In 1964 Dassault received a contract to develop a successor to the Mirage III for the low-altitude penetration role, and an order followed for a single prototype of a tandem two-seat aircraft. The intended powerplant was a SNECMA (Pratt & Whitney) TF-306 turbofan. The new fighter featured a high-mounted swept wing with horizontal tail surfaces, and was assigned the designation Mirage F2. It was first flown on 12 June 1966 with a Pratt & Whitney TF30 turbofan rated at 8400kg with afterburning. After being re-engined with a TF-306 of 9000kg, it attained M=2.0 on its second flight, on 29 December 1966. Work had begun on a single-seat version, the Mirage F3 with a 10350kg TF-306E engine, but changes in Armee de l’Air requirements saw interest transferred to a simpler version of the basic Mirage F1. Development of which had been pursued in parallel by Dassault, and further development of the Mirage F2 was discontinued.
Engine: 1 x Pratt & Whitney TF30 turbofan, 9000kg Take-off weight: 18000 kg / 39683 lb Empty weight: 9500 kg / 20944 lb Wingspan: 10.5 m / 34 ft 5 in Length: 17.6 m / 57 ft 9 in Height: 5.8 m / 19 ft 0 in Max. speed: 2333 km/h / 1450 mph Ceiling: 20000 m / 65600 ft
The Mirage 2000 high-performance fighter delta wing used a design with relaxed stability, a variable-camber (produced by two-section leading-edge slats and trailing-edge elevons) and a “fly-by-wire” computerized control system in an airframe that makes extensive use of composite materials. Developed initially as a single-seat interceptor and air superiority aircraft designated 2000C, the first of four prototypes was flown on 10 March 1978. A company-funded fifth prototype, in tandem two-seat trainer 2000B form, flew on 11 October 1980. The Mirage 2000 was chosen on 18 December 1975 to become the next primary combat aircraft of the Armee de l’Air, to replace the Mirage III is the interceptor role.
The first production Mirage 2000C flew on 20 November 1982 with a SNECMA M53-5 rated at 5547kg dry and 8790kg with afterburning, this being replaced from the 38th Armee de l’Air Mirage 2000C by the M53-P2 turbofan producing 6557kg dry and 9687kg with afterburning. Armament consisted of two 30mm cannon with a typical intercept weapons mix comprising two Matra 530D or 530F AAMs inboard and two Matra 550 Magic missiles outboard under the wings. For an attack mission, up to 6300kg of ordnance could be distributed between nine external stations. Deliveries of the initial 37 Mirage 2000C to the first of four Escadres de Chasse began in the summer 1983, this attaining operational capability on 2 July 1984.
The dedicated air-defense Mirage 2000C with an advanced electronic countermeasures system, a “look-down/shoot-down” radar, and a mix of air-to-air missiles with infra-red or semi-active radar guidance, with an active radar-guided type to follow, can also be used in the attack role. The 2000C was also produced in a number of differently suffixed sub-variants for export. Mirage 2000C aircraft have flown CAP missions during the Gulf War alongside other coalition fighters. The Mirage 2000 also saw action over Bosnia and Kosova in support of NATO. In 1987, the Dassault company offered a private venture two-phase Mirage 2000 update programme. The first phase, the Mirage 2000-3 with Rafale-type cockpit multifunction displays, flew on 10 March 1988, and the addition of a new central processing unit, an updated head-up display and Thomson- CSF RDY multi-mode radar resulted in the second phase Mirage 2000-5, flown on 24 October 1990.
In 1990 a major upgrade of the 37 Mirage 2000C design resulted in the multi-role Mirage 2000-5F which was first flown on 24 October 1990 and was also ordered by Taiwan. The 2000-5 is a multi-role variant capable of using the Super 530D or Sky Flash air-to-air missiles.
In 1979 Dassault was contracted to build two prototypes designated Mirage 2000P, later Mirage 2000N. The 2000P was being developed for the low-altitude tactical nuclear strike mission to replace the fleet of nuclear-armed Mirage IVPs. The Mirage 2000N made its first flight on 3 February 1983. Based on the Mirage 2000B two-seat trainer variant, the 2000P has a revised avionics suite and strengthened fuselage for the low-altitude role and the Antilope 5 nose radar optimised for terrain following, ground mapping and navigation and has additional air-to-air and air-to-sea modes. The rear seat is occupied by a WSO which has twin inertial platform navigation systems, a radar altimeter, ECM, a vertical camera, and an additional moving map. The aircraft configured with only the ASMP missile and 2 Magic AAMs is designated 2000N-K1, while the K2 configuration can also carry alternative loads.
Lessening tensions in Europe in the late 1980s reduced the need for nuclear capable aircraft and the orders for the Mirage 2000N were reduced to 75 aircraft. Delays with the Rafale program resulted in a need for additional aircraft with a capability for conventional weapons. This resulted in the Mirage 2000D originally known as Mirage 2000N’ (or N Prime). Developed from the 2000N-K2 is the Mirage 2000D, equipped with GPS it is developed for the use of laser guided weapons, but is not capable of carrying the ASMP missile. The 2000D-R1N1L is equipped with laser guided weapons and Magic AAMs only, while the R1 configuration can be equipped with the full range of conventional weapons. The R2 configuration is upgraded with a fully integrated self-defence suite and is compatible with the Apache stand-off weapons dispenser.
The first Mirage 2000D was flown on 19 February 1991 and the first of 86 aircraft ordered entered service in April, 1993. Mirage 2000D aircraft flew combat missions over Afghanistan equipped with laser targeting pods and laser guided bombs or free fall 250kg bombs. The export model of the Mirage 2000D is designated 2000S, where the S stands for Strike. Mirage 2000-9 is the designation for the upgraded version of the Mirage 2000 export models of the United Arab Emirates. Dassault marketed the Mirage 2000-5 Mk.2 either as a new aircraft or retrofitted from currently operated Mirage 2000Cs or 2000Es. It features an integrated mission system with a glass cockpit, digital modular avionics and enhanced communications.
Mirage 2000G
A cockpit development aircraft was designated BX1. To 1990, more than 260 have been delivered, including the two-seat B and N variants, and more than 160 export Mirage 2000s had been ordered by six nations. The Mirage 2000 single-seat fighter export customers included Abu Dhabi (22 2000EADs), Egypt (16 2000EMs), Greece (36 2000EGs), India (42 2000Hs), and Peru (10 2000Ps). At the beginning of 1993, planned Armee de l’Air procurement of the Mirage 2000 totalled 323 aircraft, including 136 single-seat Mirage 2000Cs.
Dassault Mirage 2000 Engine: SNECMA M53-5, 88290 N / 9000 kp Length: 50.295 ft / 15.33 m Wingspan: 29.528 ft / 9.0 m Wing area: 430.56 sq.ft / 40.0 sq.m Max take off weight: 33075.0 lb / 15000.0 kg Max. speed: 1320 kts / 2445 km/h Wing load: 76.88 lb/sq.ft / 375.0 kg/sq.m Range: 378 nm / 700 km Crew: 1 Armament: 5000 kg. ext. 9 Pods.
