, Hullavington, flying the Jet Provost T Mk.1? It did actually exist because it is mentioned in a contemporary Air Ministry document
I would be interested to learn of anyone who was a member of the elusive third course - No.125 (Jet Provost) Course March - November 1957 - at No. 2 FTS, Hullavington, flying the Jet Provost T Mk.1? It did actually exist because it is mentioned in a contemporary Air Ministry document
Edit. I think the 3a's had an ARC 52 and the 5's had a PTR 175
Last edited by ASRAAMTOO; 5th Dec 2020 at 20:03. Reason: Additional Info