View source for Gloster Javelin

{{Short description|British interceptor aircraft}}<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Use dmy dates|date=February 2018}}
{{Use British English|date=February 2018}}
{{Infobox aircraft
|name =Javelin
|image = File:RAF Gloster Javelin FAW9 at RAF Coltishall.jpg
|image_border= yes
|caption =
|type = [[Night fighter|All-weather]] [[interceptor aircraft|fighter-interceptor]]
|manufacturer = [[Gloster Aircraft Company]]
|first_flight = 26 November 1951
|introduction = 29 February 1956
|retired = April 1968
|status =
|primary_user = [[Royal Air Force]]
|more_users =
|produced =
|number_built =436
|variants = [[Gloster P.370]]
}}

The '''Gloster Javelin''' is a twin-engined all-weather [[interceptor aircraft]] designed and produced by the [[Gloster Aircraft Company]]. It was operated by the [[Royal Air Force]] from the mid-1950s until the late 1960s and was the final aircraft design to bear the Gloster name.

The Javelin was designed in response to [[List of Air Ministry specifications|specification F.44/46]] during the late 1940s and early 1950s as high-performance [[night fighter]] capable of all-weather operations. In terms of its basic configuration, it was a [[T-tail]]ed [[delta wing|delta-wing]] aircraft powered by a pair of [[Armstrong Siddeley Sapphire]] turbojet engines. Following a protracted development period, the Javelin was introduced to squadron service during 1956. Throughout its service life, the aircraft received several upgrades, which were typically focused upon its engines, radar and weapons, including support for the [[De Havilland Firestreak]] [[air-to-air missile]].

The Javelin was succeeded in the interceptor role by the [[English Electric Lightning]], a supersonic aircraft capable of flying at more than double the Javelin's top speed, which was introduced into the RAF only a few years following the former's introduction. Several variants were proposed, including [[fighter bomber]] and [[aerial reconnaissance]]-oriented models, as well as the [[supersonic]]-capable [[Gloster thin-wing Javelin]]; however, these were not pursued. The Javelin had a relatively short service life, the last examples were withdrawn from operational service in 1968 following the introduction of successively more capable versions of the Lightning.

==Development==

===F.44/46===
In the aftermath of the [[Second World War]], Britain identified a threat posed by the jet-powered [[strategic bomber]] and [[nuclear weapons|atomic weaponry]] and thus placed a great emphasis on developing aerial supremacy through continuing to advance its fighter technology, even following the end of the conflict. Initial planning was based on the premise that another war was at least ten years away, and development was limited mostly to paper projects. Several events in the late 1940s led to this timeline being moved up.{{sfn|Gough|1993|pp=22–23, 35}}

In 1947, the [[Air Ministry]] issued a requirement for a high-performance [[night fighter]] under [[List of Air Ministry specifications|specification F.44/46]]. It called for a two-seat design that would intercept enemy aircraft at heights of up to at least 40,000 feet. It would also have to reach a maximum speed of 525 [[Knot (unit)|kn]] (973 km/h, 605 mph) at this height, be able to perform rapid ascents and attain an altitude of 45,000 feet within ten minutes of engine ignition.<ref>{{harvnb|Allward|1983|p=6}}</ref>

Additional criteria given in the requirement included a minimum flight endurance of two hours, a takeoff distance of 1,500 yards, structural strength to support up to 4g manoeuvres at high speed and for the aircraft to incorporate [[aircraft interception radar]], multi-channel [[Very high frequency|VHF radio]] and various navigational aids. The aircraft would also be required to be economical to produce, at a rate of ten per month for an estimated total of 150 aircraft.<ref>{{harvnb|Allward|1983|p=8}}</ref>

===Gloster designs===
[[Gloster Aircraft]] developed and produced the only British jet aircraft to be operational during the war, the [[Gloster Meteor]]. Through the post-war period, they produced a series of updated versions of the Meteor, including some with [[delta wing]] layouts for all or the outer portion of the wings. These were further developed by moving the engines to the fuselage and using a complete delta wing layout, leading to a second series of designs that continued in parallel.

P.228, drawn up in 1946, was essentially a two-seat Meteor with slightly swept wings. A similar design was also offered to the [[Royal Navy]] as the P.231.<ref name=James>Derek James, [https://books.google.com/books?id=gfolAwAAQBAJ&pg=PA1975 "Gloster Aircraft Company"], Fonthill Media, 2014</ref>{{pn|date=August 2021}} The later-issued P.234 and P.238 of early 1947 had adopted many of the features that would be distinctive of the Javelin, including the large delta wing and tailplane, and were based on the [[Rolls-Royce AJ65]] engine (better known as Avon).<ref>{{harvnb|Allward|1983|pp=8–9}}</ref> The two differed primarily in role; P.234 was a single-seat day fighter with a [[V-tail]], while P.238 was a two-seat night fighter with a mid-mounted delta tailplane.<ref name=James/>{{pn|date=August 2021}}

