In the early 60s, the Royal Air Force of Great Britain needed an aircraft that could eventually replace the aging Folland Gnat T1 and Hawker Hunter T7 trainers. At the same time, the French Air Force was looking for a replacement for the Lockheed T-33 and Fouga Cm. 170 Magister, as well as the Dassault MD.454 Mystère IV transonic fighter-bomber. In this case, the interests of the British Royal Air Force (RAF) and the French Armée de l'Air coincided, the British Royal Air Force wanted a supersonic training aircraft, and the French, in addition to the advanced "twin", still needed an inexpensive attack aircraft. It was decided to build training and combat vehicles on the basis of one glider. In May 1965, the parties signed a memorandum of understanding, and began negotiations, which led in 1966 to the formation of the SEPECAT consortium by Breguet and BAC (Société Européenne de Production de l'Avion d'Ekole de Combat and d'Appui Tactique - European Production Association). combat training and tactical aircraft).
If the Italian G.91 light fighter by Fiat was fully developed and built in Italy, and only then formally won the competition for the role of a single light fighter-bomber of the NATO Air Force, then the new aircraft was originally conceived as a joint project with wide cooperation of the French and English firms. So, the British company BAC was responsible for the production of the wing and tail, the fuselage was created by the French company Breguet. The development of the chassis was entrusted to the French company Messier and the British company Dowty. Efforts to create the engine were combined by Rolls-Royce and Turbomeca, forming a joint venture RRTL (Rolls-Royce - Turbomeca Ltd). Production took place at factories in Tarno, France and in Derby, UK, where in May 1967 a prototype of the new Adour RB.172 / T260 engine was launched on a test bench.
Initially, the technical appearance of the aircraft, named "Jaguar", caused a lot of controversy. Frantsuzov was quite satisfied with the subsonic aircraft of close air support, in its capabilities comparable to the already mentioned Italian G.91. However, the British representatives insisted on the development of a supersonic vehicle with a laser rangefinder-target designator and advanced navigation equipment. Moreover, at the first stage, the British proposed a variant with variable wing geometry, but due to the rise in the cost of the project and the delay in development, they subsequently abandoned it. However, both the French and the British were unanimous on one thing - the plane had to have an excellent forward-downward view and powerful strike weapons.
Jaguar production line at BAE Systems in Wharton
In November 1966, after the approval of the project, the construction of 10 aircraft prototypes for flight and static tests began. Without waiting for the results of the tests, the British Air Force placed an order for 165 combat and 35 two-seat training aircraft. In turn, the French Air Force expressed a desire to receive 160 combat and 40 trainers. In addition, the deck version of the Jaguar M was developed according to the specifications of the French fleet.
The Jaguar fighter-bomber was perhaps the first truly successful joint program of European aircraft manufacturers. However, the tests of the new aircraft from the very beginning went with great difficulties, many problems were caused by the power plant. Due to the explosion of the engines, two aircraft were lost, three more prototypes crashed during the overflight.
As a result, the tests were delayed for a year, which was necessary to eliminate defects. The governments of the countries participating in the consortium have allocated over a billion dollars for development and research work. Due to an overly optimistic estimate of the development and serial production costs, the total cost of one Jaguar from 1966 to 1973 doubled. The initial plans to use the two-seater Jaguar as the main training aircraft in the RAF had to be abandoned; subsequently, the Hawk jet trainer was created at Hawker Siddeley for this.
The French built more pre-production prototypes and flew around them faster. As a result, the French Air Force, in dire need of a modern strike aircraft, got them into service in 1972, and the British a year later. After the unsuccessful tests of the Jaguar-M on the aircraft carrier Clemenceau, the French Navy abandoned the Jaguar M. It turned out that the aircraft needed a new wing and a general strengthening of the structure. The admirals, after analyzing the situation, came to the conclusion that it was cheaper and easier to upgrade the existing deck bomber Etendard than to bring the Jaguar M to condition. Later, voices were heard accusing the Dassault firm of lobbying for their plane and corruption, but the matter did not go further than conversations and an investigation was not carried out.
Tests "Jaguar M" on the aircraft carrier "Clemenceau"
With a normal takeoff weight of 11,000 kg, the single Jaguar of the first modifications could exceed the speed of sound at low altitudes up to 1,300 km / h. The maximum speed at an altitude of 11,000 meters was 1600 km / h. Of course, such speed indicators were not typical for flights with a suspended combat load, but this demonstrates the capabilities of the machine.