Mirage 2000 Engine: 1 x Snecma M53-P2. Installed thrust (dry / reheat): 64.5 / 95 kN. Span: 9 m. Length: 14.4 m. Wing span: 29.5ft (9m). Wing area: 41 sq.m. Empty wt: 7500 kg. MTOW: 17,000 kg. Warload: 6300+ kg. Max speed: 2.2 Mach. Initial ROC: 18,000 m / min. Ceiling: 18,000 m. T/O run: 430 m. Combat radius: 740+ km. Fuel internal: 3800 lt. Air refuel: Yes. Armament: 2 x 30 mm, 4 x AAM Hard points: 9
Mirage 2000C Engine: one SNECMA M53-P2 turbofan, 21,385-lb (9,700-kg) reheated thrust. Maximum speed 1,453+ mph(2,338+ km/h) or Mach 2.2+ at 36,090 ft (11,000 m) Initial climb rate 56,000 ft (17,060 m) per minute Service ceiling 59,055 ft (18,000 m) Range 920 miles (1,480 km) Range w/max.fuel: 3335 km / 2072 miles Empty weight 16,534 lb (7,500 kg) Maximum take-off 37,480 lb (17,000 kg) Wingspan 29 ft 11.5 in (9.13 m) Length 47 ft 1.25 in (14.36 m) Height 17 ft 0.75 in (5.20 m) Wing area 441.3 sq ft (41.00 sq.m) Armament: two DEFA 554 30-mm cannon (125 rounds/gun), up to 13,890 lb (6,300 kg) of disposable stores. Hardpoints: 9
Mirage 2000N-K2 Engine: one SNECMA M53-P2 turbofan 95.1 kN (21,385 lb st) afterburning Length 14.55m (47 ft 9 in) Height 5.15m (16 ft 10¼ in) Wing span 9.13m (29 ft 11½ in) Empty weight 7600 kg (16,755 lb) Max Take-Off Weight 17.000 kg (37,480 lb) Max level speed at 11.000m (36,069 ft) Mach 2.2 or 2338 km/h (1,453 mph) Service ceiling 16,460m (54,000 ft) Armament: one 900kg (1,984lb) ASMP tactical nuclear missile; up tp 6300 kg (13,889 lb) of ordnance Hardpoints: 9
With the Mirage II project abandoned, the Dassault engineers used the preview experience with the MD.550 and designed a bigger aircraft designed later Mirage III-001. Essentially an extrapolation of the Mirage I and retaining the 5% thickness/chord ratio 60° delta wing, the Mirage III was substantially larger and some 30% heavier. The new wing was based on the “area ruling”. It was powered by a SNECMA Atar 101G-1 turbojet with an afterburning thrust of 4400kg and had provision for a 1500kg SEPR 66 rocket. First flown on 17 November 1956, the single seat Mirage III prototype attained Mach=1.52 at 11600m during its sixth flight on 30 January 1957. After the installation of the SEPR rocket motor and introduction of manually-operated half-cones in the air intakes, the speed of Mach=1.8 was reached on 19 September 1957.
To reach Mach 2 modifications were necessary. The wing was redesigned and the aircraft fitted with one SNECMA Atar 9B with 6.000 Kg thrust and the SEPR 841 liquid-fuel rocket motor with 1.689Kg of auxiliary thrust. The new aircraft received the designation Mirage IIIA and 10 units were produced. These were almost two metre longer (6.6 feet) than the Mirage III prototype, had a wing with 17.3% more area and the chord reduced to 4.5%.
Equipped with an SEPR 84, the first Mirage IIIA flew on 12 May 1958, this model eventually attaining Mach=2.2, and the tenth and last joined the test programme on 15 December 1959. The aircraft were fitted with Thompson-CSF Cyrano Ibis air intercept radar, operational avionics, and a drag chute to shorten landing roll. The Mirage IIIA was the first European aircraft to exceed Mach 2 in level flight. A number of prototypes of the Mirage IIIA single seat interceptor were demonstrated at the 1959 Paris Air Show.
5th prototype of Armée de l’Air initial production series
One pre-series Mirage IIIA was fitted with a 7258kg Rolls-Royce Avon 67 as the prototype Mirage IIIO for Australian evaluation and first flew on 13 February 1961.
The Mirage IIIA led to the Mirage IIIC and followed by its training and conversion version, the two-place Mirage IIIB.
Mirage IIIC
Almost identically to the Mirage IIIA, the C version was almost half meter (1.6 feet) longer and was fitted with the SNECMA Atar 9B-3 turbojet engine with 6200 kg thrust, featuring an “eyelet” style variable exhaust, and a SEPR 841 rocket. The armament was two 30mm cannons DEFA 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 a second outboard pylon was added to each wing, for a total of five. The outboard pylon was intended to carry an AAM missile. With a delta wing of 60 deg 34 sec sweep-back, the first example of the IIIC flew on 9 October 1960. A small air-brake is fitted above and below each wing near the leading edge. The tricycle undercarriage, with a single wheel on each unit, the mains retract inwards into the fuselage and nose-wheel retracts rearward.
In total, 95 Mirage IIICs and 64 Mirage IIIBs were ordered by the Armée de L’Air, with the deliveries beginning in July 1961. The type was also exported to Switzerland (one IIICS); South Africa (16 IIICZ) and Israel (72 IIICJ). The Armée de L’Air used his IIICs until 1988, when the last operational aircrafts where retired.
The Mirage IIIB two-seat trainer had the fuselage lengthened 23.6in over pre-production IIUA. Power was a 13,225 lb Atar 9B plus the 3700 lb auxiliary SEPR 841 rocket.
Mirage IIIB
In 1964 Switzerland, to offset unexpectedly high costs of modifying Mirage III-C it was buying from France, was to settle for 57 aircraft instead of 100 on original order. Because of special radar equipment specified by Swiss defense officials for inclusion in its III-C’s to be assembled in Switzerland, per unit costs had risen 60% over the original estimate of $200 million. Curtailment of order will keep the total outlay at approximately initial budget figures.
In 1967 the Israelis used their Mirage IIICJ fighters against his neighbour’s enemies on the “Six-Day War”. On the morning of June 5, 1967, the Heyl Ha` Avir (Israeli Air Force) performed pre-emptive strikes on the Syrian, Egyptian and Jordanian air forces, destroying aircraft on the ground with cannon fire and breaking up runways with French “runway dibber” bombs.
In December 1982, 19 Mirage IIICJs, all re-engined with Atar 9C turbojets, were transferred from Israel to Argentina where some remained in service in the early 1990s as the last of the IIIC sub-type of the Mirage.
