France originally was part of the EFA (European Fighter Aircraft) project, which would result in the Eurofighter. In 1985 France left the project and started its own development of a fighter, which led to the ACX or Rafale A.
The Rafale (‘Squall’) was originally conceived to demonstrate technologies applicable to a French air force Jaguar replacement (ACT= Avions Combat Tactique) and a French navy Crusader and Super Etendard replacement (ACM= Avion de Combat Marine). It is a single-seat aircraft with a compound-sweep delta wing, an all-moving canard, a single fin, and semi-vented intakes. It incorporates digital fly-by-wire, relaxed stability, a reclined pilot’s seat, a wide-angle headup display, and composite components are used extensively in the airframe. Provision has been made for the introduction of fibre-optics, voice command, and voice warning systems. Equipped with the multi-mode RBE2 radar which has full air-to-air and air-to-ground capability, it can carry a wide range of weapons, including the APACHE stand-off munitions dispenser and the ASMP nuclear missile. The Rafale A technology demonstrator, A 01, powered by two General Electric F404 turbofans, was rolled out of the Saint-Cloud factory on 14 December 1985, First flying on 4 July 1986, Mach 1.3 was exceeded during the flight. In May 1987 the Rafale A prototype successfully completed a series of approaches to the carrier Clemenceau to establish the feasibility of carrier operations. In April 1989 the aircraft was laid-up for the substitution of a SNECMA M88-2 augmented turbofan in the port engine bay and flew in this configuration on 27 February 1990. The M88 is the selected engine for production versions of the Rafale. Developed from the Rafale A was the single seat Rafale C that first flew on 19 May 1991.
The two-seat Rafale B was designed as a dual control conversion trainer for the single seat Rafale C. But the Rafale B has developed as a fully operational variant with full combat capability. Either an instructor, a second pilot or a WSO can assist the pilot from the rear seat. The Rafale B and C aircraft were planned to enter Armée de l’Air (French Air Force) service from 2002 onwards to replace its older Mirage variants and Jaguars. The first production aircraft Rafale B1 flew for the first time on 4 December 1998 and was delivered to the French Air Force. On April 20, 2001, a Rafale B fitted with conformal fuel tanks made its first flight.
Designed especially for the Aeronavale (French Navy Air Arm) is the carrier capable Rafale M. A fully navilised version first flying on 12 December 1991. The Rafale M has for 80% the same structural design and for 95% the same systems as the Rafale C. It has strengthened main undercarriage, extended nosewheel suitable for catapult launch, hydraulically operated arrester hook, but has no folding wings. The centreline pylon has to be removed because of the longer nosewheel undercarriage. The first production Rafale M aircraft replaced the remaining F-8E(FN) Crusaders in the fighter role. Subsequent deliveries were to replace the Super Etendard and Etendard IVP in the attack and recconnaissance roles.
Dassault Rafale-M
A fourth variant developed for the French Navy, is the two-seat Rafale N to enter service in 2008. The Rafale will become the only combat aircraft in the French Navy when all aircraft are delivered. The original plan was to order a total of 94 Cs, 78 Ms and 140 Bs. On December 1, 2001, the French carrier Charles de Gaulle departed to support the war on terrorism with on board seven Rafale M fighters. Although the aircraft did not take part in the large-scale air combat operation over Afghanistan, they flew combat air patrols and were able to practise and test out new tactics.
Rafale A Engine: 2 x General Electric GE F404-GE-100, 69847 N Length : 51.837 ft / 15.8 m Height: 17.06 ft / 5.2 m Wingspan: 36.745 ft / 11.2 m Wing area: 505.908 sq.ft. / 47.0 sq.m Max take off weight: 44100.0 lb / 20000.0 kg Weight empty: 20947.5 lb / 9500.0 kg Max. weight carried: 23152.5 lb / 10500.0 kg Max. speed: 1147 kt / 2124 km/h Landing speed: 120 kt / 223 km/h Wing load: 87.33 lb/sq.ft / 426.0 kg/sq.m Fuel capacity: 1123 gal / 4250 lt Crew: 1 Armament: 1x MK 30mm DEFA 554, max 12x AIM.
Rafale C Engines: 2 x SNECMA M88-2 turbofans, 7500kg, 16,500 lb Max take-off weight: 19500 kg / 42990 lb Empty weight: 9060 kg / 19974 lb Wingspan: 10.9 m / 35 ft 9 in Length: 15.3 m / 50 ft 2 in Height: 5.34 m / 17 ft 6 in Max. speed: 2070 km/h / 1286 mph Armament: 1 x 30mm cannon Hardpoints: 14
Rafale M Engines: 2 x SNECMA M88-3 afterburning turbofans, 86.98 kN (19,555 lb st) Length 15.30m (50 ft 2½ in) Height 5.34m (17 ft 6¼ in) Wing span (over AAMs) 10.90m (35 ft 9¼ in) Empty weight equipped 9670 kg (21,319 lb) Max Take-Off Weight 21.500 kg (47,399 lb) Max level speed at 11.000m (36,069 ft) Mach 2.0 or 2125 km/h (1,321 mph) Service ceiling 16,460m (54,000 ft) Armament: one DEFA 791 B 30mm cannon; up to 6000 kg (13,228 lb) ordnance Hardpoints: 13
Intended as a multi¬role fighter, the private venture Mirage 4000 prototype was originally known as the Super Mirage 4000. Powered initially by two SNECMA M53-2 turbofans with afterburning thrust of 8500kg, the Mirage 4000 introduced extensive use of boron and carbonfibre composites for structures, and computer-derived aerodynamics and a fly-by-wire active control system making possible a rearward CG. Built-in armament consisted of two 30mm cannon and external ordnance loads in excess of 8000kg could be distributed between 11 external stations.
First flown on 9 March 1979, the Mirage 4000 achieved Mach=1.6 during its first flight and Mach=2.2 five weeks later, on 11 April, during its sixth flight. The single prototype was re-engined with M53-5 turbofans with afterburning thrust of 8790kg during the course of its flight test programme. No production contract was placed for the Mirage 4000, but in 1986, the prototype was re-engined with M53-P2 engines and participated in the Rafale programme.
Mirage 4000 Engine: 2 x SNECMA M53 turbofans, 10000kg Wingspan: 12.0 m / 39 ft 4.5 in Length: 18.7 m / 61 ft 4 in Wing area: 73.0 sq.m / 785.76 sq ft Max. speed: 2333 km/h / 1450 mph Ceiling: 20000 m / 65600 ft Range w/max.fuel: 3700 km / 2299 miles Armament: 2 x 30mm cannons Hardpoints: ten
In 1954 the French Government elected to create their own nuclear deterrent force. Development of a launch platform for the weapons was headed by Dassault with a requirement for a long-range high-speed mission to be met. Basically a scaled-up Mirage III, the project redesign considered many changes in size and powerplant, but the solution was found with inflight-refuelling.
