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Additional
Information from Internet Encyclopedia
The Dassault Mirage III is a family of
single-seat, single-engine, fighter aircraft produced by Dassault Aviation for
the French Air Force and widely exported. Prominent operators included
Australia, Argentina, South Africa and Israel, as well as a number of
nonaligned nations. Though an older design, the second generation fighter is still
a fairly maneuverable aircraft and an effective opponent in close range
dogfighting. In French service it was armed with air-to-ground ordnance or
R.550 Magic air-to-air missiles.
The versatility of
the design enabled production of trainer, reconnaissance and ground-attack
versions as well as the Dassault Mirage 5, Dassault Mirage IIIV and Atlas
Cheetah variants. A Mirage III was the first Western European combat aircraft
to exceed Mach 2 in horizontal flight.
Mirage III
family grew out of French government studies began in 1952 that led in early
1953 to a specification for a lightweight, all-weather interceptor capable of
climbing to 18,000 meters (59,100 ft) in six minutes and able to reach
Mach 1.3 in level flight. Dassault's response to the specification was the
Mystère-Delta 550, a diminutive and sleek jet that was to be powered by twin
Armstrong Siddeley MD30R Viper afterburning turbojets, each with thrust of
9.61 kN (2,160 lbf). A SEPR liquid-fuel rocket motor was
to provide additional burst thrust of 14.7 kN (3,300 lbf).
The aircraft had a tailless delta configuration, with a 5% chord (ratio of
airfoil thickness to length) and 60° sweep.
The new fighter
design was named the Mirage III.
It incorporated the new area ruling concept, where changes to the cross section
of an aircraft were made as gradual as possible, resulting in the famous
"wasp waist" configuration of many supersonic fighters. Like the
Mirage I, the Mirage III had provision for a SEPR rocket engine.
The prototype
Mirage III flew on 17 November 1956, and attained a speed of Mach 1.52 on its
10th flight. The prototype was then fitted with manually operated intake
half-cone shock diffusers, known as souris
("mice"), which were moved forward as speed increased to reduce inlet
turbulence. The Mirage III attained a speed of Mach 1.8 in September 1957.
The success of the
Mirage III prototype resulted in an order for 10 pre-production Mirage IIIA
fighters. These were almost two meters longer than the Mirage III prototype,
had a wing with 17.3% more area, a chord reduced to 4.5%, and an Atar 09B
turbojet with afterburning thrust of 58.9 kN (13,230 lbf).
The SEPR rocket engine was retained, and the aircraft were fitted with
Thomson-CSF Cyrano Ibis air intercept radar, operational avionics, and a drag
chute to shorten landing roll.
The first Mirage
IIIA flew in May 1958, and eventually was clocked at Mach 2.2, making it the
first European aircraft to exceed Mach 2 in level flight. The tenth IIIA was
rolled out in December 1959. One was fitted with a Rolls-Royce Avon 67 engine
with thrust of 71.1 kN (16,000 lbf) as a test model for
Australian evaluation, with the name "Mirage IIIO". This variant flew
in February 1961, but the Avon powerplant was not adopted.
The Mirage IIIC
was armed with twin 30 mm DEFA revolver-type cannon, fitted in the belly
with the gun ports under the air intakes. Early Mirage IIIC production had
three stores pylons, one under the fuselage and one under each wing, but
another outboard pylon was quickly added to each wing, for a total of five. It
was also possible to carry bombs on a sleek supersonic tank that also had bomb
carrying capacity. The outboard pylon was intended to carry an AIM-9B
Sidewinder air-to-air missile, later replaced by the Matra R550 Magic and also
was armed with the radar guided R530 Missile on the center line pylon.
Although provision
for the rocket engine was retained, by this time the day of the high-altitude
bomber seemed to be over, and the SEPR rocket engine was rarely or never fitted
in practice. In the first place, it required removal of the aircraft's cannon,
and in the second, apparently it had a reputation for setting the aircraft on
fire. The space for the rocket engine was used for additional fuel, and the
rocket nozzle was replaced by a ventral fin at first, and an airfield arresting
assembly later.
A total of 95
Mirage IIICs were obtained by the French Air Force (Armée de l'Air, AdA), with initial operational deliveries in
July 1961. The Mirage IIIC remained in service with the AdA until 1988.
The Armée de l'Air also ordered a
two-seat Mirage IIIB operational
trainer, which first flew in October 1959. The fuselage was stretched about a
meter (3 ft 3.5 in) and both cannons were removed to accommodate the
second seat. The IIIB had no radar, and provision for the SEPR rocket was
deleted, although it could carry external stores. The AdA ordered 63 Mirage
IIIBs (including the prototype), including five Mirage IIIB-1 trials aircraft, ten Mirage IIIB-2(RV) inflight refueling trainers with dummy nose
probes, used for training Mirage IVA bomber pilots, and 20 Mirage IIIBEs, with the engine and
some other features of the multi-role Mirage IIIE. One Mirage IIIB was fitted
with a fly-by-wire flight control system in the mid-1970s and redesignated
'Mirage IIIB-SV (Stabilité
Variable).