Mirage III DS
With the Mirage IIIC in production, Dassault was also considering a multirole / strike variant of the aircraft, which materialised as the Mirage IIIE. The most obviously difference of the Mirage IIIE from the IIIC is an extension of 30 cm (1 foot) on the forward fuselage, increasing the size of the avionics bay behind the cockpit. The fuel capacity was also increased as the Mirage IIIC had marginal range and improvements were needed. Visually, 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. The Mirage IIIE received the Thompson-CSF Cyrano II dual mode air / ground radar; a radar warning receiver (RWR) system with the antennas mounted in the tailfin; and an Atar 09C engine, with an afterburning thrust of 60.8 kN (6,200 kgp) with a petal-style variable exhaust. Armament is twin 30 mm DEFA-552 cannon, and five stores pylons, with a total store capacity of 4.000 kg. The first of three prototypes flew on April 1, 1961. Depending on its variant, many Mirage IIIE were also fitted with a Marconi continuous-wave Doppler navigation radar radome on the bottom of the fuselage, under the cockpit. Optional equipment was a HF antenna that was fitted as a forward extension to the tailfin. On some Mirages, the leading edge of the tailfin was a straight line, while on those with the HF antenna the leading edge had a sloping extension forward. The Armée de L’Air received its first Mirage IIIEs on 14 January 1964, and a total of 192 aircrafts entered in French service while 331 more aircraft were exported. The customers were Argentina, Brazil, Lebanon, Pakistan, South Africa, Spain, and Venezuela.
The Australian version, designated Mirage IIIO, was based on the French IIIE and incorporated 178 engineering changes to the aircraft, though most were of a minor nature. Two versions delivered to the RAAF were the IIIO(F) primarily for the intercept role, and the IIIO(A) for the attack task. Dassault supplied two pattern IIIO(F) aircraft (A3-1 & 2), the first of which flew on 14 March 1963 in France. After shipment to Australia it first flew in Australian airspace at Avalon in January 1964. A3-3 to A3-8 were also built in France but assembled in Australia, A3-3 taking to the air in November 1963. A3-9 & A3-15 were supplied with decreasing amounts of French componentry with A3-16 onward being regarded as Australian built. Some mid-production Mirage IIIOs had French built fuselages, due mainly to union problems at the Government Aircraft Factory (GAF) delaying production. The 100th and last Mirage IIIO was delivered to the RAAF in December 1968. 16 Mirage IIID (A3-101 to A3-116) dual seat combat proficiency trainers were also delivered between 1963 and 1974. The Mirage IIIO entered squadron service with the RAAF in August 1965 with 75 Squadron at Williamtown NSW. 76 Squadron took delivery of its first Mirages in September 1966, 3 Squadron & 77 Squadron both taking delivery in February 1979 and finally 79 Squadron being equipped in 1986. The Mirage was the first supersonic aircraft to serve with the RAAF and was the replacement for the Sabre as the service’s front line fighter. Mirages operated from bases at Williamtown, Darwin and Butterworth (Malaysia). The introduction of the F/A-18 Hornet in1985 marked the beginning of the end of the Mirage in RAAF service, and by 1988 only 2 squadrons were still so equipped, 75 Squadron at Darwin and 79 Squadron at Butterworth. The last official flight by a RAAF Mirage was on 8th February 1989 when A3-101 was flown to Woomera in SA to be put into storage. All IIIO(F) aircraft were converted to IIIO(A) configuration 1967-79 and were finally withdrawn from service in 1988, the 50 surviving examples being procured by Pakistan in 1990.
After acquiring a single Mirage IIIC for trials, Switzerland built 36 Mirage IIIS interceptors (plus 18 IIIRS reconnaissance aircraft), these entering service in 1966 with the Flugwaffe, and, in the early ‘nineties, the 30 surviving IIIS fighters were being rotated through an upgrade programme (including the provision of canards) at Emmen.
Switzerland, after considering the Grumman F-11F to update its air force, decided on the Mirage IIIC, primarily because of lower cost. But the sought to incorporate F-11F radar systems in Mirages built in Switzerland. Costs originally estimated at less than $200 million for 100 Mirage III-C had by August 1964 costs had risen to well over $300 million, with the first plane not yet delivered.
Exports by Dassault were: Argentina (17 IIIEAs), Brazil (20 IIIEBRs), Lebanon (10 IIIELs), Pakistan (18 IIIEPs), South Africa (17 IIIEZs), Spain (24 IIIEEs) and Venezuela (10 IIIEVs). The Brazilian IIIEBRs, ordered in 1970, were upgraded with canards, pressure refuelling, etc, from 1989, and the total quoted includes four ex-Armee de l’Air delivered in 1988 in the upgraded configuration. The South African IIIEZs were rebuilt to Cheetah EZ standard by Atlas Aircraft. In 1989, Dassault Aviation offered an upgrade of ex-Armee de l’Air aircraft as the Mirage IIIEX, this having canards, flight refuelling capability and a lengthened nose.
Responding to Israeli suggestions, Dassault-Breguet produced a simplified (and cheaper) version of the Mirage III, designated Mirage 5, making its first flight on 19 May 1967 using the same airframe and power plant as the Mirage IIIE. Optimized for visual ground attack and interception, the aircraft lacked several features including the Cyrano II nose-mounted radar (replaced by a simple radar rangefinder) and other avionics. Retaining Mach 2 performance and the ability to operate from semi-prepared strips, the Mirage 5 emerged with certain enhancement, such as greater range, easier maintenance and seven weapon attachment points beneath its fuselage and wings with a 4000kg weapon capability. No sooner had this simplification been achieved, and the first of many orders booked, than the process began of developing a family of aircraft based on the Mirage 5 and incorporating various degrees of sophistication according to customer preference The Mirage 5 was evolved initially to meet an Israeli requirement, but 50 aircraft originally ordered for Israel’s Defence Force/Air Force were, in the event, absorbed by France’s Armee de l’Air (as Mirage 5Fs). After the camera-nosed Mirage 5R and two-seat Mirage 5D trainer came versions equipped with SAGEM inertial navigation and nav/attack systems incorporating a head-up display and the choice of Aida II radar and an air-to-surface laser ranger or Agave multi-purpose radar. These options produced a plethora of sub-marks, such as the Egyptian Mirage 5E2 which incorporate the nav/attack system of the Alpha jet MS2.
Customers for the single-seat fighter version of the Mirage 5 were: Abu Dhabi (12 5ADs and 14 5EADs), Belgium (63 5BAs), Colombia (14 5COAs), Egypt (51 5SDEs and 16 5E2s), Gabon (three 5Gs and four 5G2s), Libya (53 5Ds and 32 5DEs), Pakistan (28 5PAs and 30 5PA2s and 5PA3s), Peru (32 5Ps and 5P3s), Venezuela (four 5Vs) and Zaire (14 5Ms). The equipment fit of the Mirage 5s varied widely, according to customer requirements, the Mirage 5E, (eg, 5DE and 5SDE), for example, having a similar equipment standard to that of the Mirage IIIE.