With an internal fuel supply of 3337 liters, the combat radius, depending on the flight profile and combat load, was 570-1300 km. When flying to the maximum range, the suspension of three PTBs with a capacity of 1200 liters was possible. The propulsion system consisted of two Rolls-Royce / Turbomeca Adour Mk 102 turbojet engines with 2435 kgf thrust and 3630 kgf afterburner.
French single-seat fighter-bomber "Jaguar A"
The French Jaguars were fitted with 30-mm DEFA 553 cannons, and the British 30-mm ADEN Mk4 with 130-150 rounds of ammunition per barrel. These artillery systems had a rate of fire of 1300-1400 rds / min and both were created on the basis of German developments during the Second World War.
Up to 4,763 kg of bomb load can be placed on five hardpoints. The maximum weight of suspended bombs is 454 kg. Also, the ammunition load included 68-mm or 70-mm NAR, cluster, concrete-piercing, depth or corrected bombs. Some of the aircraft were equipped with suspension assemblies for AN-52 or WE177 nuclear bombs. The guided weapons included the Matra 550 "Mazhik" air combat missiles, the AIM-9 "Sidewinder" missiles, as well as the AS.30L air-to-ground missile system and the AS.37 Martel anti-radar missiles. Also at aviation exhibitions, the Sea Eagle and AGM-84 Harpoon anti-ship missiles were demonstrated as part of the armament of British aircraft, although the latter were not used on serial combat vehicles.
Shortly after joining the RAF squadrons based in the Federal Republic of Germany, the Jaguars formed the nucleus of the British tactical nuclear forces in Germany. Most of these aircraft were constantly on high alert, on duty in concrete shelters. It was believed that, if necessary, fighter-bombers were able to deploy the entire operational British stock of tactical aviation thermonuclear bombs on the continent, consisting of 56 WE177. Depending on the modification, the power of the bomb in the tactical version ranged from 0.5 to 10 kt. When designing the Jaguar, one of the main conditions was the ability of the aircraft to operate from unpaved airfields and highways.
Several versions of the Jaguar went into production. The single-seat combat aircraft for the French Air Force "Jaguar A" from the "Jaguar S" aircraft (British designation Jaguar GR. Mk.1), intended for the British RAF, was distinguished by a simplified composition of avionics and weapons. The British aircraft had more advanced navigation equipment and the equipment included, among other things, an indicator on the windshield (HUD). Outwardly, the British GR. Mk.1 differed from the French vehicles with a wedge-shaped nose with a laser rangefinder-target designator, the “French” had more rounded noses.
The cockpit of the French "Jaguar A"
The sighting and navigation system of the aircraft by the standards of the late 60s was very advanced, and looked very advantageous compared to the primitive avionics of the Italian G.91. Jaguars of all modifications had TACAN navigation systems and VOR / ILS landing equipment, VHF and UHF radio stations, state recognition and radar exposure warning systems, on-board computers. Single "Jaguar A" was equipped with Decca RDN72 Doppler radar and ELDIA data recording system. The first Jaguar A did not have laser sighting equipment. Later French Jaguars received AS-37 Martel control system computers and ATLIS containers for AS.30L missile guidance.
During long-range raids, fighter-bombers could replenish their fuel supply using an air refueling system. In 1977, the French Air Force deployed 6 squadrons, the main purpose of which was to deliver nuclear strikes with AN-52 bombs and provide close air support on the battlefield. Two more squadrons were based at the airfields of the French overseas territories. At the height of her career, the Jaguar was in service with nine French squadrons.
The cockpit of the British "Jaguar GR. Mk.1"
The British single Jaguar GR. Mk.1 was equipped with a Marconi Avionics NAVWASS sighting and navigation system (PRNK) with ILS. On British aircraft, the MCS 920M onboard computer, the E3R inertial platform, the Ferranti LRMTS target designator and the navigation data computer were linked to the TACAN navigation system. The display of the aircraft's course was carried out on the "moving map" indicator, which greatly facilitated the launch of the aircraft to the target in conditions of poor visibility and when flying at extremely low altitudes. Late series RAF aircraft received BAC suspended reconnaissance containers. In the course of modernization in the mid-80s, part of the British Jaguars was equipped with an improved FIN1064 sighting and navigation system, which, in terms of its capabilities, is quite consistent even with modern standards. To counter the S-75 and S-125 air defense systems, the radiation warning system and electronic warfare equipment Sky Guardian 200 or ARI 18223 were mounted on British aircraft.
