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Aviation History
1968
1968 - 2037.PDF
fUGHT International, 19 September 1968 448-449 flight up to last Sunday, is, of course, a source of disappointment. The Jaguar mock-up, a full-size wooden replica, which was shown at Hanover last year, and the presence of which could have emphasised the importance of this vital programme, was being shipped to Japan. The Japanese Air Self-Defence Force has some nine contenders on the short list for a strike aeroplane, with Jaguar known to be among them. It might have been expected that the major military European industrial carrot_ACA, FCA, MRA75, MRCA75,all synonymous with the 30,0001b/ 35,OOOlb strike/interecepter for which Upper right, the Yugoslav Jastreb is repre- sentative of the class of cheap, easy-to-operate light military aircraft suitable for a wide range of duties, e.g. army support, armament train- ing and reconnaissance. Right, a first-time showing of the Phantom at the show—this example, an F-4K, comes from RNAS Yeovilton, whi/e the RAF ore also showing one of their newly acquired F-4Ms Britain, West Germany, Italy, Canada and Belgium are at present hammering out a common requirement—would have been more in evidence. Of the two major British airframe companies, only one makes any acknowledgement of the type's existence—with a highly stylised model with a variable-geometry wing. Again, in the field of transport aircraft, the days of vigorous prototype building to prove and demonstrate such ideas as STOL are seemingly past. Aipart from the Westland tilt-rotor convertiplane there is little evidence of imaginative forward thinking: no evidence, for example, of the application of the V/STOL engine technology in which Britain's reputation is outstanding. Military research aircraft are also notable by their absence. There are quite a number flying at the various test establishments (e.g., the two Short SC.ls, 'he Handley Page 115 and the BAC *21), but their non-appearance at the know, coupled with the absence of anynew research aircraft, must give many visitors from abroad (and, possibly, even indigenes) the impression that research does not play too prominent a part in the British aircraft industry. It is con- ceivable that technically flawless advanced projects can be put into production straight from drawings and calculation. So far, international opinion does not subscribe to this view, as for instance France (Nord 500, Breguet 940), Ger- many (VAK-191B, Dornier Do3!) and America (a host of experimental aircraft, of which the Northrop NB66 and the LTV XC-142A are but two examples). Saab 35 Draken Sponsored by Rolls- Royce, the compound, delta-wing Draken is a standard production aircraft for the Royal Swedish Air Force. It will form the backbone of the Service, and a very large proportion of the 550 on order are already operational. The present production run for Sweden is concerned with the J35F intercepter and the S35E tactical reconnaissance aircraft. Other versions built for home consumption The Rreguet Atlantic, above, in French Navy colours, appears at Farnborough by virtue of its Rolls-Royce consortium-built Tyne engines. Italy is reportedly about to sign for a quantity of Atlantics include the J35A, J35B, J35D inter- cepters, and the Sk35C trainer. The Draken was also selected by the RDAF earlier this year, and 46 long- range, reconnaissance and trainer ver- sions for that country, together with continuing production for home needs, will assure that the Draken production line keeps going until 1972. The latest Draken, the J35F, has a very advanced radar and weapon system; infra-red search equipment complements the radar for low-altitude interception. The Draken can now carry 9 X 1,0001b bombs or 14 X 5001b bombs, and ferry range is 1,750 n.m. Power is supplied by one Rolls-Royce RB.146 Avon 300 of 12,7101b thrust, or 17,2601b with after- burning.
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