On the 30th of May 1973 the First RAF Jaguar was delivered to the OCU and so began
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That is a pretty nasty, unstable spin if the controls were not neutralised rapidly. Could sell that at 6-Flags.
The video is of the single seater high alpha departure trials with the French M prototype in 1972 I believe. The T bird trials were done in the UK with E02.
Last edited by Diff Tail Shim; 30th May 2023 at 11:52.
"Mixed feelings " summates maintaining the Jag perfectly.
On the Line, very easy and somebody had obviously given some thought to access...the brake unit held on by a circlip was innovative shall we say, however, a wheel or brake change wasn't that simple due to no jacking points on the u/c. which tended to be time consuming Another little quirk was having to rotate the engine, mid lift in / out, which I never really felt comfortable with and, strangely, the very slender cable when doing a battery change.
On the Line, very easy and somebody had obviously given some thought to access...the brake unit held on by a circlip was innovative shall we say, however, a wheel or brake change wasn't that simple due to no jacking points on the u/c. which tended to be time consuming Another little quirk was having to rotate the engine, mid lift in / out, which I never really felt comfortable with and, strangely, the very slender cable when doing a battery change.
For 2nd line, or Depth as its now kindly referred to, fuel tank access was "difficult "....however, a special, very special mention, goes to whoever decided it would be a terribly good idea to provide the titanium heat shields...., without pilot holes and oversized.! 
Concur.
Last edited by Diff Tail Shim; 30th May 2023 at 17:00.
The Mighty Cat
Despite some very kind and flattering messages I’m not sure what I can add to this thread. Other than to confirm the 12/14/17 AoA switch was indeed a thing.
BV
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Raf T bird spinning at 1:30 ish
"Mixed feelings " summates maintaining the Jag perfectly.
On the Line, very easy and somebody had obviously given some thought to access...the brake unit held on by a circlip was innovative shall we say, however, a wheel or brake change wasn't that simple due to no jacking points on the u/c. which tended to be time consuming Another little quirk was having to rotate the engine, mid lift in / out, which I never really felt comfortable with and, strangely, the very slender cable when doing a battery change.
For 2nd line, or Depth as its now kindly referred to, fuel tank access was "difficult "....however, a special, very special mention, goes to whoever decided it would be a terribly good idea to provide the titanium heat shields...., without pilot holes and oversized.!
Found the back seat rides to be very comfortable and stable at LL when flying in what would be termed " a good gliding day " conditions.
Overall, the Jag was a winner.
On the Line, very easy and somebody had obviously given some thought to access...the brake unit held on by a circlip was innovative shall we say, however, a wheel or brake change wasn't that simple due to no jacking points on the u/c. which tended to be time consuming Another little quirk was having to rotate the engine, mid lift in / out, which I never really felt comfortable with and, strangely, the very slender cable when doing a battery change.
For 2nd line, or Depth as its now kindly referred to, fuel tank access was "difficult "....however, a special, very special mention, goes to whoever decided it would be a terribly good idea to provide the titanium heat shields...., without pilot holes and oversized.!
Found the back seat rides to be very comfortable and stable at LL when flying in what would be termed " a good gliding day " conditions.
Overall, the Jag was a winner.
DTS
I believe the AoA scale changed in the HUD to show that but I haven’t been near a Jag since July 2007 so I really can’t say for certain. There will be others who may remember better than I.
BV
BV
Thunder and Lightnings write up. Seems the facts maybe wrong. XX111 didn't go to Lossie until September 1973 as witnessed by some bloke on a Jag FB forum whom was at Lossiemouth waiting for the type to arrive.
“We plough the fields and scatter the Jaguars from the land”
Cat 4/5 Accident Rates per 10,000 flying hours
Jag 1.02/10,000fg hrs (>1973)
GR7/9 0.97/10,000fg hrs (>1988)
GR1/4 0.59/10,000fg hrs (>1980)
F3 0.28/10,000fg hrs (>1985)
Quite shocking and goodness knows what that accident rate would have been in the hands of inexperienced students. People often think that the Harrier was the worst in recent times, but the dear old Jag had a truly shocking loss rate in training accidents linked to its handling characteristics at high alpha and lack of SEP.