The export version of Jaguar International of the British Jaguar GR. Mk.1 (produced since 1976) was distinguished by a simplified avionics, roughly corresponding to the Jaguar A version and more powerful Adour 804 engines, which made it possible to maintain the same takeoff run when operating from high-altitude airfields and in hot climates. Increased thrust engines became standard in British Jaguars in the late 1970s. However, in the 1980s, the aircraft received even more powerful Adour 811 and 815. The maximum speed of aircraft with an updated power plant at high altitude increased to 1800 km / h.
Two-seat training "Jaguars" - French Jaguar E and British Jaguar T. Mk.2, compared to single combat aircraft, were equipped with simplified onboard equipment. The Jaguar E of the French Air Force did not have a radar, radio systems for working with AS.37 missiles and an outboard container for guiding AS.30L missiles. The training "Jaguar T. Mk.2" was deprived of the LRMTS target designator and the electronic warfare system. The two-seater version of Jaguar International, intended for export deliveries, did not have the NAVWASS PRNK and suspended reconnaissance containers. In addition, on two-seater vehicles, guns were either absent altogether, or there was one cannon with an ammunition load of 90 rounds.
Jaguar T. Mk. 2
After the start of deliveries of Jaguars to combat units of the French and British Air Forces, foreign customers showed interest in the aircraft. However, despite the perfect avionics and good flight data, this fighter-bomber never entered the air forces of other NATO countries. Belgium, which initially expressed a desire to acquire the Jaguar, set a condition to participate in its assembly and eventually began licensed production of the F-16A.
The first export Jaguars in 1977 came from the UK to Ecuador and Oman. Initially, these countries received 10 single-seat cars and two "twin" cars. In the mid-80s, after the situation in the Persian Gulf area began to aggravate, Oman ordered 10 more combat and 2 training aircraft. These were vehicles specially designed for the Omani Air Force - the Jaguar Mk.1 (SO). For a long time, foreign pilots hired by contract flew on Omani fighter-bombers, but the leadership of the Sultanate did not like this situation, and a group of Omani pilots was sent to the UK for training. However, as soon as the national personnel, after returning home, got into the cockpits of the aircraft, the Royal Omani Air Force lost two Jaguars.
In general, the Omani Air Force was characterized by a high accident rate. It was possible to maintain the aircraft in flight condition only thanks to the efforts of foreign technical specialists. In 1997, the government allocated $ 40 million to modernize the avionics and weapons of the remaining Jaguars. The aircraft received satellite navigation systems and new guided munitions to destroy ground targets, including the PRR AGM-88 HARM. Jaguars flew in Oman until 2010, after which they were replaced by F-16C / D fighters.
Jaguar ES Ecuadorian Air Force
Despite the regular conflicts between Ecuador and Peru, in which the Jaguars were used, only one aircraft is known to have been lost in 1981. The Jaguar ES was shot down during a reconnaissance mission several dozen kilometers from the Peruvian-Ecuadorian border. All Ecuadorian "cats" were in service in one aviation unit - Escuadron de Combate 2111. At the end of the 80s, 9 aircraft remained in flight condition, and three used GR.1s were purchased from the RAF to replenish the fleet in Great Britain. In 2006, only six Ecuadorian Jaguars could take off. Their active flights continued until 2002, after which the aircraft were put on storage. In 2006, the Ecuadorian Air Force, after almost 30 years of service, finally parted with the Jaguars.
The Indian representatives, who, as usual, tried to bring down the price during the protracted negotiations, which lasted since 1970, were impressed by the speed and clarity with which deliveries to Ecuador and Oman were organized. As a result, in October 1978, a contract was signed for the supply of 16 GR. Mk.1 and two T. Mk.2 from the RAF and the organization of licensed production at the HAL aircraft plant in Bangalore. The construction of the Jaguar in India was carried out from 1981 to 1992. In total, HAL delivered over 130 Jaguars to the Indian Air Force. It is noteworthy that at the same time, the assembly of MiG-27 fighter bombers was carried out in Bangalore.
Fighter-bombers "Jaguar IS" Indian Air Force
Indian Jaguars from 1987 to 1990 were used against the Liberation Tigers of Tamil Eelam in Sri Lanka and in 1999 during the Kargil War (Operation Vijay) on the border with Pakistan. The Indian Air Force is characterized by a high accident rate, but over almost 40 years of operation, the percentage of Jaguars crashed much less than the MiG-21 and MiG-27. Some of the Indian "cats" received new French radars, Israeli avionics, a satellite navigation system and more powerful Honeywell F125IN engines. According to some reports, the BAe Sea Eagle anti-ship missiles were included in their armament.
