“I joined 6 Sqn at RAF Coltishall in July
1979, a senior flight lieutenant, reasonably
experienced on three different aircraft and
roles, but not much on the Jaguar.
“Between then and September 1979, I
increased my Jaguar experience, flying more
than 30 hours each month.”
The two attack squadrons at Coltishall,
6 and 54, practised being stationed at
their wartime operating base at Tirstrup, inDenmark. In addition, there were deployments
to the US and Canada for respective Red Flag
and Maple Flag Exercises.
Tim said: “Red Flag was brilliant,
dropping live weapons, working in large
packages of NATO aircraft and operating
down to 100ft. We did the same sort of flying
in Canada for Maple Flag, operating from
Cold Lake, [Alberta], but with even fewer
restrictions.”In September 1980, Tim returned to
Lossiemouth to undertake the Jaguar qualified
weapons instructor (QWI) course. He then
briefly returned to RAF Coltishall, before
moving to 31 Sqn at RAF Brüggen in West
Germany during September 1981. In May
1982, promoted to squadron leader, he moved
across the airfield to join 17 Sqn as a flight
commander, remaining until May 1985, when
the Jaguars were replaced by Tornados.
Tim remembered: “The Jaguar was
a comfortable airplane to handle at low
level. Its avionics were optimised for such
operations and they were being constantly
upgraded so that the navigation and weapon
aiming systems got better and better.
“It was an immensely satisfying aircraft
to fly and many pilots with fairly average
ability achieved above average results, as the
computer systems were optimised to provide
pilots with the information they needed to
navigate accurately and deliver weapons on
time and on target. Another thing I enjoyed
about operating the Jaguar was the attitude
of all concerned.
“The Jaguar force, particularly those in
command, had bred a team spirit culture.
Everybody was like-minded. Lots of ‘let’s get
on and do the job’; see how we can do things
quicker and better.
“The vast majority of pilots were between
20-25 years old, all keen and eager to learn
and so I was always working with younger
people. RAF Brüggen deservedly and
consistently scored top marks in the NATO
Taceval programme. We believed in the
aeroplane and the role.”
Five years of ground tours followed from
1985 first, with the central tactics and trials
organisation at RAF High Wycombe, a year at
staff college and then a NATO post in Norway.
In September 1990, Tim was posted to
RAF Brawdy. After completing a 30-hour
senior officer refresher course on Hawks,
he took command of 54 Sqn at RAF
Coltishall. Against the backdrop of Gulf War
preparations, the Norfolk-based crews and
aircraft were deployed to the region. Tim took
over the squadron almost as the first bombs
were dropping on Iraq in January 1991.
Tim said: “Although all operational Jaguar
aircrew combined and were involved at
some point in the Jaguar force war effort,
the groundcrews were not. Six and 41 Sqn
groundcrew were deployed in squadron
strength initially to Thumrait in Oman and
subsequently to Muharraq in Bahrain. My
groundcrew supported what flying was
possible back at RAF Coltishall. This caused
an element of friction. In addition, in work-
up training in theatre, Flt Lt Keith Collister
from 54 Sqn was killed in a flying accident
on November 13, 1990. Although our pilots
were in theatre and 54 Sqn groundcrew were
supporting the operation back at Coltishall,
they felt left out to a significant extent. When
the Jaguar force returned to the UK at the
end of a highly successful operation and
without loss, conversely our squadron morale
hit a low point.”32 Aviation News incorporating Jets February 2018A Jaguar GR.1 from 6 Sqn, which Tim joined in 1979. The Aviation Photo CompanyA Jaguar over Saddam Hussein’s summer palace in Northern Iraq.A fun photo of 17 Sqn pilots with some wearing older style clothing and flying gear. Tim
Hewlett is standing by his dog on the left.28-34_jaguarDC.mfDC.mfDC.mf.indd 32 05/01/2018 16:46