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Aviation History
1967
1967 - 0917.PDF
The full-size mock-up of jaguar demonstrates a stark, simplicity of line. five versions have already beer, described, and more advanced versions are under development 895 FLIGHT International, I June 1967 m Paris '67 is summarised, briefly, in the pages that follow and we will return with a further review next week. The main flying demonstrations, which compensate so much for the rigours^of the show, have still to come this weekend. Already, thoughts are turning to Paris '69 and many exhibitors will question whether the French can continue to mount what is unquestionably the most expensive industrial trade fair in the world in a mud-bath reminis- cent of the battles of the Somme. The organisers were unlucky in that the weather during the early days was atrocious. But the Salon has seen atrocious weather before and it still awaits hard surfaced roadways and good drains. Earlier this week its patrons would have settled for duckboards, less erratic electrical power, and cleaners who appeared once after their contracts had been signed. This year, discontent among exhibitors—muttered resolutions to opt out next time—are more rife than ever, and this discontent the USIAS would do well to heed. Meanwhile, intending visitors this weekend will do well to heed the main lesson in Paris this week: that while galoshes are good, waders are even better. MILITARY AND RESEARCH First official data on the BAC/Breguet Jaguar were released on the opening day, largely confirming information already published in Flight. The figures are as follows: span 28ft; length 51ft (single-seat versions), 54ft (two-seat trainers); height 15ft; maximum t-o weight 28,0001b. On internal fuel only, the aircraft will have a radius of operations on a lo-lo-lo sortie of more than 320 n.m. and more than 650 n.m. on a hi-lo-hi sortie. Its ferry range, claimed to be superior to that of the Phantom, will be 2,430 n.m. At altitude the Jaguar will have a maximum speed of Mach 1.7 and at low altitude will be just supersonic. Further development for speeds of about Mach 2 is technically feasible. Landing speed will be of the order of lOOkt—Breguet's stand cites HOkt for the -M French Navy version. Only internal armament will be two 30mm cannon; the aircraft is designed to accept both the British Aden and the French EFA Suns. Maximum weapons load on the five underwing strongpoints will be 10,0001b. AS 37 Martel, Sidewinder and Nord AS 30 missiles will be compatible with Jaguar. Low-pressure tyres <50Ib s>q in) permit operations from grass at almost maximum gross weight and in the tactical configuration Jaguar will operate from grass runways of less than 3,250 ft. fireguet and BAC have made extensive market surveys. Excluding the British and French forces, the USAF and the Soviet Bloc wmntiies, these show a potential replacement market for 5,000 aircraft beginning in the early seventies. Having begun as bilateral Programmes, it is claimed that it would be easy to expand the Jaguar airframe and Adour engine collaboration to embrace other Partners. Discussions have already been held to associate Germany *'th the programmes. In the wake of the main Jaguar agreement are over 100 collaboration agreements made by equipment manu- tacturers supporting the project Six hundred i s the number of Jaguars foreseen for the French Air Force, Navy and the RAF, with 300 as the more immediate total. The first firm production commitment made is 40 for France, which will be split equally between strike and trainer versions, as in the whole French purchase. Deliveries will begin in mid-1970, and these 40 aircraft will be in service by mid-1971. The pro- duction rate is deliberately being kept variable and can easily rise and fall between 10 and 30 a month, with production already committed up to 1971. The number of prototypes ordered of each of the five variants is not being revealed. The AFVG is represented on the stands of BAC and Dassault by models bearing vague captions but which are clearly very close to the design at present under discussion by the two governments. They depict in all important respects the impression of AFVG already published by Flight: a tandem two-seater with two Snecma/ Bristol Siddeley M45G engines disposed side by side in the rear fuselage. The weight of the project is now 42,0001b and there appears to be considerable doubt whether the French Navy will adopt it for its two attack carriers. If the aircraft is rejected for this role, AFVG may well benefit by the dropping of such deck-landing penalties as a very robust undercarriage and fuselage structure. Dassault seized the salon as an opportunity to unveil the latest example of Gallic technological endeavour, the Mirage G variable- sweep aircraft, at Melun-Villaroche, where it will make its first flight at the end of July. Inspection of the Mirage G shows it to be based closely upon the Mirage F.2. The wing has two-position leading-edge flaps and double-slotted Fowler flaps; halves of the split all-flying tailplane move in unison for pitch control in opposition for roll control in the fully swept delta configuration, when the ailerons become inactive. Though no figures are revealed, the sweep range appears to be about the same order as that of the F-l 11,16° to 72£°. Likely gross weight of the single-engined TF-306-powered Mirage G is 30,0001b-plus. Briefly addressing the Press, Dassault principal director-general M B. C. Vallieres said that the Mirage G had been designed in four months (another pointer to its heavy reliance upon F.2 work) and built in 21 months. The programme had been entirely financed by the French Government; the aircraft was purely experimental and no production plans existed yet. Questioned upon the Mirage G's possible effect upon the AFVG, M Vallieres said "If Franco- British collaboration takes place, the Mirage G will obviously go into the wedding basket." Pointers given earlier by General Pierre Gallois that Dassault is very cool on collaboration and unenthusiastic about AFVG were strengthened by indications of company plans to develop the Mirage G unilaterally. Displayed upon the stand was a model of the company's private-venture Mirage G-3M project, a single- seat, single-engined fighter for carrier operations, almost indis- tinguishable from models of AFVG and Mirage G. The French Navy has a requirement for about 50 aircraft of this type. A full-sized mock-up of the F.I /F.2 on the Dassault stand is indicative of French Air Force determination to acquire an interim Mirage III replacement pending the introduction of AFVG. The requirement is about 100 Mirage F.ls, and despite the loss of the prototype while flying at high speed and low level last month, a production order is likely.
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