The first Dassault Mirage IVA prototype flew on 17 June 1959, then powered by two 13,225 lb / 6000kg SNECMA Atar 09 augmented turbojets. On its 14th test flight during July1959 it reached Mach 1.9, and attained Mach 2 on its 33rd flight. The prototype set up an international speed record of 1132 mph over a 620 mile circuit in 1960.
Mirage IV prototype
Three pre-production prototypes followed, the first of which flew on 12 October 1961. Powered by a pair of 6400kg Atar 9Cs, this aircraft was larger and more representative of the production Mirage IVA, incorporating a large circular radome under the centre fuselage forward of the semi-recessed nuclear free-fall bomb.
The first of these pre-production aircraft was used for bombing trials and development at Colomb-Bechar; the second similar aircraft was used to develop the navigation and inflight-refuelling systems; and the third, a completely operational model with Atar 9Ks, full equipment including nose-probe for refuelling and armament, flew on 23 January 1963.
The French air force ordered 50 production aircraft for delivery in 1964-5, with a repeat order for a further 12 placed later for the French Air Force’s Force de Frappe.
The useful radius of 1,000 miles (1,610 km) can be extended by in flight refuelling. By 1967 all had entered French Air Force service, each carrying a free fall nuclear bomb under the fuselage.
By 1985, about 50 IV As remain operational. Most deployed as tactical bombers with strategic capability, carrying either a nuclear weapon or 1,000 lb of bombs, although a very small number have been mod strategic reconnaissance aircraft.
The IV A has received in-service modifications permitting it to be used for low level as well as high level bombing missions.
Dassault is converting 18 Mirage IVAs to carry the medium-range air-to-surface (ASMP) nuclear missile as Mirage IVPs. An avionics upgrade, including the fitting of a Thomson-CSF Arcana pulse-¬Doppler radar and dual inertial systems, improved navigation and attack capabilities. The Mirage IVP will also have an improved elec¬tronic warfare system with upgraded jamming pods and chaff dispensers carried on the outer wing pylons. The last of nine Mirage IVA strategic bomber units disbanded in July 1988 with passing of the French nuclear deterrent to silo-based S-3 strategic missiles. However, two units still operate remaining Mirage IVPs (P= Penetration) of 18 upgraded between May 1983 and December 1987 to carry the ASMP medium-range nuclear-tipped air-to-surface missile. Mirage IVPs have Arcana pulse doppler radar, dual inertial navigation systems, a Thomson-CSF Barem self protection jamming pod, a BOZ-100 chaff/flare pod and Thomson-CSF Serval radar warning receivers. Eighteen unconverted Mirage IVAs remained in store.
Production totaled 62 aircraft plus four prototypes.
The Mirage IV was retired from operational service in 2005.
Engine: 2 x SNECMA Atar 09K-50 afterburning turbo¬jet, 15400 lb (7000kg) thrust. Wing span: 38 ft 10.5 in (11.85 m). Length: 77 ft 1 in (23.50 m). Wing area: 840 sq ft (78.0 sq.m). Height: 5.4 m / 17 ft 9 in Empty weight: 14500 kg / 31967 lb Gross weight: 69,665 lb (31,600 kg). Max speed: 1,450 mph (2,335 km/h) at 36000 ft (11 000 m). Cruise speed: 1966 km/h / 1222 mph Ceiling: 20000 m / 65600 ft Range: 2480 km / 1541 miles Range w/max.fuel: 4000 km / 2486 miles Armament: 1 x 60kt nuclear bomb or 7260kg of weapons Crew: 2.
The early sales success of its Mystere-Falcon 20 series led Dassault to investigate the market prospects for a new short-range airliner. Known as the Dassault Mercure, and generally similar in size and external configuration to the Boeing 737, Dassault aircraft was of low-wing monoplane configuration with a circular-section pressurised fuselage providing accommodation for 120-150 passengers, or a maximum of 162 in a high-density arrangement. The tail unit was conventional, and the tricycle landing gear had twin wheels on each unit. Like the Model 737 the Mercure had two Pratt & Whitney JT8D turbofans, these being of the Dash-15 series which was one of the options available for the Model 737. The cost of launching the project was beyond the resources of Dassault, but the company was to obtain from the French government loan support to 56% of the estimated initial cost of 1,000 million francs. Dassault put in 14% of the total, the balance coming from risk-sharing partners. The initial prototype Mercure (F-WTCC) flew for the first time on 28 May 1971 powered by two Pratt & Whitney JT8D-11 engines, each of 6804kg thrust, the last three letters of this specially chosen registration representing Transport Court-Courrier (short-range transport). The second prototype (F-WTMD), flown on 7 September 1972, had more powerful JT8D-15s.
Production began after the receipt of an order for 10 aircraft from Air Inter, a French domestic airline, on 29 January 1972. Delivered in May 1974, the first aircraft went into service on 4 June 1974 and the 10th in December 1975.
Ten years later, in April 1985, the second prototype was refurbished and added to the Air Inter fleet. Designated the Mercure 100, the 156-passenger airliners, operated with an annual subsidy from the French government to offset the extremely high cost of spares. The Mercure 200 higher capacity version seating 186 passengers and powered by SNECMA CFM56 turbofan engines was projected but did not proceed.
Dassault Mercure Engine: 2 x Pratt & Whitney JT8D-15 turbofans, 68974 N / 7031kg Wingspan: 30.56 m / 100 ft 3 in Length: 34.84 m / 114 ft 4 in Height: 11.37 m / 37 ft 4 in Wing area: 116.0 sq.m / 1248.61 sq ft Max take off weight: 124582.5 lb / 56500.0 kg Empty weight: 31800 kg / 70107 lb Max. speed: 513 kts / 950 km/h Cruise speed: 858 km/h / 533 mph Range: 594 nm / 1100 km Range w/max.payload: 756 km / 470 miles Crew: 3+162
The Falcon 2000 derived from the Falcon 900, but was designed as a smaller transcontinental jet with a reduction in range. That factor allowed Dassault to remove one engine, and make the Falcon 2000 more economical to operate and maintain. Its two remaining engines were developed in partnership with General Electric and Allied Signal specifically for the new jet design.
First flew in March 1993, with 3815 lbs of additional fuel, the 2000EX has a range of 3800 sm.