Development of both concepts continued. P.240 of April 1947 was Meteor-like in form but moved the engines from the wings to the fuselage, and added a slight sweep to the leading edge of the wing, producing a somewhat [[delta wing]] shape. P.240 also replaced the [[Rolls-Royce Derwent]] engines with the [[Metrovick F.9]], which would later move companies and become the [[Armstrong Siddeley Sapphire]]. The all-delta layout of P.238 was also updated as P.241, which used an all-delta horizontal stabilizer in a T-tail arrangement. P.241 bears a strong resemblance to the final Javelin design.<ref>{{harvnb|Allward|1983|p=4}}</ref>

The Air Ministry released more detailed specifications on 17 Jun 1949, as F.4/48. Gloster responded with two further updated designs, P.300, which was essentially a quick update to the Meteor with two seats and newer Derwent engines, and the P.316/P.317, another update to the delta layout mounting the Sapphire engines. The P.316 and 317 differed primarily in role, 316 was a single-seat design lacking radar and mounting up to four {{convert|1000|lb}} bombs in containers under the fuselage, while 317 was a two-seat design with radar and some form of heavy armament to be determined.<ref>{{harvnb|Allward|1983|p=8}}</ref>

The RAF requirements were subject to some changes, mainly in regards to radar equipment and armaments; Gloster also initiated some changes as further research was conducted into the aerodynamic properties of the new [[swept wing|swept]] and delta wings, as well as use of the new [[Armstrong Siddeley Sapphire]] turbojet engine.<ref>{{harvnb|Allward|1983|pp=9–11}}</ref>

===Prototypes===
[[File:Javelin Gyron Junior testbed XA552.jpg|thumb|Gloster Javelin, probably a flight test aircraft, at Farnborough]]
On 13 April 1949, the [[Ministry of Supply]] issued instructions to two aircraft manufacturers, Gloster and [[de Havilland]], to each construct four airworthy prototypes of their competing designs to meet the requirement, as well as one airframe each for structural testing. These prototype aircraft were the '''Gloster GA.5''', designed by [[Richard Walker (engineer)|Richard Walker]], and the [[de Havilland Sea Vixen|de Havilland DH.110]], the latter of which held the advantage of also being under consideration for the [[Royal Navy]].<ref>{{harvnb|Allward|1983|p=11}}</ref> Development was considerably delayed through political cost-cutting measures, the number of prototypes being trimmed down to an unworkable level of two each before the decision was entirely reversed; this led to the unusual situation where the first production Javelin was completed before the prototype order being fulfilled.<ref>{{harvnb|Allward|1983| pp=11–12}}.</ref>

The first prototype was completed in 1951. An unusual feature of the prototypes was the opaque canopy over the rear cockpit. It had been believed that visibility outside the cockpit was unnecessary and a hindrance to the observer; the only external view available was through 2 small '[[porthole]]s'. Following a month of ground testing, on 26 November 1951, the first prototype conducted its first flight at [[RAF Moreton Valence|Moreton Valence airfield]].<ref>{{harvnb|Allward|1983|p=12}}.</ref><ref name="Wixley1 p370">{{harvnb|Wixley ''Aircraft Illustrated'' August 1984|p=370}}</ref> [[Bill Waterton]], Gloster's Chief Test Pilot, would later describe the Javelin as being "as easy to fly as an [[Avro Anson|Anson]]",<ref>{{harvnb|Allward|1983|pp=12, 14}}</ref> although also expressing concern over its inadequate power controls. Disaster nearly struck during one test flight when aerodynamic flutter caused the elevators to detach in mid-flight; despite the lack of control surfaces, Bill Waterton was able to land the aircraft using tailplane trimming and engine thrust for pitch control. He was awarded the [[George Medal]] for his actions to retrieve flight data from the burning aircraft.<ref>{{cite magazine |archive-url=https://web.archive.org/web/20170826113331/https://www.flightglobal.com/pdfarchive/view/1952/1952%20-%202076.html |archive-date=26 August 2017 |url=http://www.flightglobal.com/pdfarchive/view/1952/1952%20-%202076.html |title=From All Quarters: George Medal for Bill Waterton |magazine=[[Flight International|Flight]] |date=1 August 1952 |volume=LXII |issue=2271 |page=116}}</ref>