Here is a list of those losses: https://aviation-safety.net/wikibase/type/JAGR
Cat 4/5 Accident Rates per 10,000 flying hours
Jag 1.02/10,000fg hrs (>1973)
GR7/9 0.97/10,000fg hrs (>1988)
GR1/4 0.59/10,000fg hrs (>1980)
F3 0.28/10,000fg hrs (>1985)
Quite shocking and goodness knows what that accident rate would have been in the hands of inexperienced students. People often think that the Harrier was the worst in recent times, but the dear old Jag had a truly shocking loss rate in training accidents linked to its handling characteristics at high alpha and lack of SEP.
Here is a list of those losses: https://aviation-safety.net/wikibase/type/JAGR
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“We plough the fields and scatter the Jaguars from the land”
Cat 4/5 Accident Rates per 10,000 flying hours
Jag 1.02/10,000fg hrs (>1973)
GR7/9 0.97/10,000fg hrs (>1988)
GR1/4 0.59/10,000fg hrs (>1980)
F3 0.28/10,000fg hrs (>1985)
Quite shocking and goodness knows what that accident rate would have been in the hands of inexperienced students. People often think that the Harrier was the worst in recent times, but the dear old Jag had a truly shocking loss rate in training accidents linked to its handling characteristics at high alpha and lack of SEP.
Cat 4/5 Accident Rates per 10,000 flying hours
Jag 1.02/10,000fg hrs (>1973)
GR7/9 0.97/10,000fg hrs (>1988)
GR1/4 0.59/10,000fg hrs (>1980)
F3 0.28/10,000fg hrs (>1985)
Quite shocking and goodness knows what that accident rate would have been in the hands of inexperienced students. People often think that the Harrier was the worst in recent times, but the dear old Jag had a truly shocking loss rate in training accidents linked to its handling characteristics at high alpha and lack of SEP.
Even more shocking if compared to current platforms, for example Typhoon, especially those in RAF operation.
Nowhere near as many aeroplanes flying low level and those that do have better navigation, ground proximity warning and TCAS systems that give a few seconds warning. Ergonomics helped as well as the cockpit of a Jag was a slum at the beginning and several accidents could well be attributed to the cause of them being due to having to look down to do a mundane but required task. However 8 Squadrons of Jags would be capable to launch all their aircraft if at war footing with a very high percentage of them able to take off. You never saw that with any other comparable type.
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Well that will be the first time a Jag arrived early for anything, if the true date is September.
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Nowhere near as many aeroplanes flying low level and those that do have better navigation, ground proximity warning and TCAS systems that give a few seconds warning. Ergonomics helped as well as the cockpit of a Jag was a slum at the beginning and several accidents could well be attributed to the cause of them being due to having to look down to do a mundane but required task. However 8 Squadrons of Jags would be capable to launch all their aircraft if at war footing with a very high percentage of them able to take off. You never saw that with any other comparable type.
And with the minimum of manpower involved, it was very low manpower intensive compared to some types.... ahh many an hour at cease flying wandering round the HAS's and shoving a borosope up the arse end of each engine...
Ahh yes, the early cockpits, the GR1A ish, it looked like it had British designers fingers all over it, here is one I took earlier.
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Ahh a Dark Cockpit I see.......................
And with the minimum of manpower involved, it was very low manpower intensive compared to some types.... ahh many an hour at cease flying wandering round the HAS's and shoving a borosope up the arse end of each engine...
Ahh yes, the early cockpits, the GR1A ish, it looked like it had British designers fingers all over it, here is one I took earlier.
One thing about the Jaguar was that it was actually bought in useful numbers from the start - not the sort of 1 every couple of months drizzle of F-35's..................
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" And with the minimum of manpower involved, it was very low manpower intensive compared to some types.... ahh many an hour at cease flying wandering round the HAS's and shoving a borosope up the arse end of each engine...
Ahh yes, the early cockpits, the GR1A ish, it looked like it had British designers fingers all over it, here is one I took earlier."
You missed out the delights of an intake / comp inspection where size, as they say, did matter.
That, and the BCV's and the "it looks perfectly satisfactory on my drawing board ! "..British design philosophy.
Ahh yes, the early cockpits, the GR1A ish, it looked like it had British designers fingers all over it, here is one I took earlier."
You missed out the delights of an intake / comp inspection where size, as they say, did matter.
That, and the BCV's and the "it looks perfectly satisfactory on my drawing board ! "..British design philosophy.
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You missed out the delights of an intake / comp inspection where size, as they say, did matter.