Mirage 5-BA, May 1987
The Egyptian government ordered 16 Mirage 5SDEs for 1983 delivery, supplementing 28 5SDEs and two-seat 5DDEs, and thirty-eight IIIs in the 1981 Egyptian inventory.
Ten Mirage 5Ps were transferred to Argentina from Peru in June 1982, and production of an essentially similar aircraft was undertaken during 1970-72 in Israel as the IAI Nesher. Total production of the Mirage 5 (including tactical reconnaissance and two-seat training versions) amounted to 531 aircraft.
Deriving its designation from its SNECMA Atar 9K-50 engine, the Mirage 50 retained the basic airframe of the Mirage III and 5, and the prototype – previously that of the Milan – was flown on 15 April 1975. Apart from the engine, providing an afterburning thrust of 7200kg, the Mirage 50 introduced revised air intakes to cater for this engine’s greater mass flow and some equipment repositioning to allow for the 160kg engine weight penalty. By comparison with earlier first-generation Mirage deltas, the Mirage 50 offered a 15% decrease in take-off distance, a 35% improvement in initial climb, an improved ceiling and enhanced manoeuvrability. With a built-in armament of two 30mm cannon, it was suited for air superiority missions with dogfight missiles, air patrol and supersonic interception, and ground attack combined with self-defence capability. It was offered with Agave or Cyrano IVM multi-function radar and it could carry the full range of operational stores developed for the Mirage III and 5. Also becoming available were the non-radar Mirage 50FC and radar-equipped Mirage 50C delivered to Chile. The first customer for the Mirage 50 was Chile which ordered 14 (plus two two-seat trainers). The first eight supplied in 1980 as Mirage 50FGs were, in fact, refurbished and re-engined ex-Armee de l’Air Mirage 5Fs. The remaining six single-seaters which followed in 1982-83 were new-build Mirage 50CHs, these and the earlier 50FCs being upgraded as ENAER Panteras in the early ‘nineties. During 1990, Dassault initiated the upgrading of Venezuela’s surviving 10 Mirage IIIEVs and 5Vs to Mirage 50EV standard, six new-build 50EVs (plus one two-seat 50DV) for Venezuela bringing production of the first-generation Mirage delta to an end in 1991 with 1,422 aircraft delivered. Models offered by Dassault included the Mirage 3-50 and Mirage 5-50 versions of the Mirage III and Mirage 5, both of which are powered by Atar 9K-50 engines.
Evolved from the Mirage IIIE, the Mirage IIIR first flew in prototype form on 31 October 1961.
Like most photographic/reconnaissance derivatives of fighter aircraft, the Mirage IIIR has a redesigned nose section, deletion of the Cyrano II fire-control radar permitting the installation of up to five (forward, downward and sideways-looking) cameras for day or night operation. To permit armed reconnaissance missions to be undertaken, the Mirage IIIR can be equipped with two 30-mm DEFA cannon, and it is also able to carry various types of ordnance underwing, the pilot being provided with a reflector gun sight and low-altitude bombing system equipment to assist in weapons delivery,
Production aircraft began to replace the Republic RF-84F Thunderflash in Armee de l’Air service at Strasbourg during 1963, all three escadrons of the parent wing eventually converting by the mid-1960s,
Mirage IIIR
On 14 June 1963 Jacqueline Auriol set the ladies’ 100km closed-course speed record at 1259.25 mph in a standard production IIIR, powered by an Atar 9C engine.
An initial batch of 50 aircraft was acquired by the French air force, these later joined by 20 examples of the Mirage IIIRD, this latter variant featuring a number of detail changes over the original production model, such as an improved navigation radar. These aircraft were progressively replaced by the newer Mirage F.1CR. In addition to those aircraft acquired for service with the French air force, reconnaissance models of the Mirage have found favour overseas, close to 100 being built for the export market. These include variants of the Mirage IIIR for Pakistan (13 Mirage IIIRP aircraft), South Africa (eight Mirage IIIRZ aircraft) and Switzerland (18 Mirage IIIRS aircraft) plus numerous examples of reconnaissance-configured Mirage 5s, the latter being a simplified Mirage intended specifically for export. Customers for the Mirage 5R include Abu Dhabi, Belgium, Colombia, Egypt, Gabon and Libya which between them have taken delivery of approximately 50 aircraft.
The prototype Mirage IIING (Nouvelle Generation) flew on December 21, 1982. Based on the standard Mirage 111/5/50 airframe, it is fitted with fixed intake-mounted canards, swept wing-leading-edge extensions, fly-by-wire flight controls, and an Atar 9K50 engine. The weapons systems comprises a Cyrano IV or Agave radar, INS, and a headup display. The fly-by-wire control system was derived from that of the Mirage 2000, plus provision for in-flight refuelling, a SNECMA Atar 9K-50 turbojet affording a full afterburning thrust of 7200kg. The maximum take-off weight was increased by comparison with the Mirage IIIE or 5, four lateral stores stations were introduced on the fuselage, and performance improvements included (by comparison with the IIIE) a 20-25% gain in take-off distance, 40% in time to altitude, a 3050m increase in supersonic ceiling, a three-minute improvement in intercept time and comparably impressive gains in acceleration, instantaneous turn rate and combat air patrol time. No production order was placed for the Mirage 3 NG and only one prototype was tested.
Israel developed some local variants of the Mirage 5, the IAI Nesher and the IAI KfirC2 and C7.