The second prototype (WD808) received a modified wing in 1953. After initial testing by Waterton, it was passed to another Gloster test pilot, [[Peter Godfrey Lawrence|Peter Lawrence]]{{#tag:ref|Peter G. Lawrence MBE had been a test pilot at [[Blackburn Aviation]] and a racing pilot.|group=N}} for his opinion. On 11 June 1953, the aircraft crashed during testing. Lawrence had ejected from the aircraft, but too late (at about {{convert|400|ft|abbr=on}}), and was killed. The Javelin had experienced a "[[deep stall]]"; the wing acting like an airbrake had killed forward motion and at the same time degraded the airflow over the elevators, leaving them useless. Without elevator control, Lawrence was unable to regain control and the aircraft dropped from the sky.<ref>{{harvnb|Hamilton-Paterson|2010|p=140}}</ref><ref name ="pat 5"/> A stall warning device was later developed and implemented for the Javelin.<ref name ="pat 6">{{harvnb|Patridge|1967|p=6}}</ref>

The third prototype (''WT827''), and the first to be fitted with operational equipment including radar, first flew on 7 March 1953.<ref name ="pat 5">{{harvnb|Patridge|1967|p=5}}</ref> The fourth prototype (''WT830)'' was passed to the [[Aeroplane and Armament Experimental Establishment]] (A&AEE) for trials and the fifth prototype, ''WT836'', made its first flight in July 1954.<ref>{{harvnb|Allward|1983|p=19}}</ref> On 4 July 1954, a prototype Javelin accidentally achieved [[supersonic speed]] during a test flight, the pilot having been distracted by an oxygen supply failure.<ref>{{harvnb|Patridge|1967|pp=6–7}}</ref>

===Production and further development===
The official production order for the Javelin was issued in mid-1953; as the [[Gloster Meteor]] was still being actively produced by Gloster, considerable elements of the Javelin were subcontracted out to other aviation companies owned by the [[Hawker Siddeley Group]], such as [[Armstrong Whitworth]].<ref name="auto" /> While some delays were incurred, the Javelin's status as a "super priority" for production helped to minimize the time involved in producing each aircraft. On 22 July 1954, XA544, the first production aircraft, took flight at [[Hucclecote]]. Production was assisted by a large order placed by the [[United States Air Force]], purchasing aircraft for the RAF as part of the [[Mutual Defense Aid Program]] at a price of £36.8 million.<ref name="auto">{{harvnb|Patridge|1967|p=10}}</ref>

On 21 October 1954, a pilot attached to Gloster from RAE Farnborough was killed while flying Javelin ''XA546'' having entered what appeared to be an intentional spin.<ref name="auto" /> On 8 December 1955, a service test pilot S/L Dick<ref>{{cite web |url=http://www.207squadron.rafinfo.org.uk/ADDobit.htm |title=Obituary of Alan David Dick. |website=207 Squadron RAF Association |access-date=1 August 2021}}</ref> was testing ''XA561'' for the A&AEE when the aircraft entered a [[Flat spin (aviation)|flat spin]] at {{convert|40000|ft|m}} during manoeuvres testing the buffet boundary, which the anti-spin parachute could not stop, and he chose to eject at {{convert|8000|ft|m}}. Following this, a stall-warning device was developed for the Javelin.<ref>{{cite web |url=http://www.ejection-history.org.uk/PROJECT/Biographies/D/Dick_David/Dick_David.htm |title= Sqn. Ldr. A. David Dick |work= Ejection History |archive-url=https://web.archive.org/web/20160324013010/http://www.ejection-history.org.uk/PROJECT/Biographies/D/Dick_David/Dick_David.htm |archive-date=24 March 2016 |accessdate=23 October 2021}}</ref>

By the end of 1956, the Javelin was up to a '''FAW 7''' variant, which was the first to meet the specifications of the original Air Ministry requirement, and which was to become the definitive version of the aircraft (most of which were later altered to the '''FAW 9''' standard). The Javelin was evolving so quickly that deliveries of the '''FAW 8''' began before FAW 7 production had ended. As a result, the final 80 FAW 7 aircraft went straight from the factory into storage, eventually flying after being re-manufactured as FAW 9s. A total of 427 Javelins were produced in all variants, plus seven prototypes.<!--see infobox----> While there had been considerable interest from several [[NATO]] air forces, there were no export orders for the Javelin.<ref>{{harvnb|Allward|1983|p=26}}</ref>

==Design==
[[File:Gloster Javelin FAW9 64Sqn Duxford 1959.jpg|thumb|Two [[United States Marine Corps|U.S. Marine Corps]] officers disembarking from a Javelin FAW.7 at RAF Duxford, 1959]]
The Javelin was the RAF's first purpose-built all-weather interceptor aircraft.<ref name ="all 27">{{harvnb|Allward|1983|p=27}}</ref> Aerodynamic features of the type included its adoption of the new [[delta wing]] and a large tailplane. Fuel and armaments were housed in the delta wing, and the engines and crew in the fuselage.<ref name ="pat 3">{{harvnb|Patridge|1967|p= 3}}</ref> The delta wing and tailplane combination had been deemed necessary by Gloster for effective manoeuvrability at high speed and for the aircraft to be controllable at low landing speeds.<ref>{{harvnb|Patridge|1967|pp=3–4}}</ref> In one instance during testing, when both elevators had been torn off by elevator flutter, the Javelin remained controllable by using both the trimming capability of the large tailplane and thrust changes to control pitch.<ref>{{harvnb|Waterton|1956|p=204}}</ref><ref name ="pat 4">{{harvnb|Patridge|1967|p=4}}</ref> Changes from the prototypes included alterations to the rear fuselage and a central "pen nib" fairing extending beyond the engine nozzles, to eliminate buffeting of the rudder by the jet exhaust and increased sweepback of the wing's leading edge to improve high-speed handling.<ref>{{harvnb|Patridge|1967|pp=4–5}}</ref>