Dassault Falcon 2000E M-AMND
Falcon 2000 Engine: 2 x General Electric / Garrett CFE 738 1-1B, 25467 N / 2596 kp Length: 66.371 ft / 20.23 m Height: 23.163 ft / 7.06 m Wingspan: 63.419 ft / 19.33 m Wing area: 527.651 sq.ft / 49.020 sq.m Max take off weight: 35809.2 lb / 16240.0 kg Weight empty: 20738.0 lb / 9405.0 kg Cruising speed: 488 kts / 903 km/h Initial climb rate: 3425.20 ft/min / 17.40 m/s Service ceiling: 46916 ft / 14300 m Cruising altitude: 39009 ft / 11890 m Wing load: 67.86 lb/sq.ft / 331.0 kg/sq.m Range: 2999 nm / 5555 km Range (max. weight): 999 nm / 1850 km Crew: 2 Payload: 8-19pax
A new business jet project announced for 1982 was the Falcon 100, which was essentially a re¬fined version of the Falcon 10. To supersede the Falcon 10 and certificated in December 1986, the basic airframe remained unchanged, but the Series 100 featured increased weights (Ramp and Max. Take-off), a fourth cabin window on the starboard side, bigger luggage compartment and a ‘glass cockpit’.
The design of the Falcon 100 features no life limited parts. The airplane can fly at Mach .87 and the flight controls are driven by push rods that are boosted by dual hydraulic actuators. An artificial feel computer, called the “Arthur Q,” compensates the control boost for airspeed, so that the Falcon 100 feels the same at all speeds. Should both hydraulic actuators fail, the pilot can continue to fly using the basic mechanical control linkage.The Falcon 100 also has single point pressure refuelling, which is standard on all large jets. To refuel, a hose connects to an outlet in the tailcone, and fuel is pumped into the tanks without the need for an onboard electric pump. Because fuel heaters prevent fuel ice formation, there is no requirement to treat the Falcon 100’s fuel with an anti ice additive. When production ceased in 1989 223 Falcon 10/100s had been delivered to customers in 24 countries.
Falcon 100 Engines: 2 x Garrett TFE 731-2, 3230 lbs / 1465kg thrust. Seats: 8/10. Length: 13.86 m / 45 ft 6 in Height: 4.61 m / 15 ft 1 in Wingspan: 13.08 m / 42 ft 11 in Wing area: 24.1 sq.m / 259.41 sq ft Wing aspect ratio: 7.1. Maximum ramp weight: 18,740 lbs. Maximum takeoff weight: 18,740 lbs. Standard empty weight: 10,800 lbs. Maximum useful load: 7940 lbs. Zero-fuel weight: 13,560 lbs. Maximum landing weight: 17,640 lbs. Wing loading: 72.2 lbs/sq.ft. Power loading: 2.9 lbs/lb. Maximum usable fuel: 5910 lbs. Best rate of climb: 4450. Certificated ceiling: 45,000 ft. Max pressurisation differential: 9.1 psi. 8000 ft cabin alt @: 45,000 ft. Maximum single-engine rate of climb: 1050 fpm @ 183 kts. Single-engine climb gradient: 345 ft/nm. Single-engine ceiling: 18,000 ft. Maximum speed: 487 kts. Max operational speed Mach .87. Normal cruise @ 39,000ft: 454 kts. Fuel flow @ normal cruise: 1200 pph. Stalling speed clean: 123kts. Stalling speed gear/flaps down: 93 kts. Turbulent-air penetration speed: 250 kts. Crew: 2
The Falcon 30 was a commuter line development of Falcon 20 (at first as Falcon 20T, with smaller fuselage). Thirty passengers. Lycoming ALF 502D turbofan engines. Prototype first flown 11 May 1973; no production.
In 1964 Dassalt signed an agreement with West German firm Siebelwerke for Siebelwerke to set up a production line to build Mystere 30.
The Falcon 40 was a projected forty passenger alternative to Falcon 30, using high density seating and non FAA certification procedures.
Designed jointly by Dassault and Sud Aviation, the Mystere 20 was based on the proven wing of the Dassault Mystere family of fighter aircraft. The original Dassault biz jet known as the Mystere XX, was designed 1960/61, and the first metal was cut February 1962. The prototype Mystere 20 (Mystere in France, and Falcon for export sales), registered F-WMSH, flew on 4 May 1963 with 3,300 lbs. s.t / 1497kg Pratt & Whitney JT12A turbojets, but these were later changed to General Electric CF700s, and in this form flew on 10 July 1964. A cantilever low-wing monoplane with swept wings and tail surfaces, a circular-section fuselage and retractable tricycle landing gear, the prototype had a fuselage built by Dassault and wings and tail unit by Sud-Aviation. However, for production aircraft Dassault builds the wings and Aerospatiale the fuselages and tail units. The first production Mystere 20 flew on 1 January 1965. Deliveries began in 1965, and Pan American placed the first orders. Several versions were built, differing by more powerful engines.
Mystere 20
Built by Avions Marcel Dassault at Bordeaux, the Mystere aircraft is universally known as the Fan Jet Falcon, this title strictly applies only to the aircraft sold by Pan American. In 1963 Pan American ordered 40 Mystere 20 with option on 120 more. The deal was for $128,000,000 at $800,000 per unit. To the manufacturer the type is still the Mystere 20.
Following certification the Business Jets Division of Pan American World Airways (now known as Falcon Jet Corporation) became interested in this aircraft for sale in North America, where they were marketed under the name Fan Jet Falcon. Newark Air Service Inc was named East Coast maintenance centre for the Mystere 20 in 1964.
The Falcon C original production variant had 4,125 lb st (1870 kgp) CF700 2C turbofans ( 2D or 213 2 later, by retrofit), and a gross weight of 26,450 lb (12 000 kg). First flown on 1 January 1965, the Falcon C was certificated on 9 June 1965.
The first production series became identified as the Standard Falcon 20. From this was developed a version with increased fuel capacity, available as the Falcon 20C with the same 1871kg thrust General Electric CF700-2C powerplant as the Standard Falcon, or as the Falcon 20D with the more powerful CF700-2D with a thrust rating of 1928kg. The introduction of 2041kg thrust CF700-2D-2 engines resulted in a version designated Falcon 20E, and the addition of high-lift devices to improve take-off and landing performance and a further increase in fuel capacity were identifying features of the Falcon 20F.
