The world's first variable-sweep combat aircraft, the
XF10F-1 was designed as a transonic single-seat shipboard
fighter with an internal armament of four 20mm
cannon and provision for an external bomb load of up to
1814kg. The sweepback angle of the wings
could be varied hydraulically between 13.5° and 42.5°, and high-lift devices consisted of full-span slats
and an 80% Fowler flap. The Jaguar was intended
to be powered by a Westinghouse XJ40-WE-8
turbojet rated at 3357kg military thrust and
4944kg with afterburning, but when
flight trials were initiated on 19 May 1952, a J40-WE-6
rated at 3084kg was fitted. Numerous
problems arose during the test programme, and as
some of these could not be resolved, trials terminated
with the 32nd flight on 25 April 1953. Orders had been
placed for 141 production F10F-1s, but these were cancelled
on 1 April 1953.
|A three-view drawing (1280 x 940)|
| Take-off weight||16080 kg||35451 lb|
| Empty weight||9265 kg||20426 lb|
| Wingspan||11.2/15.4 m||37 ft 9 in / 51 ft 6 in|
| Length||16.59 m||54 ft 5 in|
| Height||4.95 m||16 ft 3 in|
| Wing area||41.8-43.4 m2||449.93 - 467.15 sq ft|
| Max. speed||1143 km/h||710 mph|
| Range||2687 km||1670 miles|
One of Grumman's few flops, one might call this a sort of predecessor to the F-14 Tomcat of the 1970s and 80s. Unfortunately, however, in the early 1950s the state of the art hadn't yet reached the point where this sort aircraft was technologically feasible.
|ajay kumar giri, 06.11.2009|
details parameters of jaguar fighter
Read the book 'The Wild Blue" by Walter Boyne and ?co-writer
It is the story of the birth of and of life in the USAF. The F10F is mentioned(along with a XB51) in part of the story line. It's a good book that showcases the way of life for personnel and their families and of course the aircraft that rapidly rolled off the drawing boards of the post WW2 US aircraft industry.
Do you have any comments about this aircraft ?
FACTS AND FIGURES
© Unlike the variable-geometry wings on
later fighters, where only the outer panel
moved, the whole wing on the XF10F
'translated', with a complex arrangement
of moving panels to fill the gaps.
© At maximum wing sweep the
directional control was marginal, not
helped by the ineffective rudder. The
spoiler system was so complicated it was
disconnected, leaving only tiny ailerons,
which gave a very poor roll response.
© At full sweep the wings were
only 35 degrees and the
performance gains were largely
negated by the extra weight of
the wing sweep mechanism.
© The tailplane was operated by a novel arrangement
where the pilot controlled a small delta-wing airfoil
at the tip of the tail bullet. This in turn moved the
main elevator Unfortunately, a lag in the response
between stick and surface usually resulted in a Pilot
Induced Oscillation (PIO) and the Jaguar was
virtually uncontrollable much of the time.
© The Jaguar was another of those naval aircraft
crippled by the Wesringhouse J40 engine, which
underwent its own development problems and
never received the intended afterburner.