The Javelin was reportedly easy to fly even on one engine.<ref>{{harvnb|Allward|1983|pp=26–27}}.</ref> The flight controls were fully power-assisted and production aircraft adopted a hydraulic 'feel' system for the pilot.<ref>{{harvnb|Patridge|1967|pp=8–9}}</ref> The Javelin featured an infinitely variable airbrake; the airbrake proved to be extremely responsive and effective, allowing pilots to conduct rapid descents and heavy braking manoeuvres, enabling equally rapid landings to be performed.<ref>{{harvnb|Allward|1983|pp=27–28}}</ref> The turnaround time between sorties was significantly shorter than with the preceding Gloster Meteor, due to improved ground accessibility and engine ignition sequence.<ref>{{harvnb|Allward|1983|pp=28–29}}</ref> Unlike the Meteor, the Javelin was fitted with ejector seats, at the introduction to service of the type.<ref name ="all 31">{{harvnb|Allward|1983|p=31}}</ref> No other operational fighter of the West even to the present day had a bigger wing, in terms of area, than the Javelin, and in the USSR, only the [[Tu-128]] had a larger (about 10m2) wing.

In spite of the aircraft's unorthodox aerodynamic features, the Javelin had a fairly conventional structure and materials, being mainly composed of an aluminium alloy, with some use of steel edging.<ref name ="pat 7">{{harvnb|Patridge| 1967|p=7}}</ref><ref name ="all 34">{{harvnb|Allward|1983|p=34}}</ref> The fuselage was composed of four sections, the nose (containing the radar radome), the front fuselage, centre fuselage and rear fuselage; the nose and rear fuselage were removable for servicing and easy replacement. The engines were on either side of the centre fuselage, the internal space in the centre containing the service bay that housed much of the aircraft's electrical, hydraulic, and avionics subsystems.<ref name ="pat 7"/> The engine air intakes were placed on the forward fuselage, running directly from beneath the cockpit rearwards into the delta wing.<ref name ="pat 7"/> Electricity was provided by a pair of 6,000 watt, 24-volt generators driven by the auxiliary gearbox; inverters provided AC power for equipment such as some flight instruments and the radar.<ref name ="pat 9">{{harvnb|Patridge|1967|p=9}}</ref>

