Vampiredave: yes, 3 FTS reformed at Leeming around mid-1961, with the first course starting in about Sept. I was on No 2 Course, and we started in Dec '61.

Thanks very much KenParry. very useful.

I don't suppose you noted the aircraft number for XN607 KenParry? Was it on the nose too?

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.

https://cimg1.ibsrv.net/gimg/pprune....7edbdd2a7.jpeg

Slight thread drift but could someone tell me what was involved with the avionics upgrade?

As best that I recall, the JP3A was fitted with ILS and VOR/DME. There might have been a radio upgrade as well from just UHF in the JP3, to UHF/VHF in the JP3A, but I'm not certain.

You have already been given the code letter for XN607 - see post 8

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

Thanks kenparry.

Vampiredave, I assumed that it carried '4' in the Red/white/grey scheme but wanted to confirm it for the silver/dayglo scheme.

Or you could try post #7:ok:

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.

One surprise/disappointment was that the avionics upgrade didn't include fitting a transponder.

The code letter was carried under the nose when it was in the original colour scheme - I don't know
if it was featured there after it was re-painted, however?

Thanks Vampiredave, makes sense now.

Not sure this is completely accurate. My recollection of the JP fleet of 3a and 5a aircraft at 1 FTS in the 70s and 80s was that only the 5a's had VHF R/T. The 3a's had a UHF box and a Standby UHF box that could Rx/Tx on 243 and 243.8.

Edit. I think the 3a's had an ARC 52 and the 5's had a PTR 175