The British returned 18 planes by India in 1984, cheaply floated to Nigeria. But this deal can hardly be called successful. The Nigerians never paid in full for the Jaguars they received. For this reason, Nigeria lost service and spare parts. As a result, the Jaguars in this African country, shortly after delivery, went into a non-flying state. The Nigerian government has repeatedly tried to sell them, the last time the aircraft were unsuccessfully put up for sale in 2011.
Only British-assembled aircraft were supplied to the foreign market, this is due to the fact that Breguet was absorbed in 1971 by the Avions Marsel Dassault corporation, where Mirages of various modifications were built. Extensive export deliveries of British Jaguars were largely hindered by intense competition from Soviet fighter-bombers: Su-7B, Su-20, Su-22, MiG-23B and MiG-27. In addition, the French Mirage V Mirage F1, as well as the A-4 Skyhawk and F-16A Fighting Falcon, broke part of the contracts in the late 70s - mid 80s.
In 1977, the French Jaguar A were the first to enter the battle. During Operation Manatee, 4 planes in Mauritania bombed the columns of the North-West African Liberation Front. The aircraft were airlifted from France with mid-air refueling from the KC-135F tankers.
Jaguar A Squadron 4/11 Jura flying over Chad in 1988
Then, in the 1970s and 1980s, during a series of regional conflicts and insurgencies, Jaguars launched airstrikes in Gabon, Chad, the Central African Republic and Senegal. In Chad, in the second half of the 80s, the French Air Force was opposed not only by partisans, but also by regular Libyan units with anti-aircraft artillery and air defense systems. According to official French data, three Jaguars were lost during the fighting in the Republic of Chad. Several aircraft received combat damage, but managed to return to their airfields. French Air Force operations in the area continued until 1991. In Africa "Jaguars" flew painted in "overseas" chocolate-sand camouflage.
However, the real glory of the "Jaguars" was not brought by the bombing of the huts of African aborigines in the impoverished villages occupied by the rebels, and not the fight against the Libyan Soviet-made Kvadrat air defense systems. Airplanes, whose careers were already on the verge of decline by that time, were talked about in 1991 during the conflict in the Persian Gulf. All the positive qualities of the Jaguar were fully manifested here: high operational reliability, unpretentious maintenance, survivability to combat damage, good takeoff and landing characteristics, powerful enough weapons, combined with a perfect sighting navigation system.
Even before the official start of the company, French aircraft were involved in aerial reconnaissance in Kuwait. On the first sorties, Jaguars A, carrying reconnaissance containers, flew at medium altitudes and were ideal targets for Iraqi anti-aircraft artillery. During such flights, three aircraft were damaged, and one was lost. French and English aviation historians unanimously write that the Jaguar pilot, having fallen under anti-aircraft fire, performed an anti-aircraft maneuver too abruptly, as a result of which he crashed into the ground. To establish whether this is so, or the plane was hit by an anti-aircraft projectile, is now of course impossible.
28 French Jaguar A and 12 British Jaguar GR.1A took part in the fighting in the Gulf, which flew 615 sorties. Basically, the "cats" operated over Kuwait, strikes against targets in Iraq were difficult due to the relatively short flight range. If British aircraft mainly used Mk.20 Rockeye bombs and BL-755 cassettes on air defense missile positions, transport convoys, artillery batteries and defensive structures. Then the French specialized in destroying point targets with AS-30L laser-guided missiles. According to French data, targets were hit in about 70% of missile launches. Thanks to its high maneuverability, the Jaguars have repeatedly managed to dodge anti-aircraft missiles at the last moment and avoid being hit by anti-aircraft shells.
Not the last role in the fight against Iraqi air defense systems was played by onboard radar warning systems and jamming stations.
Due to the presence of two engines and a generally rather tenacious structure, the aircraft often returned with serious damage. A case is described when a small-caliber anti-aircraft projectile pierced the cockpit canopy and wounded a British pilot in the head. However, the Jaguars did not suffer irreparable losses in the course of striking ground targets, and all damaged vehicles were returned to service.
Despite the success in the Persian Gulf, the end of the Cold War and the arrival of the Mirage 2000 multirole fighters in the combat squadrons led to the phasing out of the Jaguars. The first to be decommissioned in September 1991 were the "nuclear squadrons". Nevertheless, the service of the French "cats" continued, in the early 90s they found a "job" in Northern Iraq, in the Balkans and in Rwanda. French Jaguars took part in the NATO aggression against Yugoslavia, having made 63 sorties.
