SEPECAT Jaguar

SEPECAT Jaguar GR.3A - XX748

The Jaguar program began in the early 1960s, in response to a British requirement (AST 362) for an advanced supersonic jet trainer to replace the Folland Gnat T.1 and Hawker Hunter T.7, and a French need for a cheap, subsonic dual role trainer and light attack aircraft with good short field performance to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. After development started, both the French and British trainer requirement changed and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. In the meantime, the RAF created a new requirement for the Jaguar, to replace the McDonnell Douglas Phantom FGR.2 in the close air support, tactical reconnaissance and tactical strike roles. In addition, a carrier-capable version to replace the French Aeronavale's Dassault Etendard IV was specified. From these apparently disparate aims would come a single and entirely different aircraft. Relatively high-tech, supersonic, and optimised for ground attack in a high-threat environment.

Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique), the European company for the production of a combat trainer and tactical support aircraft. In 1966 as a joint venture between Bréguet (now Dassault Aviation) and the British Aircraft Corporation to produce the airframe, and a separate teaming of Rolls-Royce and Turboméca to develop the Adour afterburning turbofan engine. Though based in part on the Bréguet Br.121, using the same basic configuration and an innovative French designed landing gear, the Jaguar as built also incorporated major elements designed by BAC, notably the wing and high lift devices. The first of eight prototypes flew on 8th September 1968. It was an orthodox single-seat, swept-wing, twin-engine design but with tall landing gear. It had a maximum take-off weight in the 15 tonne class and could manage a combat radius on internal fuel alone of 850 km, and a maximum speed of Mach 1.6 (Mach 1.1 at sea level).

The RAF accepted delivery of the first of 165 single-seat Jaguar GR.1's (or Jaguar S) in 1974. These were supplemented by 35 two-seat trainers, the Jaguar T.2 (or Jaguar B according to the manufacturer's designation). The Jaguar S and B had a more comprehensive nav/attack system than the A and E models used by the Armée de l'Air, and used 30mm Aden cannon instead of 30mm DEFA 553s.

In December 1983, 75 RAF Jaguars were updated to the GR1.A and T.2A standard with FIN1064 navigation and attack systems replacing the original NAVWASS. At about the same time, most were also re-engined with Adour 104 engines. In 1994, ten GR.1As and two T.2As were upgraded with the capability to carry the TIALD laser designator pod and redesignated Jaguar GR.1B or T.2B respectively. The upgraded Jaguar GR.3A (also known as Jaguar 97) introduced fleet-wide TIALD LDP compatibility, provision for the EO GP1 (JRP) digital reconnaissance pod, a helmet mounted sight, a glass cockpit with a large AMLCD display and a new HUD, a new hand controller and stick top, GPS, TERPROM Terrain Referenced Navigation, an Improved Data Modem datalink, and improved Night vision goggles compatibility. The interim GR.3 (Jaguar 96) was delivered in three standards, for recce, attack and TIALD, but all were converted to Jaguar 97/GR.3A standards. All GR.3As were subsequently re-engined with the new Adour 106 turbofan. A number of T.2 trainers were also upgraded to Jaguar 96 standard and redesignated Jaguar T.4.

The Jaguar began it's service life 1975 with No.6 Squadron, followed by No.54 Squadron based at RAF Coltishall, and a 'Shadow Squadron', a war reserve unit with a peacetime training role based at RAF Lossiemouth, Jaguar squadrons were declared operational to SACEUR with the British nuclear weapon WE.177. Two squadrons based at RAF Bruggen followed in 1976, and in 1977 two more squadrons were added, which brought the RAF Jaguar force to its peak strength of six squadrons plus one war reserve 'Shadow Squadron', each of twelve aircraft equipped with eight WE.177 nuclear weapons. Two further squadrons, No.2 Squadron and No.41 Squadron based at RAF Laarbruch and RAF Coltishall respectively, were primarily tasked with tactical reconnaissance and not allocated nuclear weapons, although their aircraft could be rapidly configured for that.

In a high-intensity European war their role was to support land forces on the Continent resisting an assault on Western Europe by the Warsaw Pact, by striking targets beyond the forward edge of the battlefield, first with conventional weapons and secondly with tactical nuclear weapons, should a conflict escalate to that stage. The apparent mismatch between aircraft numbers and nuclear bombs was a consequence of RAF staff planners concluding that there would be one-third attrition of Jaguars in an early conventional phase, leaving the survivors numerically strong enough to deliver the entire allocated stockpile of fifty six nuclear bombs. Although targets were assigned by SACEUR, final political release of these nuclear weapons was in the control of the UK government.

The RAF Jaguar force remained at this strength until late 1984, when Nos.17, 20 and 31 Squadrons exchanged their Jaguars for Tornado GR.1s, although their assignment to SACEUR and their wartime role remained unchanged. The two other RAF Germany units, followed suit in 1985 and 1989 respectively. The remaining Coltishall based Jaguar squadrons continued flying the Jaguar for another two decades. The Shadow Squadron No.226 OCU was renumbered No.16 (Reserve) Squadron in 1992. Some RAF Jaguars were used for rapid deployment and regional reinforcement, operating with the RAF Coltishall wing, and others flew in the nuclear strike role. The latter aircraft were the RAF's only single-seat strike platforms, and were later replaced by the Panavia Tornado.

RAF Jaguars thoroughly proved their worth in the Gulf War in 1991. They were painted in a very businesslike overall "desert pink" (actually sand) colour scheme. The RAF had obtained two Vinten VICON 18 Mark 600 Long Range Optical Pods (LOROP) for reconnaissance in 1990 and these pods were used in the conflict. Over 600 combat sorties were performed by RAF Jaguars during the active air war, roughly the same number as AdA Jaguar sorties. They often carried CRV7 70 millimetre unguided rocket pods, as well US-built CBU-87 cluster bomb units, though since these were longer than the traditional British BL755 cluster bombs only one could be fitted on a pylon, two BL755s could be carried in tandem. No air-to-air kills were scored. It is interesting to wonder if the RAF and AdA Jaguar pilots were inclined to certain camaraderie, in contrast to the sense of irritation, not always subtle, between the two countries over a joint development program that did not work as well as might have been hoped.

The RAF Jaguar aircraft flew their last operational sorties on 30th April 2007 when it ceased to be a deployable force element and when No.6 Squadron "down-declared", though flying continued. At least two aircraft continued to fly with QinetiQ at Boscombe Down after No.6 Squadron's withdrawal. On 20th December 2007, a Jaguar undertook the last ever British military Jaguar flight.

India on the other hand is modernizing its current Jaguar fleet and also placed an order for 17 additional upgraded Jaguar aircraft from Hindustan Aeronautics in 1999 and a further 20 in 2001-2002. The Medium Combat Aircraft (MCA) is expected to enter mass production in 2015 and will replace India's Jaguar fleet. The Indian Air Force, which operates two different types of Rolls Royce/Turbomeca engines, Mk804E and Mk811 (produced under license by HAL) plans to upgrade up to 120 Jaguars by fitting more powerful engines, either Adour Mk821s or Honeywell F125IN to improve performance, particularly at medium altitudes.