The Mirage IIIE
differed from the IIIC interceptor most obviously in having a 30 cm
(11.8 in) forward fuselage extension to increase the size of the avionics
bay behind the cockpit. The stretch also helped increase fuel capacity, as the
Mirage IIIC had marginal range and improvements were needed. The stretch was
small and hard to notice, but the clue is that the bottom edge of the canopy on
a Mirage IIIE ends directly above the top lip of the air intake, while on the
IIIC it ends visibly back of the lip.
Many Mirage IIIE
variants were also fitted with a Marconi continuous-wave Doppler navigation
radar radome on the bottom of the fuselage, under the cockpit. However, while
no IIICs had this feature, it was not universal on all variants of the IIIE. A
similar inconsistent variation in Mirage fighter versions was the presence or
absence of an HF antenna that was fitted as a forward extension to the vertical
tailplane. On some Mirages, the leading edge of the tailplane was a straight
line, while on those with the HF antenna the leading edge had a sloping
extension forward. The extension appears to have been generally standard on
production Mirage IIIAs and Mirage IIICs, but only appeared in some of the
export versions of the Mirage IIIE.
The IIIE featured
Thomson-CSF Cyrano II dual mode air / ground radar; a radar warning receiver
(RWR) system with the antennas mounted in the vertical tailplane; and an Atar
09C engine, with a petal-style variable exhaust.
The first
production Mirage IIIE was delivered to the AdA in January 1964, and a total of
192 were eventually delivered to that service.
Total production
of the Mirage IIIE, including exports, was substantially larger than that of
the Mirage IIIC, including exports, totaling 523 aircraft. In the mid-1960s one
Mirage IIIE was fitted with the improved SNECMA Atar 09K-6 turbojet for trials,
and given the confusing designation of Mirage
IIIC2.
A number of
reconnaissance variants were built under the general designation of Mirage IIIR. These aircraft had a
Mirage IIIE airframe; Mirage IIIC avionics; a camera nose and unsurprisingly no
radar; and retained the twin DEFA cannon and external stores capability. The
camera nose accommodated up to five OMERA cameras.
The AdA obtained
50 production Mirage IIIRs, not including two prototypes. The Mirage IIIR
preceded the Mirage IIIE in operational introduction. The AdA also obtained 20
improved Mirage IIIRD
reconnaissance variants, essentially a Mirage IIIR with an extra panoramic
camera in the most forward nose position, and the Doppler radar and other
avionics from the Mirage IIIE.
The largest export
customers for Mirage IIICs built in France were Israel as the Mirage IIICJ and South Africa as the Mirage IIICZ. Some export customers
obtained the Mirage IIIB, with designations only changed to provide a country
code. Such as the Mirage IIIDA
for Argentina, Mirage IIIDBR
and Mirage IIIDBR-2 for Brazil.
Mirage IIIBJ for Israel, Mirage IIIDL for Lebanon, Mirage IIIDP for Pakistan, Mirage IIIBZ and Mirage IIIDZ and Mirage IIID2Z for South Africa, Mirage IIIDE for Spain and Mirage IIIDV for Venezuela.
After the
outstanding Israeli success with the Mirage IIIC, scoring kills against Syrian
Mikoyan-Gurevich MiG-17s and MiG-21 aircraft and then achieving a formidable
victory against Egypt, Jordan, and Syria in the Six-Day War of June 1967, the
Mirage III's reputation was greatly enhanced. The "combat-proven"
image and low cost made it a popular export success.
The aircraft
remained a formidable weapon in the hands of the Pakistan Air Force in No. 5
Squadron, which was fully operational by the 1971 War. Flying out from
Sargodha, along with a detachment in Mianwali, these were extensively used for
ground attacks. No Mirage was lost in the war. PAF defined their own work package
for major Depot level & Overhaul making them world's experts on the Mirage
classic. The Mirage fleet is currently being modified to accommodate Aerial
Refueling and to carry Hatf-VIII (Ra'ad) cruise missiles. In wake of delays
from JF-17 Thunder, Mirages continue to play a major part in the defense of
Pakistan airspace through Pakistani Engineers ingenuity and engineering skills.
A good number of
IIIEs were built for export as well, being purchased in small numbers by
Argentina as the Mirage IIIEA and
Mirage IIIEBR-2 Brazil as the Mirage IIIEBR, Lebanon as the Mirage IIIEL, Pakistan as the Mirage IIIEP, South Africa as the Mirage IIIEZ, Spain as the Mirage IIIEE, and Venezuela as the Mirage IIIEV, with a list of
subvariant designations, with minor variations in equipment fit. Dassault
believed the customer was always right, and was happy to accommodate changes in
equipment fit as customer needs and budget required. Pakistani Mirage 5PA3, for example, were fitted
with Thomson-CSF Agave radar with capability of guiding the Exocet anti-ship
missile.