Mirage IIIB Engine: SNECMA Atar 9B-3 turbojet, 6200 kg and SEPR 841 rocket. Seats: 2 Armament: two 30mm cannons DEFA Pylons: 3 later 5
Mirage III BS Engine: SNECMA Atar 09 C3, 41693 N / 4250 kp Length: 50.525 ft / 15.4 m Height: 14.764 ft / 4.5 m Wingspan: 26.969 ft / 8.22 m Wing area: 374.587 sq.ft / 34.8 sq.m Max take off weight: 23814.0 lb / 10800.0 kg Weight empty: 14332.5 lb / 6500.0 kg Max. weight carried: 9481.5 lb / 4300.0 kg Max. speed: 1296 kts / 2400 km/h Initial climb rate: 12992.13 ft/min / 66.0 m/s Service ceiling: 59055 ft / 18000 m Wing load: 63.55 lb/sq.ft / 310.0 kg/sq.m Range: 1080 nm / 2000 km Endurance: 1 h Crew: 2
Mirage III C Engine: SNECMA Atar 09B, 41693 N / 4250 kp Length: 48.556 ft / 14.8 m Height: 14.108 ft / 4.3 m Wingspan: 26.969 ft / 8.22 m Wing area: 374.587 sq.ft / 34.8 sq.m Max take off weight: 25357.5 lb / 11500.0 kg Weight empty: 13759.2 lb / 6240.0 kg Max. weight carried: 11598.3 lb / 5260.0 kg Max. speed: 1296 kts / 2400 km/h Initial climb rate: 12992.13 ft/min / 66.0 m/s Service ceiling: 59055 ft / 18000 m Wing load: 67.65 lb/sq.ft / 330.0 kg/sq.m Range: 648 nm / 1200 km Endurance: 1 h Crew: 1 Armament: 2 MK 30mm DEFA 552, 2 AIM9 Sidewinder, 1 Matra R530 / 1800kg Bomb
Mirage IIIC Engine: SNECMA Atar 09C, 14,110 lb.s.t w/reheat Wingspan: 27 ft Wing area: 374.587 sq.ft / 34.8 sq.m Length: 43 ft 10 in Height: 14 ft 8 in Weight empty: 13550 lb Max take off weight: 27,700 lb Max. speed: 1420 mph / M2.15 at 35,000 ft Range:939 mi Wheel track: 10 ft 10 in Wheelbase: 15 ft 9 in Armament: 2 MK 30mm DEFA 552, 2 AIM9 Sidewinder Bomb Load: 1 Matra R530 / 1800kg Bomb Crew: 1
Mirage IIICJ re-engined with Atar 9C turbojets
Mirage III DS Powerplant: 1 × SNECMA Atar 09C turbojet Dry thrust: 41.97 kN (9,436 lbf) Thrust with afterburner: 60.80 kN (13,668 lbf) Wingspan: 8.22 m (26 ft 11⅝ in) Wing area: 34.85 m² (375 ft²) Length: 15.03 m (49 ft 3½ in) Height: 4.50 m (14 ft 9 in) Empty weight: 7,050 kg (15,600 lb) Loaded weight: 9,600 kg (21,164 lb) Max. takeoff weight: 13,700 kg (30,203 lb) Maximum speed: Mach 2.2 (2,350 km/h, 1,268 knots, 1,460 mph) at 12,000 m (39,370 ft) Combat radius: 1,200 km (647 nmi, 746 mi) Ferry range: 4,000 km (2,152 nmi, 2,486 mi) Service ceiling: 17,000 m (55,775 ft) Rate of climb: 83 m/s+ (16,405 ft/min) Crew: 1
Mirage IIIE Engine: Atar 09C engine 6200-kg (13,668-1b) afterburning thrust Wing span: 26 ft 11.5 in (8.22 m) Length: 15.03 m / 49 ft 4 in Height: 4.25 m / 13 ft 11 in Wing area: 34.85 sq.m / 375.12 sq ft Max take-off weight: 13700 kg / 30203 lb Empty weight: 7050 kg / 15543 lb Max speed: Mach 2.2 / 2350 km/h / 1460 mph Range: 2400 km / 1491 miles Armament: 2 x 30 mm DEFA-552 cannon Hardpoints: 5 External load: 4000 kg
Mirage IIIO Engine: One SNECMA Atar 9C turbojet, 13,670 lb Thrust: 9,430lbs (dry) : 13,670lbs (reheat) Wing span: 26′ 11.5″ (8.22 metres) Length: 49′ 3.5″ (15.03 metres) Height: 14′ 9″ (4.50 metres) Empty weight: 15,450 lb (7,049 kg) Max loaded weight: 30,200 lb (13,699 kg) Max speed (sea level): mach 1.14 (760 knots/1,390 km/h) Max speed (36,000 ft): mach 2.2 (1,269 knots/2,350 km/h) Service ceiling: 55,755 ft (16,994 metres) Combat radius: 647nm (1200 km)
Mirage IIIR Engine: one SNECMA Atar 9C turbojet, 6200-kg (13,670-1b) afterburning Maximum speed at sea level 1390 km/h (863 mph) or Mach 1.14 Maximum speed at altitude 2350 km/h (1,460 mph) or Mach 2.2 Range clean condition 1600 km (1,000 miles) Ferry range external fuel 4000 km (2,485 mile) Empty weight 6600 kg (14,550 lb) Maximum take-off 13500 kg (29,760 lbs) Wingspan 8.22 m (27 ft 0 in) Length 15.50 m (50 ft 10¼ in) Height 4.25 m (13 ft 11 ½ in) Wing area: 35.00 sq.m (377 sq.ft) Armament: two 30-mm DEFA cannon
Mirage 5 Max take-off weight: 13700 kg / 30203 lb Loaded weight: 7150 kg / 15763 lb Wingspan: 8.22 m / 26 ft 12 in Length: 15.56 m / 51 ft 1 in Height: 4.25 m / 13 ft 11 in Wing area: 34.85 sq.m / 375.12 sq ft Max. speed: 2335 km/h / 1451 mph Range: 2500 km / 1553 miles
Mirage 50 Engine: 1 x SNECMA Atar 9K-50 turbojet, 7200kg Max take-off weight: 13700 kg / 30203 lb Loaded weight: 7150 kg / 15763 lb Wingspan: 8.22 m / 26 ft 12 in Length: 15.56 m / 51 ft 1 in Height: 4.5 m / 14 ft 9 in Wing area: 35 sq.m / 376.74 sq ft Max. speed: 2.2M Ceiling: 18000 m / 59050 ft Range: 1300 km / 808 miles Armament: 2 x 30mm cannon
Mirage 50DV two-seat
Mirage 3-50 Engine: 1 x SNECMA Atar 9K-50 turbojet
Mirage 5-50 Engine: one 7200-kg (15, 873-1b) thrust SNECMA Atar 9K-50 afterburning turbojet. Wing span 8,22 m (27 ft 0 in) Length 15. 56 m (51 ft ½ in) Height 4.50 m (14 ft 9 in) Wing area 35.00 sq.m (376,7 sq ft) Maximum speed 2350 km/h (1,460 mph) or Mach 2,2 at altitude Maximum speed 1390 km/h (863 mph) or Mach 1.13 at sea level Initial climb rate 11100 m (36,415 ft) per minute Service ceiling 18000 m (59,055 ft) Combat radius lo-lo-lo with 800 kg (1,764 lb) bomb: 630 km (391 miles) Empty weight: 7150 kg (15,763 lb) Normal take-off, clean: 9900 kg (21,825 lb) Maximum take-off: 13700 kg (30,203 lb) Armament: two 30-mm DEFA cannon (with 125 rpg) in fuselage five weapon pylons for 4000 kg (8,818 lb)
On 13 October 1965, Avions Marcel Dassault received a contract to design and build one prototype of a two-seat variable-geometry fighter, the Mirage G, embarking on a low budget swing wing prototype. In May 1967 the company pulled out of a two year partnership with the British Aircraft Corporation aimed at producing a joint Anglo French swing-¬wing combat aircraft the so called AFVG. Political difficulties had arisen over the design leadership, which the French had originally agreed to give the British in exchange for their partnership in the Jaguar supersonic strike/trainer. Powered by a single SNECMA (Pratt & Whitney) TF-306E turbofan rated at 9300kg with afterburning and owing much to the design of the Mirage F2, wing sweepback could be varied between 23 degrees and 70 degrees.