== Variants ==
A total of 435 aircraft were built by Gloster (302 built) and [[Armstrong-Whitworth]] (133 built); both companies at that time were part of the [[Hawker Siddeley]] group. Several were converted to different marks (sometimes repeatedly).
;Gloster GA.5
:Five prototypes GA.5s were built by Gloster, the first order for four aircraft  to Specification F.4/48 was placed by the Air Ministry on 17 Jun 1949. Subsequently two aircraft were cancelled but additional prototype aircraft were ordered in 1951:
* WD804 - Unarmed first prototype with Sapphire Sa.3 engines first flown from Moreton Valance on 26 November 1951.
* WD808 - Unarmed second prototype first flew on 21 August 1952.
* WT827 - First flew 7 March 1953 it was the first armed aircraft and the first fitted with a radar.
* WT830 - First aircraft with powered controls, first flew 14 January 1954. Used for aerodynamic and stress trials.
* WT836 - Production standard aircraft with improved canopy. first flew 20 July 1954
;FAW 1
: Initial version with [[Armstrong Siddeley Sapphire]] Sa.6 engines with 8,000 lbf (35.6 kN thrust) each, British [[Airborne Interception radar#AI.17|AI.17]] [[radar]], four 30 mm [[ADEN cannon]] in wings, and electrically operated tail plane;.<ref name ="pat 11"/>  The designation FAW 1, sometimes written FAW.1<ref name="bcar"/> or F(AW) Mk 1,<ref>{{harvnb|Allward|1983|p=111}}</ref> stood for "Fighter, All-Weather Mark 1".<ref name="bcar">{{cite web | url=http://www.bcar.org.uk/gloster-javelin | work=Bomber County|title=Gloster Javelin|access-date=2015-09-26}}</ref> First flown on 25 July 1954, forty aircraft were built at Hucclecote, mainly used for trials and the first aircraft to be delivered to 46 Squadron at RAF Odiham.
;FAW 2
: Replaced the AI.17 radar with [[United States|U.S.]]-made [[Westinghouse Electric Corporation|Westinghouse]] [[AN/APQ-43]] [[radar]] (known as the AI.22 in RAF service), hydraulically operated tail; 30 produced.<ref name ="pat 11">Patridge 1967, p. 11.</ref><ref name="James p327">{{harvnb|James|1971| p=327}}</ref>
;T 3
: Dual-control [[Trainer (aircraft)|trainer]] version with no radar, bulged [[Aircraft canopy|canopy]] for improved instructor visibility. All-moving [[tailplane]], lengthened [[fuselage]] to compensate for altered [[Center of gravity (aircraft)|centre of gravity]], adding additional internal fuel. Retained four cannon; 22 production aircraft and one prototype.<ref name="Wixley2 p420">{{harvnb|Wixley ''Aircraft Illustrated'' September 1984|p=420}}</ref>
;FAW 4
: Similar to FAW 1, with the addition of [[vortex generator]]s on wings for improved [[Stall (flight)|stall]] characteristics, as well as an all-moving tailplane. Fitted with the original AI.17 radar of the FAW.1. 50 produced.<ref name="James p316">{{harvnb|James|1971|p=316}}</ref><ref name="James p331-2">{{harvnb|James|1971|pp=331–332}}</ref>
;FAW 5
: Based on FAW 4, with revised wing structure incorporating additional fuel tanks, [[Hardpoint|provision for missile pylons]] (never fitted); 64 produced.<ref name ="pat 11"/>
;FAW 6
: Combined FAW 2's American radar with the revised wing of the FAW.5. 33 produced. Snub nosed with AI.22 radar installed.<ref name ="pat 11"/>
;FAW 7
: Introduced new Sa.7 engines with 11,000 lbf (48.9 kN) thrust each, powered [[rudder]], extended rear fuselage. Armed with two 30 mm ADEN plus four [[de Havilland Firestreak|Firestreak]] [[air-to-air missile]]s. FAW 7s equipping two squadrons were armed with four ADEN cannon only; 142 produced. AI.17 radar installed.
;FAW 8
: Upgraded Sa.7R engines with [[afterburner (engine)|reheat]], raising thrust to 12,300 lbf (54.7 kN) thrust above 20,000 ft (6,100 m); at lower altitudes, the limitation of the [[fuel pump]] caused a loss of cold [[thrust]].<ref>[http://www.thunder-and-lightnings.co.uk/javelin/history.html "Gloster Javelin – History."] ''thunder-and-lightnings.co.'' Retrieved: 14 March 2011.</ref> New "drooped" [[Airfoil|wing leading edge]] and [[Yaw damper|auto-stabiliser]] for better handling. Snub nosed with AI.22 radar installed.
;FAW 9
: A total of 118 FAW 7s refitted with the revised wing and engines with [[afterburner (engine)|reheat]], of the Mk 8., 44 of these were fitted with refuelling probes as FAW 9F/R. AI.17 radar installed.
;FAW 9R
:R standing for "Range". A total of 40 of the 44 FAW 9F/R were refitted to carry underwing fuel tanks.

==Unproduced variants==
{{main|Gloster thin-wing Javelin}}
Several variants were proposed and investigated but not produced, including [[aerial reconnaissance]] versions, a [[fighter bomber]] version with underwing panniers for bombs, and a [[supersonic]] variant with [[Area rule|area-ruled]] fuselage, thinner wings, and a new [[Empennage|tail]]. The "thin-wing Javelin" would have been capable of about Mach 1.6, with a higher [[Flight ceiling|ceiling]] than contemporary US designs. Initial work started with fitting a thinner-section wing to a Javelin fuselage but as the project developed the changes became so great that it would effectively have been a different aircraft albeit having an outward resemblance to the Javelin. The [[Gloster P.370]] to F.153D for "Thin Wing Gloster All Weather Fighter, an update of the initial F.118 specification was ordered in 1954; a prototype ''XG336'' <!-- yes, this does clash with a Lightning serial --> along with two pre-production aircraft.<ref>{{harvnb|Buttler|2017|pp=94, 98-100}}</ref> The final incarnation of the thin-wing Gloster (P.376) just before cancellation was a large aircraft carrying two [[Red Dean]] all-aspect missiles as a possible contender for [[Operational Requirement F.155]]. Both the aircraft, then under construction, and the missile were cancelled in 1957.

