Instead of the variable incidence wing, Grumman managed to convince USN authorities that a variable-geometry wing would solve ongoing handling issues at low- and high-speeds and this was then installed on the finalized prototype. The product achieved its first flight in prototype on May 19th, 1952. Sufficiently impressed, the USN followed an order for 112 machines under the model designation of "F10F".
Despite the push forward, the Jaguar ended its service life as only a single prototype (the second prototype lay incomplete before the end). There proved too many issues (performance, technically and mechanically related) for the Jaguar to overcome - performance from the temperamental XJ40-WE-8 engine led to an underpowered aircraft as thrust output reached only 6,800 lb during tests. The variable-geometry wing worked as planned but proved a bit too impractical for frontline carrier-based fighter use. As a result, the Model 83 / XF10F project was ended where it stood (and the production order subsequently cancelled) during April 1953. Despite this, the exposure for Grumman engineers was priceless despite the overall "failure" of the product in question - the "swing-wing" capability was used to perfection in the Grumman F-14 "Tomcat" fleet defense fighter of the 1970s.
Grumman performance estimates for their Model 83 included a maximum speed of 686 miles per hour, a service ceiling of at least 30,000 feet and a rate-of-climb nearing 10,100 feet-per-minute. Combat radius was listed at 440 miles. The XF10F-1 prototype exhibited a maximum speed of 710 miles per hour and a range out to 1,670 miles. Both airframes were ultimately expended or scrapped.
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