The last Jaguar A was decommissioned in July 2005. These honored fighter-bombers in the French Air Force were finally decommissioned after the start of deliveries to the combat squadrons of the Dassault Rafale fighter. However, a number of French experts regretted the lack of an inexpensive close air support aircraft in the Air Force, capable of effectively using unguided weapons. It is fairly pointed out that the Rafale, being a much more expensive and vulnerable vehicle, is inferior to the Jaguar in terms of cost-effectiveness when operating at low altitudes over the battlefield. After all, as you know, high-precision weapons are very costly, and are not the optimal solution in all cases.
The successful use of Jaguars against Iraqi forces made a great impression on the RAF leadership. It would seem that hopelessly outdated aircraft have shown themselves in a number of cases even better than the much more "sophisticated" fighter-bombers with variable wing geometry "Tornado". This forced to postpone plans to decommission the "Jaguars" and start upgrading them.
Link of British fighter-bombers "Jaguar GR.1A"
In the first half of the 90s, the British Jaguar GR.1 participated in operations over northern Iraq (guarded the Kurds), and then attacked the Serbs during the civil war in Yugoslavia. Since 1994, the modernized GR.1A have received TIALD (Thermal Imaging Airborne Laser Designator - Thermal Imaging Airborne Laser Designator) pods, allowing for pinpoint strikes with smart ammunition and improved anti-aircraft missile countermeasures. Prior to this, the TIALD equipment was used in the RAF on the Tornado GR1. In 1995, GR.1A took part in the bombing of the Bosnian Serbs. In some cases, they illuminated targets for laser-guided corrected bombs dropped from the Harrier GR.7. With interruptions, the combat work of the Jaguar GR.1A in the Balkans continued until mid-1998.
"Jaguar GR.3A"
In order to increase the combat performance, phased upgrade options were provided for the Jaguar 96/97 program. At the intermediate stage of the program, the British "cats" were equipped with new ILS, digital maps of the terrain, satellite navigation receivers and BASE Terprom warning equipment. Four aircraft received Vinten Series 603 GP reconnaissance containers. When upgrading the entire RAF fleet of Jaguars, the aircraft were to receive new Adour Mk 106 engines with a thrust 25% higher than that of the Adour Mk 104 engines. air in January 1996.
Cab "Jaguar GR.3A"
Completeness the modernized Jaguar GR.3A had a color LCD display for displaying information from the TIALD equipment and a digital map of the area. Also, the avionics included a new combat mission planning system, night vision goggles and helmet-mounted indicators. The helmet-mounted indicator displayed information from the TLALD equipment and the air-to-air seeker of the UR, as well as pre-entered data on known threats and obstacles along the flight route.
Since 1997, the modernized Jaguars have been involved in operations to control the no-fly zone over Iraq. In 2003, during the Second Gulf War, the British GR.3A failed to take part in hostilities, as Turkey imposed a ban on the use of its airfields.
In September 2003, RAF Coltishall celebrated the 30th anniversary of the Jaguar in the RAF. But a year later, the government announced its intention to write off all GR.3A by October 2007. The last single-seat fighter-bombers were surrendered by the pilots of the 6th squadron at Coningsby airbase.
This decision of the management met with misunderstanding among the pilots and ground specialists. The resource of most of the radically modernized Jaguar GR.3A made it possible to actively operate them for another 5-7 years. These aircraft were the best suited for anti-terrorist operations in Afghanistan. Compared to the beginning of the 90s, the fleet of combat aircraft in the British Air Force has significantly decreased. In addition to the Jaguars, the government abandoned most other tactical combat aircraft, leaving only the Eurofighter Typhoon.
During the festive events on July 2, 2007, dedicated to the farewell to the aircraft, the demonstration flights were performed by the Jaguar with the tail number XX119, painted in "Jaguar spots". Operation of the two-seat combat training T. Mk 4 at the Boscombe Down airbase continued until the beginning of 2008. Several two-seat "Jaguars" are still maintained in flight condition for testing improvements and technical support for aircraft of the Indian Air Force. However, soon the Indian "cats" will go to rest.
The British Jaguars, which are in good technical condition, are of interest to the American wealthy aviation enthusiasts interested in the preservation of flying machines, as well as private aviation companies such as Air USA, Draken International and Airborne Tactical Advantage Company, which provide services in the field of military training of the US armed forces.
Assessing the life of the Jaguar, its service and combat use, it can be stated that the specialists of the SEPECAT consortium in the second half of the 60s managed to create an extremely successful and durable combat aircraft with high survivability and great modernization potential.