The F model was introduced at Pan Am’s request in 1970 to meet a need for a short field capability, featuring full span drooping leading edges, being heated by engine bleed air and increased fuel capacity. First flown May 1969 and certificated (to FAR Part36) on 20 January 1970. Standard passenger accommodations provide seating for 8 to 10, while a maximum of 12 to 14 is optional. The static vents of the F are mounted in a small square plate on the fuselage sides below the cockpit side windows. A succession of development problems has delayed the ATF3 programme and up to February 1981 the company had been unable to complete the 150 hr endurance test required before the FAA would issue a certificate. This in turn imposed serious delays upon delivery of the Coast Guard HU 25As. As the higher power of the new engines is matched by increased fuel capacity in the Falcon 20G, the better specific consumption and better specific air range (in terms of miles per lb of fuel) produce a significant increase in actual range: the improvement is of the order of 27 per cent at low altitude in typical search missions and over 20 per cent at high altitudes cruising at Mach= 0. 7. The extra fuel, totalling 130 Imp gal (590 lt), is carried in an auxiliary tank in the rear fuselage, immediately behind the aft cabin bulkhead, and brings total fuel capacity to 1,270 Imp gal (5770 lt). The engines for the HU 25A are identified as ATF3 6 2Cs, variants of the ATF3 6 that are specially adapted for the Coast Guard aeroplanes. The special features of the 2C version are an additional 6,000 rpm drive in the accessory pack to power a second hydraulic pump (required to drive an additional electrical generator) and the use of aluminium instead of magnesium for the accessory pack easing, to improve corrosion resistance in the overwater environment in which the Guardian will spend much of its time. Airframe changes to allow the Falcon to meet the Coast Guard mission, apart from the extra fuel tank and the new engine installation, are relatively minor, and comprise the installation of a wide vision search window each side at the front of the cabin (in place of the standard windows), provision of a hatch in the cabin floor for the dropping of survival kits, fitting a side looking camera port and providing hardpoints under the wings and fuselage to carry sensor pods. Two wing points are stressed for loads of 1,450 lb (660 kg) each, and two for 1,120 lb (507 kg); there are also four strong points under the fuselage, two stressed for 1,100 lb (500 kg) each and two for 440 lb (200 kg) each. The aircraft gross weight is increased from the 28,660 lb (13 000 kg) of the Falcon 20F to a maximum of 32,000 lb (14 500 kg). Internally, the Coast Guard’s HU 25A is laid out to be operated by a five man crew, comprising two pilots, an SSO (surveillance system operator) and two observers, seated alongside the enlarged windows. With most of the starboard side of the cabin occupied by radio and avionics equipment, there is space to port for a three seat couch for additional passengers. The first Gardian flew in April 1981. Deliveries to the French Navy began in 1983, and were completed in the following year. Generally similar for the French Navy and the Japanese Maritime Safety Agency. Powered by two 5,538 lb thrust Garrett-AiResearch ATF 3 6 2C turbofan engines, these aircraft carry advanced electronics for their maritime surveillance role. Several military roles have been developed for the Mystère 20 biz-jet, examples of which are in service as VIP transports and communications aircraft with a number of air forces throughout the world.
The RAAF operated three Falcon 20 as VIP transports between 1967 and 1989, the last, A11-090, delivered in August 1967. The serial suffix was the manufacturer’s construction number.
RAAF Falcon 20 A11-090
Dassault Breguet first indicated its intention to introduce a version of the Falcon with new turbofans in the 5,000 lb st (2 268 kgp) class during 1975, when the designation Falcon 20G was applied. The prototype of the Dassault-Breguet Mystere Falcon 20G (F-WATF) which had been selected by the US Coast Guard to meet its medium range surveillance aircraft requirement (known as project HX-XX) was flown for the first time in prototype form on 28 November 1977, being a standard production Falcon 20F fitted with Garrett AiResearch ATF3 engines. It was later fitted with the enlarged observation window at the front of the cabin. Powered by 5,440 1b (2468 kg) thrust Garrett ATF 3-6-2C turbofans, 41 had been ordered for the Coast Guard for a medium range surveillance role on 5 January 1977, which allocated the designation HU 25A Guardian, the first of 41 entered service in 1982.
In USCG service the HU-25A is used in the search and rescue role, HU-25B is the pollution control version, and the FLIR-equipped HU-25C modified for the drug interdiction role using a Westinghouse APG-66 search radar.
After the US Coast Guard bought 41 Mystêres as Guardians, Dassault-Breguet developed the Mystère 20H Gardian to meet Aéronavale needs for maritime surveillance in the Pacific. Before commercial deliveries of the Falcon 20H began, Dassault Breguet was committed to the delivery of five examples ordered in 1977 by the Aeronavale (French Navy) in the maritime surveillance role for service in the Pacific. These aircraft have been given the name Gardian by Dassault Breguet and differ from the Coast Guard’s Guardian in several important respects in addition to the larger fuselage fuel tank. Observation windows and ventral drop hatch are the same in both aircraft, but the Gardian’s external stores provision comprises only four wing stations two outboard stressed for 1,430 lb (650 kg) each and two inboard for 1,650 lb (750 kg) each. Like the HU 25A, the Gardian is powered by ATF3 6 2C engines to take advantage of the additional constant speed drive for a hydraulic motor to drive a 20 kVA alternator, but there is a further increase in gross weight, to a permissible maximum of 33,510 lb (15 200kg). The basic layout of the Gardian fuselage differs in detail from that of the HU 25A, and provides for an operational crew of six plus a four seat couch. In addition to two pilots and two visual observers, the crew includes a navigator and a radar operator, seated side by side at the rear of the cabin and facing the main equipment consoles on the right hand side. Without major difficulty, an additional four seat couch can be fitted, to bring total occupancy to 14; alternatively, two stretchers can be carried in place of the two couches, or four VIP seats and removable tables can be fitted in the central cabin area, in all cases without removing the rear equipment consoles or the forward observation seats. A number of airframes have been used by Dassault Breguet, FJC and Garrett AiResearch in the development of the Falcon 20G, 20H and Guardian variants. On 28 November 1977, Falcon 20F No 362 was flown for the first time, at Bordeaux, in the guise of the Falcon 20G prototype, fitted with a pair of ATF3 engines (the first time these engines had flown). To increase the engine development flying, a Falcon 20C (No 137) was acquired by Garrett AiResearch in 1977 and first flew on 17 June 1978 after being fitted with an ATF3 on the starboard side only, retaining the standard CF700 to port. The Falcon 20G designation is applicable only to the HU 25A Guardian for the US Coast Guard. It has been superseded commercially by the Falcon 20H, announced in mid 1979. Using the same basic engine installation as the Falcon 20G, the 20H differs in having a number of features that the company has meanwhile developed in the course of design and production of the three engined Falcon 50. Most significant of these features is the rear fuselage tank, which in the Falcon 20H has a capacity of 189 Imp gal (860 lt) the same as that used in the Falcon 50 and substantially larger than the new tank introduced in the Falcon 20G. Also based on the Falcon 50 experience, the systems in the Falcon 20H have been extensively modified for improved performance, greater reliability, easier maintenance and reduced weight. Complete spares interchangeability between Falcon 50 and Falcon 20H is achieved by introducing, in the latter, a new duplicated hydraulic system with separate pumps; two segregated electrical systems of increased power; a new ABG/SEMCA air conditioning system; an automatic stability system, Mach trim, yaw damper and flap asymmetry limiter; and, as options, a Solar T62 APU and the Collins APS 80 autopilot already specified for the HU 25A Guardian. Gross weight of the Falcon 20H is increased, like that of the 20G, to 32,000 lb (14 500 kg), and the aft limit CG position is moved back from 28 to 35 per cent, thanks to the introduction of a system that automatically extends the inboard wing leading edge slats at high angles of incidence. The cabin of the Falcon 20H is unchanged in size from that of the earlier aircraft, and various layouts for 8 to 14 passengers were available. First flown 30 April 1980. The first of five Dassault-Breguet Gardians for Aeronavale made its maiden flight on 15 April at Bordeaux-Merignae, and a second flight was made the same day to ferry the aircraft to Istres. The Gardian is a maritime patrol version of the Mystere-Falcon 20H, carrying Thomson-CSF Varan radar and a new Crouzet navigation system. It has an air-openable forward door to allow large items, such as rescue rafts, to be dropped, and four wing hardpoints for various loads such as sensor packs, target-towing equipment, weapons and ECM pods. The first Falcon 20 to undergo conversion into a Falcon Cargo was scheduled to begin certification flight trials on March 1, 1972. A cargo loading door has been substituted for the normal entrance in the port forward fuselage during modification by Little Rock Air¬motive to a Pan Am Business Jet requirement. The Canadian Armed Forces operated the Falcon 20 as the CC-117 until 1988.