One of the main reasons for the delay in the first flight of the Mirage G prototype was a re-examination of tailplane strength and flutter characteristics following the loss of the Mirage F.1 prototype in May 1967.
The Mirage G was first flown on 18 November 1967, maximum sweep being achieved in flight within a week of the commencement of trials and a speed of M=2.1 being attained within two months. Trials were to continue until 13 January 1971, when the Mirage G was lost in an accident, 400 hours of flying having been accumulated in 316 flights. In 1968 two additional prototypes had been ordered, these being powered by two 7200kg SNECMA Atar 9K-50 turbojets. After a succession of designation changes, these emerged as Mirage G8s, the two-seat first prototype flying on 8 May 1971, and the single-seat second prototype following on 13 July 1972. The Mirage G8 was envisaged as a multi-role fighter and was fitted with Cyrano IV multi-purpose radar, a low-altitude nav/ attack system, a laser rangefinder, Doppler radar and a bombing computer. The Armee de l’Air concluded that the disadvantages of variable-geometry outweighed its advantages, and after study of a fixed-geometry version with 55 degrees of sweepback (Mirage F8), further development was discontinued.
Mirage G Engine: 1 x SNECMA (Pratt & Whitney) TF-306E turbofan, 9300kg Wing sweep: 23-70 degrees Seats: 1
Mirage G8 Engines: 2 x SNECMA Atar 9K-50 turbojets, 7200kg / 15,875 lb Wing span: 42 ft 8 in (13 m). Length: 55 ft 1 in (16.8 m). Height: 17 ft 6.5 in (5.35 m). Wing area: 37.0 sq.m / 398.26 sq ft Max TO wt: 44,092 lb (20,000 kg). Max level speed: M2.5. Seats: 1-2
Developed as a private venture, the Milan (Kite) was a progressive development of the basic delta-winged Mirage and was intended primarily as a single-seat strike fighter. The distinguishing feature of the Milan was provided by two small retractable foreplanes which were referred to colloquially as “moustaches”. These were developed by Dassault in collaboration with the Swiss aircraft industry and were intended to improve low-speed control and take-off performance, to increase the suitability of the basic design for the low-level role. Work on a prototype Milan, modified from a Mirage IIIE, began mid-1968, and the initial test phase, with non-retractable foreplanes, was completed in March 1969. A fully-equipped pre-series prototype, the Milan S-01, first flew on 29 May 1970. Representative of the proposed series Milan S, this was powered by a SNECMA Atar 9K-50 providing an afterburning thrust of 7200kg. The series Milan S, which was offered for delivery from early 1972, was intended to be fitted with a nav/attack system similar to that of the Jaguar strike aircraft, and internal armament was to have comprised two 30mm cannon, with external ordnance loads up to 4000kg distributed between seven hardpoints. No orders were placed for the Milan, and further development was discontinued in 1972, the prototype being adapted as that of the Mirage 50.
Engine: SNECMA Atar 9K-50, 7200kg afterburning Take-off weight: 14000 kg / 30865 lb Loaded weight: 7000 kg / 15432 lb Wingspan: 15.90 m / 52 ft 2 in Max. speed: 2337 km/h / 1452 mph Ceiling: 12000 m / 39350 ft
The Super-Mystere shared only a common design origin with the Mystere fighter series, being an entirely new type. The first prototype, designated Super-Mystere B1 and powered by a Rolls-Royce Avon RA 7R with an afterburning thrust of 4330kg, was flown on 2 March 1955. In March 1955, the B1 became the first production standard European fighter to achieve more than Mach 1 in level flight.
The Super-Mystere has low-mid wings, swept-back at 45°, with dog-tooth leading edges. The tail-surfaces are swept with the tailplane mounted part way up the fin. Control is by conventional ailerons, rudder, and all-moving tailplane. Split trailing-edge flaps are fitted. Air brakes are on each side of the rear fuselage. The tricycle undercarriage has a single wheel on each unit. The main wheels retract inward into the fuselage and the nose wheel retracts rearward.
The first of five SNECMA Atar-powered pre-production Super-Mystere B2s followed, flying on 15 May 1956. Production was ordered for the Armee de l’Air, the first series Super-Mystere B2 flying on 26 February 1957, and a total of 180 were built of which 36 were bought by Israel in 1958.
The Super-Mystere B2 was powered by an Atar 101G-2 or -3 of 3375kg dry thrust and 4460kg with maximum afterburning. Armament consisted of two 30mm cannon and 35 internally-housed 68mm rockets (the rockets being discarded at an early service stage), external loads including two Sidewinder AAMs, two 400-500kg bombs or rocket pods.
Mystere B.2 EC 1/12 at Greenham Comon Tigermeet 1977
The Armee de l’Air Super Mystere were phased out in 1959 in favour of the Mirage IIIC.
Two examples were completed as Super Mystere B4s in 1958, these having Atar 9B engines rated at 6000kg with afterburning. During Israeli service, the Super-Mystere B2s were re-engined with a non-afterburning Pratt & Whitney J52-P-8A turbojet of 4218kg. In 1977, 18 of these aircraft were sold by Israel to Honduras where the last surviving examples were withdrawn from service in 1989.
Super-Mystere B1 Engine: Rolls-Royce Avon RA 7R, afterburning thrust 4330kg
Super-Mystere B2 Engine: SNECMA Atar 101G-2 or -3 of 3375kg dry, 4460kg / 9700 lb afterburning Wingspan: 10.52 m / 34 ft 6 in Length: 14.13 m / 46 ft 4 in Height: 4.55 m / 15 ft 11 in Wing area: 35 sq.m / 376.74 sq ft Max take-off weight: 10000 kg / 22046 lb Loaded weight: 6932 kg / 15283 lb Empty weight: 15,400 lb Max speed: 605 kt / 1195 km/h / 743 mph / M1.125 at 36,000 ft Max ROC: 17,500 fpm Service ceiling: 44948 ft / 13700 m Range: 870 km / 541 miles Range w/max.fuel: 1790 km / 1112 miles Armament: two 30mm DEFA cannon, 35 x 68mm rockets External load: two Sidewinder AAMs, two 400-500kg bombs or rocket pods. Crew: 1
Super-Mystere B2 Engine: Pratt & Whitney J52-P-8A turbojet, 4218kg thrust Wingspan: 10.52 m / 34 ft 6 in Length: 14.13 m / 46 ft 4 in Height: 4.55 m / 14 ft 11 in Wing area: 35 sq.m / 376.74 sq ft Armament: two 30mm cannon, 35 x 68mm rockets Crew: 1
Super Mystere B4 Engine: Atar 9B, 6000kg afterburning Wingspan: 10.52 m / 34 ft 6 in Length: 14.13 m / 46 ft 4 in Height: 4.55 m / 14 ft 11 in Wing area: 35 sq.m / 376.74 sq ft Armament: two 30mm cannon, 35 x 68mm rockets Crew: 1
The development of a night fighter based on the MD.450 Ouragan day fighter was begun early in the evolution of the latter as the tandem two-seat MD.451 Aladin. It was proposed to install AI Mk 17 or APG 33 intercept radar in the extreme nose, leading to the adoption of lateral intakes. The 11th pre-series Ouragan was completed with the lateral air intakes plus twin 30mm cannon in place of the standard quartet of 20mm weapons, and flown on 24 January 1952 as the MD.450-30-L (signifying 30mm cannon and lateral intakes). Development of the MD.451 was discontinued in favour of an essentially similar two-seat night fighter derivative of the Mystere II designated MD.453 Mystere IIIN, or Mystere denuit. With lateral air intakes and a 2850kg Hispano-Suiza Tay 250 engine, the first of three prototypes ordered was flown on 18 July 1952. No radar was installed and the second and third prototypes were cancelled. The sole Mystere IIIN prototype flown had completed 146 flight tests by December 1953, when the programme terminated, the aircraft subsequently being used to test ejection seats.
