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The Grumman F10F Jaguar was a prototype swing-wing fighter aircraft offered to the US Navy in the early 1950s. Although it never entered service, it pointed the way towards the later, abortive General Dynamics/Grumman F-111B and F-14 Tomcat.
The Navy's interest in the variable geometry wing was based on concerns that the ever-increasing weight of its jet fighters was making aircraft carrier operations troublesome. Many of its existing aircraft already had marginal carrier performance, and the trend in weight growth was obviously upward. At the same time, the demands for high-speed performance demanded swept wing layouts that did not lend themselves to good take-off characteristics. The prospect of combining the two in a single aircraft was enticing.
The resulting Jaguar was a stubby, somewhat plump-looking aircraft whose fuselage was similar to that of the earlier F9F Panther. It had a T-tail, with the horizontal stabilator mounted atop the vertical fin. The single turbojet engine was fed by cheek intakes. The high, shoulder-wounted wing could be moved to two positions: a 13.5° sweep for take-off and landing and a 42.5° sweep for high-speed flight.
The XF10F-1 was not armed, but production aircraft would likely have had four 20mm cannon and pylons for bombs and rockets, like other contemporary USN fighters.
Although the Jaguar's potential was interesting, its configuration presented many of the same handling problems as the earlier Bell X-5 experimental aircraft, with some vicious spin characteristics.
The Jaguar's development was further hampered by its use of the disastrous Westinghouse J40 turbojet, which, as on other aircraft of this period, made the Jaguar dangerously underpowered and prone to various engine-related problems. The J40 developed only 6,800 lb (30.24 kN) thrust rather than the anticipated 11,000 lb (48.91 kN), and its troubles ultimately proved to be insuperable.
Test pilot Corwin "Corky" Meyer, who was the only pilot to fly the Jaguar, described it as entertaining to fly "because there was so much wrong with it." The Navy was not encouraged by the results, and the development of larger carriers with angled flight decks and steam-driven catapults made the swing-wing configuration less necessary.The prototype XF10F-1 first flew on 19 May 1953This is a list of aviation-related events from 1952: Events January January 5 Pan Am commences trans-atlantic freight services. February February 10 Maj George A. Davis Jr is awarded the Medal of Honor posthumously, after attacking a group of 12 Mikoyan-G. It was used for some 32 test flights throughout the year, but in April 1953This is a list of aviation-related events from 1953: Events The first year in which the world's airlines carried more than 50 million people ( ICAO statement, 29 December) January January 26 The first meeting of the Experimental Aircraft Association takes the Navy cancelled the program, and with it the 112 production aircraft that had been ordered. The sole flying aircraft and the uncompleted second prototype were shipped to Naval Air Material Center in Philadelphia for barricade testing, and the static test aircraft was later used as a gunnery target.
Related development:
Comparable aircraft:
Sukhoi Su-17Two aircraft share the designation Su-17 . This article deals with the aircraft that reached operational status in the 1970s. For the earlier aircraft, see Sukhoi Su-17 (1949). The Sukhoi Su-17 ( NATO reporting name 'Fitter') was a Soviet attack aircraftDesignation sequence:
F7FThe Grumman F7F Tigercat was the first twin-engined fighter aircraft design to enter service with the United States Navy. Designed for the new Midway class aircraft carriers, the aircraft were too large to operate from earlier decks. Although delivered to - F8FThe Grumman F8F Bearcat was the company's final piston engined fighter aircraft. Designed for the interceptor fighter role, the design team's aim was to create the smallest, lightest fighter that could fit around the Pratt & Whitney Double Wasp engine (ca - F9F -F10F -
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