Some customers
obtained the two-seat Mirage IIIBE under the general designation Mirage IIID, though the trainers were
generally similar to the Mirage IIIBE except for minor changes in equipment
fit. In some cases they were identical, since two surplus AdA Mirage IIIBEs
were sold to Brazil under the designation Mirage IIIBBR, and three were similarly sold to Egypt under the
designation Mirage 5SDD.
New-build exports of this type included aircraft sold to Abu Dhabi, Argentina,
Brazil, Chile, Colombia, Egypt, Gabon, Libya, Pakistan, Peru, Spain, Venezuela,
and Zaire.
Export versions of
the Mirage IIIR were built for Pakistan as the Mirage IIIRP and South Africa as the Mirage IIIRZ, and Mirage
IIIR2Z with an Atar 9K-50 jet engine. Export versions of the IIIR recce
aircraft were purchased by Abu Dhabi, Belgium, Colombia, Egypt, Libya,
Pakistan, and South Africa. Some export Mirage IIIRDs were fitted with British
Vinten cameras, not OMERA cameras. Most of the Belgian aircraft were built
locally.
Israel was forced
into updating its own Mirages when France imposed an arms embargo on the region
after the Six Day War. The result was Israel Aircraft Industries' IAI Nesher,
based on the Mirage 5. Nevertheless, Mirage IIIB upgrades up to and including a
full Kfir-type conversion are also available from IAI.
While an
experimental Rolls-Royce Avon-powered version did not enter production, the
Australian government decided that the Royal Australian Air Force (RAAF) would
receive the IIIE, albeit a variant assembled by the Government Aircraft Factory
(GAF) in Fishermans Bend, Melbourne from Australian-made components, under the
designation Mirage IIIO. The
major difference between the IIIE and the IIIO was the avionics installed. The
other major Australian aircraft manufacturer at the time, the Commonwealth
Aircraft Corporation (CAC), also in Melbourne, built the SNECMA Atar engine.
GAF produced three
variants: the Mirage IIIO(F),
which was an interceptor, the Mirage IIIO(A),
a surface attack aircraft and the twin seat Mirage IIIO(D), a fighter lead-in trainer. Dassault produced two
sample IIIO(F) aircraft, with the first flying in March 1963. GAF completed 48
IIIO(F), 50 IIIO(A) and 16 IIIO(D) aircraft.
All the surviving
Mirage IIIO(F) aircraft were converted to IIIO(A) standard between 1967 and
1979. The Mirage was finally withdrawn from RAAF service in 1988, and 50
surviving examples were sold to Pakistan in 1990. Several examples are
preserved in museums around Australia, and at least one is currently under
restoration to airworthy condition.
In 1961,
Switzerland bought a single Mirage IIIC from France. This Mirage IIIC was used
as development aircraft. The Swiss Mirages were built in Switzerland by F+W
Emmen (today RUAG, the federal government aircraft factory in Emmen), as the
Mirage IIIS. Australia too, bought one French-made aircraft in preparation for
licensed production. Cost overruns during the Swiss production led to the
so-called "Mirage affair".
In all, 36 Mirage
IIIS interceptors were built with strengthened wings, airframe, and
undercarriage. The Swiss Air Force required robustness comparable to that of
carrier based planes; the airframes were reinforced so the aircraft could be
moved by lifting them over other aircraft with a crane, as the aircraft caverns
in the mountains that Swiss Air Force uses as bunkers offer very little space
to maneuver parked aircraft. The strengthened frames allowed for JATO
capability.
The Swiss Mirages
are equipped with RWS, chaff & flare dispensers. Avionics differed as well,
with the most prominent difference being that the Thomson-CSF Cyrano II radar
was replaced by Hughes TARAN-18 system, giving the Mirage IIIS compatibility
with the Hughes AIM-4 Falcon AAM. Also the Mirage IIIS had the wiring to carry
a Swiss-built or French nuclear bomb. The Swiss nuclear bomb was stopped in the
pre-production stage and Switzerland did not purchase the French-made one. The
Mirage IIIS had an integral fuel tank under the aft belly; this fuel tank could
be removed and replaced with an adapter of the same shape. This adapter housed
a SEPR (Société Europeénne de PRopulsion) rocket engine with its 300l nitric
acid fuel tank. With the SEPR rocket, the Mirage IIIS easily reached altitudes
of 24,000 m, an additional thrust of 1500 kp, the SEPR could be
switched off and on minimum three times in a flight, a maximum use of 80
seconds was possible. In case of an emergency it was possible to jettison the
SEPR Unit in low speed flight. The rocket fuel was very hazardous and highly
toxic, so the SEPR rocket was not used very often, special buildings for maintenance
were built in Buochs and Payerne and the personnel had to wear special
protective suits. The Mirage IIIRS could also carry a photo-reconnaissance
centerline pod and an integral fuel tank under the aft belly; this carried a
smaller fuel load but allowed a back looking film camera to be added. In the
early 1990s, the 30 surviving Swiss Mirage IIIS interceptors were put through
an upgrade program, which included fitting them with fixed canards and updated
avionics. The Mirage IIIS were phased out of service in 1999. The remaining
Mirage IIIRS, BS and DS were taken out of service in 2003.