Take-off weight: 7335 kg / 16171 lb Loaded weight: 5915 kg / 13040 lb Wingspan: 11.62 m / 38 ft 1 in Length: 12.86 m / 42 ft 2 in Height: 4.47 m / 14 ft 8 in Wing area: 31.90 sq.m / 343.37 sq ft Max. speed: 1080 km/h / 671 mph
From the Ouragan evolved the swept-wing Mystere I that first flew in February 1951 with a Nene 104B turbojet. A progressive development of the basic MD.450 Ouragan, the first prototype, the Mystere I, first flew on 23 February 1951. It retained the fuselage, Nene engine and armament of the MD.450, with a new, sweptback (30 deg) wing and redesigned tail surfaces. Wing thickness chord ratio 9%.
Three more prototypes followed, differing primarily in power plant, two having the 2850kg Hispano-Suiza Tay 250 and the third having a 2500kg Atar 101C. Eleven (later reduced to 10) pre-series Mystere IIs had been ordered in September 1951, and, of these, the first three and fifth were completed to the Tay-engined IIB standard, the third with twin 30mm cannon. The sixth and subsequent received a similar armament, SNECMA Atar 101C-1, -3, and later D-1 or -2 engine with revised intake trunking and rearranged fuel tanks as Mystere IICs.
The first six of the initial order for 40 was added to the pre-series, the final two of these receiving the afterburning Atar 101F-2 of 3800kg.
Production of an additional 90 Mystere IIC fighters was ordered for the Armee de l’Air, the last flying in January 1957. The series model featured increased tail sweepback, twin 30mm cannon and 2800kg Atar 101D-2 or D-3 turbojet.
Mystere IIC
Flown in prototype form for the first time on 28 September 1952, the Mystère IVA was in fact largely funded by the United States, being subject to two large offshore procurement orders covering the manufacture of 325 aircraft in all.
The prototype was powered by a Tay 250A turbojet as used in the Mystere IIA and IIB. The low-mid wings were swept at 40 degrees 57 minutes, and an all-moving tailplane. Wing thickness chord ratio 7.5%. The tricycle undercarriage has single wheels on each unit, the main wheels retracting inwards and the nosewheel retracting forward. Airbrakes are on each side of the rear fuselage.
In the following April, an offshore procurement contract (as part of US support for NATO nations) was placed for 225 Mystere IVAs. This was subsequently supplemented with a contract from the French government for a further 100 aircraft.
Dassault Mystère IVa
Initial production versions were powered by the Hispano-¬Suiza Tay 250A turbojet engine rated at 2850-kg (6,283-lb) thrust, but this was fairly soon supplanted by the rather more powerful Verdon 350. Differences between the Mystère IIC and Mystère IVA models centred around the wing and fuselage structure, the wing featuring increased sweep and reduced thickness/chord ratio while the fuselage was much more robust. Integral armament consisted of a pair of 30-mm DEFA cannon in the forward fuselage below the cockpit but external ordnance such as 227-kg (500-lb) or 454-kg (1,000-lb) bombs and rocket pods could be car¬ried when the type was operating in the tactical role.
The first series Mystere IVA was flown on 29 May 1954, the initial batch of 50 retaining the Tay 250A engine of the prototype, all subsequent aircraft having the 3500kg Hispano-Suiza Verdon 350 (licence-built Tay). Basic armament comprised two 30-mm cannon.
Mystere IVA
Introduction to the operational in¬ventory came during 1955 when the Mystère IVA began to enter service with the 12e Escadre at Cambrai. However, the advent of the Mirage in the early 1960s resulted in the Mystère IVA being progressively relegated to second-line training duties during that decade.
Of the 275 Verdon-powered Mystere IVAs produced, 60 were supplied to Israel, with deliveries commencing April 1956, and a further contract for 110 was placed by India with deliveries commencing in 1957. The Mystère IVA saw combat action with both of these nations.
A process of aerodynamic refinement of the Mystere IVA led to the Mystere IVB, which, in fact, shared only wings, horizontal tail surfaces and main undercarriage members with the earlier model. The Mystere IVB was intended for an afterburning SNECMA Atar 101G axial-flow engine in place of the non-afterburning centrifugal- flow Tay or Verdon. It featured an entirely redesigned fuselage of increased fineness ratio, an upper engine air intake lip for the radar ranging aerial in place of the splitter-plate conical body and a lower-mounted horizontal tail. The first prototype was flown on 16 December 1953 with a Rolls-Royce Avon RA 7R engine developing a maximum afterburning thrust of 4330kg. Two additional prototypes followed, the first of these, powered by the Avon RA 7R, flying on 18 June 1954, and the second, with an Atar 101F-12, flying on 31 March 1955. Of seven pre-series Mystere IVBs completed, the first two each had a SEPR 66 bi-fuel rocket motor to augment the thrust of the Atar 101F engine, and the final two had the Atar 101G-2 engine developing an afterburning thrust of 4500kg. The series Mystere IVB was to have been powered by an Atar 101G-31 rated at 4700kg with maximum afterburning, but the programme was cancelled owing to the superior performance potential of the Super-Mystere B2.
Developed in parallel with the Mystere IVB as a tandem two-seat night and all-weather interceptor, the Mystere IVN differed from the single-seat fighter in several respects. A 1.4m section was added to the forward fuselage to accommodate a second crew member; internal fuel capacity was substantially increased and provision was made for an APG 33 intercept radar with the scanner above the engine air intake. Powered by a Rolls-Royce Avon RA 7R rated at 4330kg with maximum afterburning, the Mystere IVN had provision for an armament of two 30mm cannon and a retractable rocket pack for 52 unguided air-air rockets of 68mm calibre. The sole prototype was flown on 19 July 1954, by which time it had been decided to discontinue the development programme owing to France’s inability to finance the simultaneous development of two night fighters (the other being the Vautour), the insufficient endurance of the Mystere IVN, and the unsuitability of the proposed APG 33 radar.