==Operators==
[[File:Gloster Javelin FAW9 64Sqn 1959.jpg|thumb|Six Gloster Javelin FAW.7 of No. 64 Squadron, 1959]]
[[File:Gloster Javelin FAW9 (5781742508).jpg|thumb|Preserved Javelin at the [[Imperial War Museum]], [[Duxford]], 2011]]
;{{UK}}
* [[Royal Air Force]]
** Fighter Command
*** [[No. 23 Squadron RAF]] : April 1957 to September 1964, initially based at [[RAF Horsham St Faith]] and then at [[RAF Coltishall]], moving to [[RAF Leuchars]] in March 1963. It was equipped with the FAW.4 until April 1959, when it began to receive FAW.7s, which were in turn replaced by FAW.9s from April 1960. It re-equipped with the [[English Electric Lightning]] in September 1964.<ref name="IAPR14p172"/>
*** [[No. 25 Squadron RAF]] : March 1959 to November 1962, based at [[RAF Waterbeach]] until October 1961 when it moved to RAF Leuchars. It operated FAW.7s until December 1959 when it received FAW.9s.<ref name="IAPR14p172"/>
*** [[No. 29 Squadron RAF]] : November 1957 to February 1963 when it transferred to the Near East Air Force.<ref name="IAPR14p172"/> It was based at [[RAF Acklington]] until July 1958 when it moved to RAF Leuchars,<ref>{{harvnb|Halley|1971|p=50}}</ref> moving to Cyprus in February 1963. It operated FAW.6s until April 1961, when it received FAW.9s.<ref name="IAPR14p172"/>
*** [[No. 33 Squadron RAF]] (1958–1962 disbanded)
*** [[No. 41 Squadron RAF]] (1958–1963 disbanded)
*** [[No. 46 Squadron RAF]] (1956–1961 disbanded)
*** [[No. 64 Squadron RAF]] (1958–1965 transfer to Far East Air Force)
*** [[No. 72 Squadron RAF]] (1959–1961 disbanded)
*** [[No. 85 Squadron RAF]] (1958–1963 disbanded)
*** [[No. 89 Squadron RAF]] (1958 re-numbered 85 Squadron)
*** [[No. 141 Squadron RAF]] (1957–1958 re-numbered 41 Squadron)
*** [[No. 151 Squadron RAF]] (1957–1961 disbanded)
** [[RAF Germany]]
*** [[No. 3 Squadron RAF]] : January 1959 to December 1961, based at [[RAF Geilenkirchen]] and equipped with FAW.4s - re-equipped with the [[English Electric Canberra]].<ref name="IAPR14p172">{{harvnb|Buttler|2004|p=172}}</ref>
*** [[No. 5 Squadron RAF]] : January 1960 to October 1965, based at [[RAF Laarbruch]] until December 1962, and then at RAF Geilenkirchen. Equipped with FAW.4s until November 1962 and then FAW.9s. It returned to Fighter Command in the UK in October 1965 when it re-equipped with the Lightning.<ref name="IAPR14p172"/>
*** [[No. 11 Squadron RAF]] : October 1960 to January 1966, based at RAF Geilenkirchen. Equipped with FAW.4s, initially, it was re-equipped with FAW.5s from March 1962 and FAW.9s from December 1962.<ref name="IAPR14p172"/>
*** [[No. 87 Squadron RAF]] (1957–1961 disbanded)
*** [[No. 96 Squadron RAF]]
** [[Near East Air Force]]
*** [[No. 29 Squadron RAF]] : February 1963 to May 1967, equipped with FAW.9s. It was based at [[RAF Nicosia]], Cyprus until March 1964 when it moved to [[RAF Akrotiri]]. The squadron returned to Fighter Command and re-equipped with the Lightning in May 1967.<ref name="IAPR14p172"/>
** [[Far East Air Force (Royal Air Force)|Far East Air Force]]
*** [[No. 60 Squadron RAF]] (1961–1968 disbanded)
*** [[No. 64 Squadron RAF]] (1965–1967 disbanded)
** No. 1 Guided Weapons Development Squadron [[RAF Valley]] (Firestreak Trials)
** [[No. 226 Operational Conversion Unit RAF]]
** [[No. 228 Operational Conversion Unit RAF]]

==Aircraft on display==
[[File:Gloster Javelin Flixton Aviation Museum geograph.org.uk 1430596 42634de5-by-Ashley-Dace.jpg|thumb|''XH892'' at the [[Norfolk and Suffolk Aviation Museum]] [[RAF Bungay|Flixton]]]]

===Italy===
* Javelin FAW9 ''XH768'' as ''XH707'' at the Parco Tematico & Museo dell'Aviazione " G. Casolari", [[Rimini]].

===South Africa===
* Javelin FAW1 ''XA553'' gate guard at [[Thunder City]], [[Cape Town]] (former gate guardian at [[RAF Stanmore Park]])
*Removed and scrapped 28 April 2024.

