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One for the Jet Provost experts
Can anyone identify the Transmitter Receiver Control Unit (below the yellow arrow) from the JP Mk3.
http://i152.photobucket.com/albums/s...psqa4gviv1.jpg Ta |
Looks more like Mk 4 - an EKCO isn't it?
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It's not from a Mk 3A, or 5A/5B so I would say it is from a 1960's vintage JP, either a Mk3 or a Mk 4, but if the latter not a Shawbury (Marshalls) one.
The radio is definitely not an ARC 52 or PTR 175. Sorry I can't help more. MB |
Rebecca - DME
It also had a limited homing capability. YS |
YS - moi aussi - DME gets my vote
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Somewhere buried amongst stuff I have original typewritten, hand notated test pilot's notes for the JP
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Rebecca Eureka i seem to recall was the full name, with not many stations eqipped to provide a service. They were flagged in the red book as 'D4' or 'C6' sort of pairing to dial up.
i also seem to recall it never worked, or unlocked if you flew a wide circuit. The associated read out is the dial to the right of it, calibrated up to 20 nm it seems, with the needle at the bottom to chase for homing - now that never worked! ...makes you fond of tacan. wets |
sorry, addled brain. I think (without a logbook rummage) XS""" would be a JP Mk4 - XM is Mk3, XW Mk5....? ...maybe.
wets |
You can always tell a Mk 4 because the airscoops over the engine bay are bigger than those of the Mk 3. Look at the photo and --- oops, never mind.
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XS176 ~ JP T4
PAC/W/22162 20/09/1963 First Flew. B03/10/1963 Awaiting Collection 03/10/1963 Delivered to 27 MU Shawbury 10/01/1964 2 FTS Syerston coded 28, later recoded 36 10/07/1968 27 MU Shawbury 18/10/1968 5 MU Kemble 01/11/1968 27 MU Shawbury 28/01/1969 3 FTS Leeming coded 47 24/11/1970 Central Air Traffic Control School, Shawbury coded O 28/02/1972 College of Air Warfare, Manby coded 18 06/12/1973 School of Refresher Flying, Leeming coded 71 25/02/1974 5 MU Kemble 26/02/1975 School of Refresher Flying, Leeming coded 71 24/02/1977 1 SoTT Halton for ground instructional use as 8514M/N 06/1993 Tendered 27/10/1993 Transported to Phoenix Aviation, Bruntingthorpe 03/11/1993 To University of Salford, Manchester 15/07/1999 To Bruntingthorpe 08/1999 Reduced to nose section and transported to Solihull 2000 To Stamford 18/06/2005 To Highland Aviation Museum, Inverness for display |
Had a knee-pad (knowing me, probably still got it somewhere) with concentric Eureka/Rebecca range circles on a one-mil map of Eastern England.
A necessary fashion accessory flying the JP4 (only Mk of JP I ever flew) from Syerston - don't think it was ever used in anger ..... Never flew that particular one, but a number of other XSs, and XPs and XRs ..... |
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Rebecca/Eureka, The prime, and only, navigation equipment fitted to the Linton JP3/5s in 1972. Very basic but taught one how to gain skills in Air Picture. Apart from being used for all ML Nav Exercises and GH above cloud it could also be used for IMC letdowns. It was possible to perform a Self Nav QGH with reasonable accuracy. Certainly better than being stuck above cloud without a clue. At Linton I'm sure that as a Stude we were allowed down to a MDH of about 1000ft, anyone remember?
Having mastered Rebecca/Eureka approaches an NDB approach was easy! |
And on the TWU's Hunters?
Unless senility has well and truly arrived, my memory is that this was the only navaid fitted to the Mk 6 Hunters at Chivenor on 229 OCU and subsequently on the 6A Hunters at TWU Brawdy One could indeed fly a reasonably respectable instrument recovery but first of all you had to find the overhead! The FGA9 also had ADF but it was hardly at the top of the reliability pile and at Brawdy rarely worked.
With the Eureka system one of the big limitations was the paucity of ground stations. |
I was at the Towers in 1974 and flew the JP3/5 during training - so, as you say, Rebecca/Eureka and UHF/DF were our only navaids. But sufficient to fly ML nav and the (occasional) QGH/DME let-down, although we did quite a few in the Link D4.
Whilst waiting for a Valley course, I flew some trips in the JP5A with the absolute luxury of VOR/DME! Radials and range rings from OTR and instant knowledge of position above 8/8 - no more need for "True bearing, true bearing, true bearing" from the aerodrome whose Eureka you were using, or, if it wasn't, getting a second DF line from elsewhere. I used Finningley quite often - for 2 reasons: 1-it was on 354.0, so one click away from 243.0 on each manual ARC52 knob (as we flew with 243.0 selected as SOP, but flew on a stud rather than M); and 2-it gave a decent cross-cut angle with Cranwell. Quite a few of us would be airborne at the same time, plus lots of other Lincs and Yorks aircraft. But even though we didn't have SSR available, somehow we all survived without bumping into each other or the ground. VOR/DME/ILS in the JP5A was so much better, but then came the Gnat with the students' best friend - offset TACAN! Lord know why they didn't include an offset box in the Hawk though. The Valley Hunters had TACAN as well, but rather more primitive than the excellent Gnat system. But at Brawdy, it was back to Rebecca/Eureka in the Hunter 6A/7, plus ADF in the FGA9 - which no-one used except for the odd bit of listening to music from broadcasting stations. One mate happened to be doing a SNEB sortie at Pembrey listening to 'Ride of the Valkyries' on Radio 3, which he said was very motivating! After another 14 years of flying with food-powered navigation systems, going back to VDF/UDF and no SSR in the Bulldog was a bit of a culture shock above 8/8 in British West Oxfordshire! Bearings from Benson Approach and Oxford Homer in 1990 when even the Brize Flying Club aircraft were better equipped! But we did at least get VOR/DME/ILS in the Bulldog a year or two later! However, those early days of Rebecca/Eureka and DF fixing were very useful in teaching us the art of developing a mental air picture, of that I'm sure! |
Excellent thread gents, it sparked my interest and a quick search found this site
Rebecca Mk8 - TR8193 It might help others like me who have never seen it to understand the explanations better :ok: |
Beags - when were you at OUAS? I was on the Command Accounts Inspection Team from Brampton 86-89 and on account of the faded budgie on my jumper claimed flying stations as of right. Did 3 inspections at OUAS and flew in the Bulldog during all 3 visits - wonder if I flew with you
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Hmm....page 2 of the reference in Koos Bouwknegt's document http://members.home.nl/a.k.bouwknegt...%20circuit.pdf is a cut-and-paste from a PPRuNe post of mine from 5 Apr 2010......
:rolleyes: Wander00, I was a member of the RAF's premier UAS, both as a student from 1969-73 and as a QFI from 1990-93. Which one? ULAS, of course, not OUAS! |
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