Having almost completed all Ouragan contracts for the Armde de PAir, for the Indian Air Force (where 71 are in service under the name Toofani), and against off -shore orders, Dassault were beginning to turn out Tay- and Atar-powered Mystere 2s in 1955. These were be followed by the RA.7R-powered Mystere 4B and the 4N. The first prototype 4N was being assembled; it looks much like a Sabre F-86D with two tandem seats and has a single-piece “all-flying” tailplane and full radar interception fire-control.
Total production numbered 421 by the time the assembly line closed in late 1958 and, since they were funded by American money, most of the survivors have been re¬turned to USAF control for disposal.
MD 452 Mystère II Max take-off weight: 7460 kg / 16447 lb Loaded weight: 5730 kg / 12633 lb Wingspan: 11.33 m / 37 ft 2 in Length: 12.24 m / 40 ft 2 in Height: 4.5 m / 14 ft 9 in Wing area: 30.28 sq.m / 325.93 sq ft Max. speed: 1030 km/h / 640 mph
Mystere IIC Engine: SNECMA Atar 101D-1, 6600 lb Wingspan: 38 ft 1.5 in Wing area: 326.15 sq.ft Length: 38 ft 4 in Empty weight: 11,511 lb Loaded weight: 16,442 lb Max speed: 658 mph at SL / 581 mph at 39,270 ft ROC: 8460 fpm Endurance: 1 hr 30 min Armament: 2 x 30 mm DEFA cannon
Mystere IVA Engine: 1 x Hispano-Suiza Verdon 350 turbojet, 3500kg / 7,716-lb Wingspan: 11.12 m / 36 ft 6 in Length: 12.85 m / 42 ft 2 in Height: 4.6 m / 15 ft 1 in Wing area: 32.0 sq.m / 344.44 sq ft Wheel track: 10 ft 8 in Max take-off weight: 9500 kg / 20944 lb Loaded weight: 5870 kg / 12941 lb Empty weight: 5870 kg / 12,941 lb Fuel capacity: 572 fal Drop tank fuel capacity: 275 Gal Max. speed: 1120 km/h / 696 mph at sea level Service ceiling: 15000 m / 49200 ft Initial climb rate: 2700 m / 8,860 ft/min Range, clean: 915 km / 569 miles Ferry range: 1690 km / 1,050 miles Normal endurance: 70 min Crew: 1 Armament: two 30-mm DEFA cannon Bombload: two 454-kg (l,000-lb) or four 227-kg (500-lb) bombs, or two pods each containing 3637-mm (1.46-in) rockets.
Mystere IVB Take-off weight: 8300 kg / 18298 lb Empty weight: 6170 kg / 13603 lb Wingspan: 11.12 m / 36 ft 6 in Length: 13.75 m / 45 ft 1 in Height: 4.55 m / 14 ft 11 in Wing area: 32.0 sq.m / 344.44 sq ft Max. speed: 1180 km/h / 733 mph
MD 452 Mystère IVN Take-off weight: 10320 kg / 22752 lb Empty weight: 7140 kg / 15741 lb Wingspan: 11.12 m / 36 ft 6 in Length: 14.92 m / 48 ft 11 in Height: 4.60 m / 15 ft 1 in Wing area: 32.0 sq.m / 344.44 sq ft Max. speed: 1030 km/h / 640 mph
The MD.450 Ouragan (Hurricane) was designed by engineers Deplant, Cabriere and Rouault as the first fighter developed by Avions Marcel Dassault and the first jet fighter of French design to attain series production. The Ouragan began full-scale development after the end of World War II, a prototype flying for the first time on 28 February 1949 powered by a 2267kg Rolls-Royce Nene Mk 102. The second and third following on 20 July and 2 June. Twelve (later increased to 14) pre-series aircraft were followed by 350 production Ouragans.
The Ouragan has a low wing, swept back at 14 degrees, and slightly swept tail surfaces, with the tailplane mounted part-way up the fin. Conventional ailerons, elevators, rudder, and split flaps are fitted. Airbrakes are on each side of the rear fuselage. A tricycle undercarriage has a single wheel on each unit. The mains retracting inwards into the fuselage, and nose wheel retracts forward.
Of the production Ouragans, the first 50 were completed to an interim standard as MD.450As, subsequent aircraft embodying modifications and equipment changes as MD.450Bs. Changes included replacement of the Nene 102 by the lighter Nene 104B of 2300kg. Armament was four 20mm cannon which could be augmented by 16 Matra T-10 rockets externally.
The 352 produced for the Armêe de l’Air, mainly serving as a fighter-bomber, were superceeded by the Dassault Mystêre IVA in the later 1950s.
An Indian Air Force order for 71 MD.450Bs was placed on 25 July 1953, these having the Nene 105A of 2350kg and British Mk V versions of the French 20mm Hispano-Suiza cannon. Named Toofani in Indian service (the Hindi equivalent of Ouragan), the Dassault fighter remained in first-line use until 1967, a further 33 having been procured from the Armee de l’Air (including 20 unused machines from storage) in March 1957.
Twenty-four MD.450BS were ordered by Israel in January 1955, these being supplied from Armee de l’Air stocks in the following October-November and a further 46 (including one MD.450A) being delivered subsequently. Eighteen ex-Israeli Ouragans were delivered to El Salvador in 1975, remaining in service into the late 1980s.
Engine: 1 x Hispano-built Rolls-Royce Nene Mk104B turbojet, 2270kg / 5,000-lb Wingspan: 13.16 m / 43 ft 2 in Length: 10.74 m / 35 ft 3 in Height: 4.14 m / 13 ft 7 in Wing area: 23.8 sq. m / 256.18 sq ft Max take-off weight: 7900 kg / 17417 lb Empty weight: 4140 kg / 9127 lb Max. speed: 940 km/h / 584 mph at SL Initial climb rate: 2400 m (7,874 ft) /min Ceiling: 13000 m / 42650 ft Absolute ceiling: 49,213 ft Range w/max.fuel: 920 km / 572 miles Endurance: 72 min Armament: 4 x Hispano 404 20mm canon Hardpoint capacity: 2 x 434kg Seats: 1
Toofan Engine: 5070 lb Hispano-Suiza Nene 105 Wingspan: 40 ft 3.5 in Length: 35 ft 2.25 in Height: 13 ft Wing area: 256.18 sq.ft Armament: 4 x 20 mm Hispano 404 model 50 canon Seats: 1 Bombload: 2 x 1100 lb
On his return to Portugal in 1910, Gomes da Silva presented an improved design of his invention to the newly-founded Aero Club de Portugal, and received funding not only from this organisation, but also from the young republican government. The military placed its base in Tancos at his disposal in order to build the Gomes da Silva II. However, the modifications that had been made weren’t enough to get the craft off the ground – be it due to possible shortcomings of the machine, or to the harsh runway conditions. Faced with these results, the sponsors quickly lost interest and the Gomes da Silva II was dismantled and boxed to Mozambique, its whereabouts currently unknown.