The Mystere-Falcon 20 found employment for both civil and military use with orders approaching 500.
The Falcon 200 replaced the Falcon 20F on the production line in 1983, after 473 Falcon 20s had been delivered. Originally designated Falcon 20H the prototype 200, fitted with less powerful 2360kg thrust ATF 3-6A-4C engines, bigger fuel tanks in the rear fuselage, some systems’ changes and redesigned wing root fairings, flew for the first time on 30 April 1980. Announced at the 1981 Paris Air Salon the Falcon 200 was certificated by the DGAC on 21 June 1981 and deliveries began in 1982. By 1989 35 had been delivered to 11 countries. The maritime patrol and enforcement version of the Falcon 200 is marketed as the Gardian 2, and has a Thomson-CSF Varan search radar, two Exocet sea-skimming air to surface missiles mounted on underwing pylons, electronic surveillance and countermeasures equipment and target-towing capability. Five were in service with the French navy. The Falcon 200 has a max cruising speed of 531 mph and an economic cruise of 475 mph over 2590 miles. The last Falcon 200 was produced in 1988.
The three RAAF aircraft were Mystere 20C models, with the capability to deploy a drag chute on landing. The 400 series constructor numbers indicate built to FAA certification.
In July 1982 Dassault-Breguet indicated performance improvements for the Falcon 200, recently certificated with Garrett ATF3 engines incorporating the new E-6 fan section. The aerodynamic improvements combined with the new engines give the Falcon 200 a range of 2550 nm / 4725 km with eight passengers an NBAA VFR reserves. An improvement of 150 nm / 278 km from previously announced and 720 nm / 1335 km better than the Falcon 20F. Take-off distance with full fuel and eight passengers has been reduced from 5250 ft / 1600 m to 4650 ft / 1420 m.
Standard Falcon 20 Engines: 2 x General Electric CF700-2C, 1871kg / 4,315-lb. s.t. thrust Gross wt. 28,660 lb Empty wt. 15,970 lb Fuel capacity 1,385 USG Seats 8-14 Top speed: 465 mph. Cruise speed: 405 mph Stall: 95 mph. Range 2,200 miles Ceiling: 2,000 ft Takeoff distance (35 ft): 3,790 ft Landing distance (50ft): 1,930 ft
Falcon 20C Engines: 2 x General Electric CF700-2C turbofans ( 2D or 213 2 later, by retrofit), 1871kg / 4,125 lb st thrust Wing span: 16.3m / 53 ft 6 in Length: 17.15m / 56 ft 3 in Height: 5.32m / 17 ft 5 in Empty weight: 7000 kg / 15,430 lb Gross weight: 27,115 lb / 12,300 kg Max speed below 23,500 ft: 425 mph / 684 kph Max speed above 23,500 ft: M0.88 Ceiling; 42,000 ft / 12,800 m Stall: 99 mph / 160 kph Max range at 20,000 ft: 870 nm / 1610 km Passenger capacity: 8
Falcon 20D Engines: 2 x CF700 2B, 4,250 lb st (1930 kgp). Total cabin volume: 700 cu ft (20 cu.m). Forward baggage compartment: 35cu ft (1cu.m). Aft baggage compartment: 15 cu ft (0.4cu.m). Total fuel cap: 1,100 imp gal (1,315 US gal, 5,000 lit). Unusable fuel: 32 imp gal (38 US gal, 145 lit). Gross weight: 27,337 lb (12 400 kg).
Falcon 20D Engines: 2 x CF700-2D, 1928kg
Falcon 20E Engines: 2 x General Electric CF700-2D-2, 4,315 lb st (1960 kgp) Total cabin volume: 700 cu ft (20 cu.m). Forward baggage compartment: 35cu ft (1 cu.m). Aft baggage compartment: 15 cu ft (0.4 cu.m). Total fuel cap: 1,148 imp.gal (1,372 USgal, 5,220 lit). Unusable fuel: 32 imp gal (38 US gal, 145 lit). Gross weight: 28,660 lb (13 000 kg).
Falcon 20F Engines: 2 x GE CF700-2D-2, 4,315 lb, 19.2kN thrust Overall wingspan: 53ft 6in (16.3m). Overall length: 56ft 3in (17.15m). Overall height: 17ft 5in (5.32m). Wheelbase: 18ft 11in (5.77m). Wheel track: 11 ft 6 in (3.5 m). Wing area: 440sq ft, 41sq.m. Wing aspect ratio: 6.4. Maximum ramp weight: 28,660 lbs. Maximum takeoff weight: 28,660 lb / 13,000kg Standard empty weight: 17,060 lbs. Maximum useful load: 11,600 lbs. Zero-fuel weight: 19,600 lb / 8,900kg Maximum landing weight: 27,320 lb / 12,380kg Wing loading: 65.1 lbs/sq.ft. Power loading: 3.2 lbs/lb. Total fuel cap: 1,148 imp.gal (1,372 USgal, 5,220 lit) / 9,240 lb, 4,180kg Unusable fuel: 32 imp gal (38 US gal, 145 lit). Best rate of climb: 3650 fpm Certificated ceiling: 42,000 ft. Max pressurisation differential: 8.3 psi. 8000 ft cabin alt @: 42,000 ft. Maximum single-engine rate of climb: 900 fpm @ 203 kts. Single-engine climb gradient: 266 ft/nm. Single-engine ceiling: 15,000 ft. Maximum speed: 453 kts. Normal cruise @ 37,000ft: 432 kts. Fuel flow @ normal cruise: 1930 pph. Stalling speed clean: 119 kts. Stalling speed gear/flaps down: 93 kts. Turbulent-air penetration speed: 250 kts. VMO SL: 350kt, 650krn/hr VMO 23,000ft: 390kt, 720krn/hr MMO Mach 0.88 VFE 190kt, 355km/hr VLO 190kt, 355km/hr VLE 220kt, 410km/hr VMCA 98kt, 182km/hr Balanced field length: 5,300ft at max weight ISA SL. Passenger accommodation: 8-10 / 12-14 option Total cabin volume: 700 cu ft (20 cu.m) Forward baggage compartment: 35cu ft (1 cu.m) Aft baggage compartment: 15 cu ft (0.4 cu.m).