===United Kingdom===
* Javelin FAW1 ''XA564'' at the National Cold War exhibition at the [[Royal Air Force Museum]], [[Cosford, Shropshire|Cosford]], England.<ref>{{harvnb|Ellis|2008|p=177}}</ref>
* Javelin FAW4 ''XA634'' at Gloucestershire [[Jet Age Museum]], England in [[No. 228 Operational Conversion Unit RAF]] markings coded ''L''. (Former [[gate guardian]] at [[RAF Leeming]]).<ref>{{cite web |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/355934/Sale-of-Gloster-Javelin-_FAW-4-_aircraft.pdf |title=DSA/MST2/2014/07176 : Sale of Qty 1 Gloster Javelin FAW 4 Aircraft (Tail Number XA634 – Without Engines) Located at RAF Leeming |date=15 September 2016 |access-date=1 August 2021}}</ref><ref>{{cite news|url=https://www.bbc.com/news/uk-england-gloucestershire-30622904|title=BBC News – Gloucestershire Jet Age Museum buys Gloster Javelin|work=[[BBC Online]]|date=29 December 2014 |access-date=4 January 2015}}</ref>
* Javelin FAW5 ''XA699'' in [[No. 5 Squadron RAF]] markings at the [[Midland Air Museum]], [[Coventry]], England.<ref>{{harvnb|Ellis|2008|p=219}}</ref>
* Javelin FAW9 ''XH767'' in [[No. 23 Squadron RAF]] markings at the [[Yorkshire Air Museum]], [[Elvington, City of York|Elvington]], England.<ref>{{harvnb|Ellis|2008|p=267}}</ref>
* Javelin FAW9R ''XH892'' at the [[Norfolk and Suffolk Aviation Museum]] [[RAF Bungay|Flixton]], Suffolk, England.<ref>{{harvnb|Ellis|2008|p=200}}</ref>
* Javelin FAW9 ''XH897'' at the [[Imperial War Museum Duxford]], England.<ref>{{harvnb|Ellis|2008|p=20}}</ref> This Javelin was the last of its type to fly, being flown to Duxford on 24 January 1975 for preservation.<ref>{{Cite web |title=Thunder & Lightnings - Gloster Javelin - Survivor XH897 |url=https://www.thunder-and-lightnings.co.uk/javelin/survivor.php?id=682 |access-date=2025-09-18 |website=www.thunder-and-lightnings.co.uk}}</ref>
* Javelin FAW9 ''XH903'' in [[No. 33 Squadron RAF]] markings coded ''G'' at the [[Jet Age Museum]], [[Gloucestershire Airport]], England on loan from the RAF Museum.<ref>{{harvnb|Ellis|2008|p=60}}</ref>
* Javelin FAW8 ''XH992'' in [[No. 85 Squadron RAF]] markings coded ''P'' at the [[Newark Air Museum]], Newark, England.<ref>{{harvnb|Ellis|2008|p=171}}</ref>

==Specifications (Gloster Javelin FAW Mk 9)==
[[File:Gloster Javelin 3-view line drawing.svg|thumb|Gloster Javelin 3-view drawings]]
{{External media|topic= |width=20% |float=right |video1=[https://www.youtube.com/watch?v=2l09cAjGZOs Documentary on RAF operations with the Gloster Javelin] |video3=}}
{{Aircraft specs
|ref=Gloster Javelin : Profile Number 179<ref name ="pat 8">{{harvnb|Patridge|1967|p=8}}</ref>
|prime units?=imp
<!--
        General characteristics
-->
|crew=2
|length ft=56
|length in=9
|length note=
|span ft=52
|span in=
|span note=
|height ft=16
|height in=
|height note=
|wing area sqft=927
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil='''root:''' RAE 101 (10%); '''tip:''' RAE 101 (8.9%)<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight lb=24000
|empty weight note=
|gross weight lb=31580
|gross weight note=
|max takeoff weight lb=43165
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name=[[Armstrong Siddeley Sapphire 7R]]
|eng1 type=[[afterburning turbojet]] engines
|eng1 lbf=11000
|eng1 note=
|power original=
|thrust original=
|eng1 lbf-ab=12300

<!--
        Performance
-->
|max speed mph=710
|max speed note=at {{cvt|40000|ft}}
|max speed mach=0.93
|cruise speed mph=
|cruise speed note=
|stall speed mph=
|stall speed note=
|never exceed speed mph=
|never exceed speed note=
|minimum control speed mph=
|minimum control speed note=
|range miles=954
|range note=
|combat range miles=
|combat range note=
|ferry range miles=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling ft=52800
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|glide ratio=<!-- sailplanes -->
|climb rate ftmin=5400
|climb rate note=
|time to altitude=
|wing loading lb/sqft=34
|wing loading note=
|fuel consumption lb/mi=
|thrust/weight=0.79

|more performance=
<!--
        Armament
-->
|guns=4 × 30 mm [[ADEN cannon]]
|missiles=Up to four [[de Havilland Firestreak]] [[air-to-air missile]]s

|avionics=
* [[Westinghouse Electric Corporation|Westinghouse]] AN/APQ-43 [[radar]]
}}

