In the ’70’s, the MRD would be operated by a propulsion tech (J/T or above).

I recall the higher cost of the M being cited as a main issue, with sub-optimal handling of the M at lower carrier approach speeds also an issue. The M had slow throttle response and marginal power reserves (common to most/all Jaguars) sub-optimal handling issues around the boat and poor single engine characteristics around the boat (but obviously better than engine out characteristics of the Etendard IV or Super Entendard :D). Fixing these issues would have taken time and money, and Dassault came up with a lower risk and cheaper plan to warm over the Entendard IV into what became the Super Entendard. With a supposedly cheaper selection they could buy more airframes. I imagine the M could have been made to work off the carrier, but again it would have taken time and money, which the Air Force and Navy did not have in excess with several aircraft programs underway.

Perhaps jobs/work share would also be an unstated issue as well. A Dassault product would have a higher French made content (more jobs)

Perhaps Dassaults sales pitch was not unlike the Super Hornet, which was touted as lower risk upgrade which sounds great to the bean counters, but in reality is a significantly different aircraft.

‘The Adour engine has about the same throttle response as most engines during that time (idle to max -2% in 6 seconds).
The problem with the engines was the jump in thrust from max dry to min reheat (about 30%) which caused one development a/c to crash when carrying out assymetric landing trials. The solution was part throttle reheat (PTR) which was introduced to all marks of the type as far as I know,

Small intakes and flat bomb door.

Where?

Nice to see the bomb bay tank in the Bucc. I served in the MCF (mechanical Components Flight) at Honington. One of the sections I worked in was the tank bay. We had to refurbish a load of those tanks so they could ferry a flight to Nellis. We worked for quite a while, sweating and cursing them, they had all been in open storage for a number of years. We’d just got them all shiny and ready for action so they booked a couple of Victors instead..

Not sure if this tip will help or not, but when I run across nuts and bolts corroded to the point of not coming apart I thermally shock them a few times till they do. 99% of the time the stubborn bolts will surrender. I take a propane torch and heat the offending item till it will get no hotter then douse it with cold water till it is cooled down. You may have to repeat this 2-3 times, I have good luck with this method. If you have access to Oxy- Acetalyne or Map so much the better.

You do realise that aluminium alloys can withstand about 120 degrees celcius before molecular change occurs in the material. I hope you don’t do that to live a/c.

Hat’s off P&P. I admire those who are willing to try new techniques with a little help from lateral thinking.
I wish you success.