Falcon 20G / HU 25A Guardian Engines: 2 x Garrett ATF 3-6-2C turbofans, 5,440 1b (2468 kg) thrust Length: 56 ft 3 in / 17.14 m Height: 17 ft 5 in / 5.2 m Wingspan: 53 ft 6in / 16.3 m Wing area: 449.935 sq.ft / 41.8 sq.m Aspect ratio: 7.02: 1 Empty weight: 19,000 lb (8 620 kg) Equipped empty, 5 crew: 20,890 lb (9 475 kg) Max take off weight: 32,000 lb (14 515 kg) Max zero fuel: 22,520 lb (10215 kg) Max landing, 27,580 lb (12 510 kg) Wing load: 67.86 lb/sq.ft / 331.0 kg/sq.m Total fuel capacity: 1,270 Imp gal (5770 lt / 10,220 lb / 4 636 kg Max. speed: 469 kts / 869 km/h Max cruising speed: M = 0. 80, 531 mph (855 km/h) at 40,000 ft (12200 m) Economical cruising speed, M=0.72 Minimum low altitude manoeuvring speed, 173 mph (278 km/h) Take off run, max weight, ISA at SL: 4,050 ft (1235 m) Max range with crew of five, 5 per cent fuel res plus 30 min: 2,590 mls (4170 km) Undercarriage track: 12 ft 1.25 in (3,69m) Wheelbase: 18 ft 10 in (5,74 m) Crew: 5, two pilots, an SSO (surveillance system operator) and two observers. Passengers: 3 Hardpoints: 2 x wing points 1,450 lb (660 kg) each, 2 x wing points 1,120 lb (507 kg); 2 x fuselage 1,100 lb (500 kg) each, 2 x fuselage 440 lb (200 kg) each.
Falcon 20G / HU-25B Engines: 2 x Garrett ATF 3-6-2C turbofans, 5,440 1b (2468 kg) thrust Length: 56.234 ft / 17.14 m Height: 17.06 ft / 5.2 m Wingspan: 53.478 ft / 16.3 m Wing area: 449.935 sq.ft / 41.8 sq.m
Falcon 20G / HU-25C Engines: 2 x Garrett ATF 3-6-2C turbofans, 5,440 1b (2468 kg) thrust Length: 56.234 ft / 17.14 m Height: 17.06 ft / 5.2 m Wingspan: 53.478 ft / 16.3 m Wing area: 449.935 sq.ft / 41.8 sq.m
Falcon 20H / Mystère 20H Gardian Engines: 2 x Garrett ATF 3-6-2C turbofans, 5,440 1b (2468 kg) thrust Span: 16.3 m. Length: 17.2 m. Wing area: 41 sq.m. Empty wt: 8700 kg Gross weight: 33,510 lb (15 200kg). Hardpoints: four wing two outboard 1,430 lb (650 kg) each and two inboard 1,650 lb (750 kg) each. Warload: 1640 kg Max speed: 860 kph. Ceiling: 13,700 m. Fuel internal: 6000 lt. Range: 4490 km. Air refuel: No Operational crew: 6 Passengers: 4 Total seating: 14
Falcon 20H Engines: 2 x Garrett ATF 3-6-2C turbofans, 5,440 1b (2468 kg) thrust Wing span: 53 ft 6 in (16.3 m) Gross weight: 32,000 lb (14 500 kg) Max cruise: 531 mph (855 km/h). Hardpoints: 4
In 1968, Avions Marcel Dassault, decided to build a smaller version of the 20. Scaled down to 70 percent of the 20’s size, possibly with U.S. powerplants and marketed through Pan American, would capitalize on the engineering and sales know how learned from the Falcon 20 program. The result would be the Falcon 10, hopefully with a lower acquisition cost. Whereas the Falcon 10 wingspan, fuselage length and tail height all would be the desired 70 percent of the original Falcon 20 size, the volume inside the wing and fuselage available to carry fuel would only be 34 percent of that used in the 20. As a scaled down Falcon, the 10 would only hold 470 gallons of fuel.
To solve the problems Dassault would design a new, advanced wing, thick enough to hold sufficient fuel in internal tanks, yet still able to retain the high, critical Mach number and reasonable drag rise characteristics associated with more conventional, thin airfoils.
It was decided that the Falcon 10 wing should be 13.5 percent thick at the root, retain much of its thickness (10 percent) up to the wing fence, and then slope to seven percent at the tip.
1st prototype
The first Falcon 10 (F-WFAL), powered by GE CJ610-1 engines, flew on December 1, 1970, and on June 1, 1971, set a 1,000 km closed circuit speed record of 502.2 knots. A second prototype, with the Garrett TFE 731 2 engine, flew for the first time on October 15, 1971, and the number three Falcon 10 set a 2,000 km speed rec¬ord in May 1973. In April 1973 the first production aircraft was flown.
The engineering team also incorporated advanced high lift devices in the Falcon 10’s wings to compensate for higher wing loading. (The Falcon 10’s wing area is only 59 percent of the 20’s, while the 10 lifts 64 percent of the 20’s takeoff weight.) Full¬span leading edge devices, plus double slot¬ted Fowler flaps, combined with the advanced supercritical wing to produce a maximum lift capability for the Falcon 10 wing that is seven percent greater than the Falcon 20Fs and 35 percent greater than the Falcon 20E’s.
Leading edge slats and double slotted Fowler flaps allow the Falcon 10 to operate out of many airports too small for either airliners or competitive corporate jets. FAR 36 noise standards are met, thanks to the quiet Garrett 731 2 turbofans. The airplane is certificated without the need for stick pull¬ers to protect from overspeed, and stick shakers or pushers to protect against stall. Because the extras that Dassault included were expensive, the Falcon 10’s price was higher than its light business jet competition.