==See also==
{{Portal|UK|Aviation}}
{{Aircontent
|similar aircraft=
* [[Avro Canada CF-103]]
* [[de Havilland Sea Vixen]]
* [[Sud Aviation Vautour]] IIN
|lists=
* [[List of aircraft of the Royal Air Force]]
* [[List of fighter aircraft]]
}}

==References==

===Notes===
{{Reflist|group=N}}

===Citations===
{{Reflist}}

===Bibliography===
* {{cite book |last=Allward |first=Maurice |title=Postwar Military Aircraft: Gloster Javelin |year=1983 |publisher= Ian Allan |isbn=0711013233}}
* {{cite magazine |last=Buttler |first=Tony |title=Type Analysis: Gloster Javelin 'Flying Flat Iron' |magazine=International Air Power Review |year=2004 |volume=14 |pages=156–173 |publisher=AirTime Publishing |location=Norwalk, Connecticut |issn=1473-9917 |isbn=1-880588-85-4}}
* {{cite book | last = Buttler | first = Tony | series= British Secret Projects 1 |title= Jet Fighters since 1950 |edition=2nd | location= Manchester | publisher = Crecy Publishing | date = 2017  | isbn = 978-1-910-80905-1}}
* {{cite book|last=Conboy|first=Ken|title='Kopassus' – Inside Indonesia's Special Forces|year=2003|publisher=Equinox Publishing|location=Jakarta|isbn=979-95898-8-6}}
* {{cite book |last=Ellis |first=Ken |title=Wrecks & Relics |year=2008 |edition=21st |location=Manchester |publisher=Crecy Publishing| isbn=978-0-85979-134-2}}
* {{cite book |last=Gough |first=Jack |title=Watching the skies: a history of ground radar for the air defence of the United Kingdom by the Royal Air Force from 1946 to 1975 |publisher=HMSO |isbn=978-0-11-772723-6 |date=1993 |url=https://books.google.com/books?id=VHcfAQAAIAAJ}}
* {{cite book |last=Hamilton-Paterson |first=James |title=Empire of the Clouds: When Britain's Aircraft Ruled the World |year=2010 |location=London |publisher=Faber & Faber |isbn=978-0-571-24794-3}}
* {{cite book |last= Halley |first=James J. |title=Famous Fighter Squadrons of the RAF: Volume 1 |year=1971 |location=Windsor, Berkshire, UK |publisher=Hylton Lacey Publishers Ltd. |isbn=0-85064-100-4}}
* {{cite book |last=James |first=Derek N. |title=Gloster Aircraft since 1917 |year=1971 |location=London |publisher=Putnam |isbn=0-370-00084-6}}
* {{cite book |last=Patridge |first=J.  |title=The Gloster Javelin 1–6: Number 179. |year=1967 |publisher=Profile Publications}}
* {{cite book |last=Winchester |first=Jim |chapter=Gloster Javelin |title=Military Aircraft of the Cold War (The Aviation Factfile) |year=2006 |location=Rochester, Kent, UK |publisher=The Grange plc. |isbn=1-84013-929-3}}
* {{cite book |last=Waterton |first=W. A. |title=The Quick and the Dead |year=1956  |publisher= Frederick Muller Ltd.}}
* {{cite magazine |last=Wixley |first=Kenneth E. |title=Gloster Javelin: a production history, Part 1 |magazine=[[Aircraft Illustrated]] |date=August 1984 |volume=17 |issue= 8 |pages=370–372 |issn=0002-2675 |ref={{harvid|Wixley ''Aircraft Illustrated'' August 1984}}}}
* {{cite magazine |last=Wixley |first=Kenneth E. |title=Gloster Javelin: a production history, Part 2 |magazine=Aircraft Illustrated |date=September 1984 |volume=17 |issue=9 |pages=420–422 |issn=0002-2675 |ref={{harvid|Wixley ''Aircraft Illustrated'' September 1984}}}}

==External links==
{{Commons category}}
* [https://web.archive.org/web/20110722123111/http://www.ejection-history.org.uk/Aircraft_by_Type/Gloster_Javelin.htm Ejection history of Gloster Javelin]
* [https://web.archive.org/web/20100920154739/http://www.stonehousehistorygroup.org.uk/page8.html Gloster Javelin MK4 XA632 in flight over Stonehouse Gloucestershire, early 1950s]
* [http://www.thunder-and-lightnings.co.uk/javelin/ Thunder and Lightnings]

{{Gloster aircraft}}
{{British military aircraft since World War II}}
{{Authority control}}

[[Category:1950s British fighter aircraft]]
[[Category:Gloster aircraft|Javelin]]
[[Category:Twinjets]]
[[Category:Delta-wing aircraft]]
[[Category:T-tail aircraft]]
[[Category:Aircraft first flown in 1951]]
[[Category:Mid-wing aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]