Several of these aircraft are operated by the Aeronavale designated Falcon 10MER. They are used in general communications and liaison duties, as well as to give training to pilots of the Dassault Super Etendard carrier-based fighter. The Aeronavale’s aircraft serve with ES3 at Hyeres and ES57 at Landivisiau.
Introduced in 1985 to supersede the Falcon 10 and certificated in December 1986, the Series 100 featured increased weights (Ramp and Max. Take-off), a fourth cabin window on the starboard side, bigger luggage compartment and a ‘glass cockpit’. When production ceased in 1989 223 Falcon 10/100s had been delivered to customers in 24 countries.
1st prototype Engines: 2 x Garrett AiResearch TFE 731-2 turbofan, 3230 lb / 1465 kg st Wingspan: 42 ft 11 in / 13.08 m Length: 45 ft 5 in / 13.85 m Empty weight: 10,416 lb / 4725 kg Max payload: 1945 lb / 886 kg Max Mach: 0.87 Range 4 pax 45min res: 1800 nm / 2070 mi / 3330 km Crew: 2-3 Passenger capacity: 7 Pax cabin length: 16 ft 5 in / 5.00 m Pax cabin max width: 4 ft 9 in / 1.46 m Pax cabin max height: 4 ft 11 in / 1.50 m Pax cabin volume: 264.6 cu ft / 7.50 cu m Front baggage: 12.35 cu ft / 0.35 cu m Rear baggage: 24.7 cu ft / 0.70 cu m
Falcon 10 Engines: Garrett TFE 731 2, 3,230 lbs. thrust. Length: 45 ft. 4 in. Height: 14 ft. 6 in. Wingspan: 42 ft. 11 in. Aspect. ratio: 7. Wing area: 259 sq. ft. Wing loading: 70.7 lb/sq.ft. Seats: 8. Operating weight: 10,875 lbs. Useful load: 7,425 lbs. Payload with full fuel: 1,515 lbs. Takeoff weight: 18,300 lbs. Zero fuel weight: 12,460 lbs. Power loading: 2.8 lb/lb. Fuel capacity: 882 USG/5,910 lb. Baggage capacity: 680 lbs. Baggage area: 32 cu.ft. Cabin pressure differential: 8.8 psi. Cabin altitude at 45,000 ft: 8,000 ft. Balanced field length: 4,300 ft. Initial rate of climb: 4,200 fpm. Gross takeoff climb gradient, one engine: 3.2 degrees. Maximum operating altitude: 45,200 ft. Maximum cruise (at 39,000 ft. and 16,000 lbs): 459 knots. Normal cruise (at 39,000 ft. and 16,000 lbs.): 428 knots. Long range cruise (at 39,000 ft. and 6,000 lbs.): 428 knots. Maximum range, full fuel (45 min res): 1,800 nm. Stall speed (clean): 121 knots. Stall speed (gear, slats and flaps extended): 92 knots. Crew: 2
In the mid 1950s NATO (North Atlantic Treaty Organisation) issued a specification for a lightweight strike fighter powered by a single Orpheus turbojet. In France, the Ministere de l’Air drew up a parallel specification for an aircraft which differed essentially from that called for by NATO in having paired lightweight turbojets. Dassault prepared a basic design to meet both requirements, and evolved a third version of the design as a private venture.
The three versions of the aircraft were designated Etendard (Standard) II, IV and VI, and the first to commence its flight test programme was the Etendard II. Three prototypes had been ordered by the French government and the first of these flew on 23 July 1956. Competing with the Breguet 1100, the Etendard II was powered by two 940kg Turbomeca Gabizo turbojets and proposed armament included two 30mm cannon which were to be installed as a pack interchangeable with one containing 32 Matra 105 68mm rockets. It was intended to fit the Gabizo engines with afterburners, but as these were producing 160kg less dry thrust than promised and aircraft performance was, in general, disappointing, the programme was discontinued in November 1956, the second and third prototypes being cancelled. The second prototype was to have had 1200kg SNECMA R-105 engines.
Developed in parallel with the Etendard II and VI as a private venture, the Etendard IV light tactical fighter powered by a 3400kg SNECMA Atar 101E-4 was first flown on 24 July 1956. The Etendard IV featured larger overall dimensions, including 1.4sq.m more wing area, cabin pressurisation and longer-stroke main undercarriage members with larger wheelbase and track. There was provision for increased internal fuel capacity. The armament of the sole prototype Etendard IV comprised two 30mm DEFA cannon. Several variants of the Etendard IV were planned, including a tandem two-seat conversion trainer, a tactical reconnaissance model and a shipboard multi-role fighter version.
Etendard IV
Intended to meet the NATO requirement for a light tactical fighter, the Etendard VI was flown for the first time on 15 March 1957, three prototypes having been ordered in July 1955. Initially, the first prototype was powered by a 1700kg Bristol Siddeley Orpheus BOr 1 turbojet, but this was later to be replaced by a BOr 3 of 2200kg. Armament consisted of four 12.7mm machine guns and up to 540kg of ordnance could be carried on wing pylons. The second prototype, powered by the BOr 3 from the outset, had enlarged air intakes and an internal armament of two 30mm cannon, and was first flown on 14 September 1957. Both Etendard VIs participated in the NATO Concours at Bretigny-Chateauroux, from which the Fiat G.91 emerged as the winning contender. Construction of the third prototype, which was to have had a 2700kg BOr 12 engine with provision for afterburning and a fully area-ruled fuselage, had been terminated in June 1957. Both prototypes subsequently participated in the Etendard IVM development programme.
It was for the shipboard multi-role Etendard IV fighter that Dassault received a contract for the further development to meet the Aeronavale’s requirements. An order was placed in December 1956 for a semi-navalised prototype, this being followed on 31 May 1957 by a contract for five fully-navalised pre-production examples under the designation Etendard IVM.
Etendard IV
The prototype flew on 21 May 1958, followed by the first pre-production example on 21 December, both were powered by the 9,700 lb / 4400kg SNECMA Atar 08B turbojet. The pre-series Etendard IVM featured folding wingtips, a strengthened, long-stroke undercarriage, an extendable nosewheel leg, catapult spools and an arrester hook. Speed was in excess of Mach 1 at optimum altitude, and armament includes one or two 30 mm cannon and up to 3,000 lb (1,360 kg) of bombs, rockets, AS.30 air to surface or Side¬winder air to air missiles carried underwing. By comparison with the original Etendard IV, the IVM had 15.5% more wing area and a larger rudder. The second pre-production aircraft was completed with an 5080kg Rolls-Royce Avon 51 engine and blown flaps as the Etendard IVB.
Early in 1960, a series of catapult take-off and deck-arrester trials was carried out at RAE, Bedford, with the Avon-powered Etendard IVB. The fin-like antenna under the nose is associated with the guidance system for the beam-riding Nord 5103 missile.
Etendard IVB
In 1960, 100 Atar-powered Etendard IVMs were on order for service aboard the new French carriers Clemenceau and Foch.
Delivery of this version to the French Navy began in June 1978. Powered by an 11,025 lb thrust SNECMA Atar 8K 50 turbojet engine, it incorporates advanced high lift devices and a highly sophisticated electronics system. Armament includes two 30-mm cannon and up to 4,630 lb (12,100 kg) of air to air/air to surface missiles, bombs, etc. Normal powerplant for l’Aeronavale is the 9,700 lb. s.t. SNECMA Atar 8 turbojet, and the excess power of the Avon-¬engined Etendard is used for leading and trailing edge flap blowing for operation from smaller aircraft carriers than the new French types, if required. One additional pre-production aircraft was ordered in September 1959 and completed with a camera nose as an Etendard IVP.
During flight trials, the Etendard has flown up to M1.44 in a dive. Level flight speed is just over M1, and the practical limit is M1.3 or 670 knots. In addition to its fixed guns, the Etendard has four under¬wing attachment points for bombs, rocket pods, Nord ASMs, fuel tanks or other external stores, and the IVB has provision for an additional pylon beneath the fuselage. With two 1,000 lb bombs and cannon armament and full internal fuel of 660 Imp gal., the Etendard takes off in 1,650 ft. at 21,000 lb., or has a catapult end speed of 116.5 knots, and has a 400nm radius of action.
Maximum weight of the Etendard IVB is 22,500 lb., and it climbs to 40,000 ft. in 4 min. 20 see. Acceleration from 250 600 knots requires only 53 sec, and normal NATO naval strike equipment is fitted, including LABS and TACAN.
First flying on 21 May 1958, sixty-nine IVMs (plus 21 IVP tactical reconnaissance aircraft) were delivered between June 1961 and 1965, for both intercept and tactical strike roles from French carriers Clemenceau and Foch. Armament consisted of two 30mm cannon and a variety of underwing ordnance.
The mid-wing has 45 deg sweepback and drooping ‘dog-tooth’ leading edges and folding tips, inset ailerons, and trailing edge flaps. The tricycle undercarriage, with single wheels on each unit, retracts inwards into the fuselage, and nose wheel retracts forward. A stabilising fin is fitted under the nose.
Etendard IVM
The Etendard IVM remained in Aeronavale service until 1991, being succeeded by the Super Etendard.
To complement the Etendard IVM, the French navy needed a photo-reconnaissance version. This was the Etendard IVP that first flew in November 1960, and production totalled 21 aircraft for Flottille 16F. In the Etendard IVP, the attack fighter’s Electronique Serge Dassault Aida ranging radar and Saab toss-bombing computer are replaced by a nose installation of three Omera cameras, while another two cameras replace the attack fighter’s two ventrally mounted 30-mm cannon and their ammunition. The Etendard IVP is equipped with a nose-mounted inflight refueling probe, and can also carry a Douglas-designed “buddy” refueling pack on the centerline under the fuselage for the support of other Aeronavale fixed-wing aircraft, notably the Super Etendard development of the Etendard IVM.
Super Etendard, Aeronautique Navale, 11 Flotille
The first of three development aircraft for the Etendard IVM carrierborne attack fighter (converted from Etendard IVM airframes) flew on 28 October 1974, with revised powerplant, comprehensive high-lift devices and inflight-refuelling capability. The first pro¬duction example of the Super Eten¬dard single seat carrier based strike fighter on 24 November 1977. Initial deliveries to the Aeronavale began on 28 June 1978. The Super Etendard had a built-in armament of two 30mm cannon and various external ordnance loads on five stores stations.
By comparison with the Etendard IV-M from which it was developed, the Dassault Super Etendard introduced more advanced high-lift devices, a 5000kg SNECMA Atar 8K-50 turbojet of increased power, Agave radar in an enlarged nose and an entirely new nav/attack system with the AM.39 Exocet missile. French Navy Super Etendards were to be modified to carry the ASMP nuclear missile, and 50 aircraft were scheduled for completion by the end of 1988. Fourteen were ordered by Argentina and the Super Etendard was employed operationally from shore bases in May 1982 during the Falklands conflict. Seventy-one Super Etendards were supplied to the Aeronavale, production terminating in 1983.
The prototype of an upgraded version of the Super Etendard was flown on 5 October 1990, when it was proposed that a further 54 would be upgraded to similar standards (two by Dassault and 52 by Aeronavale’s Cuers workshops) at a rate of 15 annually from 1992, to extend the service life of the Super Etendard to the year 2008. The upgrade programme included both airframe modifications and avionics updating.
Etendard II Engines: two 940kg Turbomeca Gabizo turbojets Max take-off weight: 5650 kg / 12456 lb Empty weight: 4210 kg / 9282 lb Wingspan: 8.74 m / 28 ft 8 in Length: 12.89 m / 42 ft 3 in Height: 3.80 m / 12 ft 6 in Wing area: 24.2 sq.m / 260.49 sq ft Max. speed: 1054 km/h / 655 mph
Etendard IV Engine: 1 x 3400kg SNECMA Atar 101E-4 Wingspan: 9.04 m / 29 ft 8 in Length: 13.40 m / 43 ft 12 in Height: 4.30 m / 14 ft 1 in Wing area: 25.60 sq.m / 275.56 sq ft Max take-off weight: 850 kg / 17306 lb Empty weight: 5060 kg / 11155 lb Max. speed: 1100 km/h / 684 mph Armament: two 30mm DEFA cannon.
Etendard IVB pre-production Engine: 1 x 5080kg Rolls-Royce Avon 51
Etendard IVB Engine: 1 x 11,025 lb thrust SNECMA Atar 8K 50 turbojet Takes off run 21,000 lb: 1,650 ft Catapult end speed 21,000 lb: 116.5 kt Radius of action 21,000 lb: 400nm Maximum weight: 22,500 lb Climbs to 40,000 ft: 4 min. 20 see. Acceleration 250 600 kts: 53 sec Hardpoints: 4 Armament: two 30-mm cannon / 4,630 lb (12,100 kg) of external ordanace
Etendard IVB Engine: 1 x 9,700 lb. s.t. SNECMA Atar 8 turbojet Takes off run 21,000 lb: 1,650 ft Catapult end speed 21,000 lb: 116.5 kt Radius of action 21,000 lb: 400nm Maximum weight: 22,500 lb Climbs to 40,000 ft: 4 min. 20 see. Acceleration 250 600 kts: 53 sec Hardpoints: 4
Etendard IVM Engine: 1 x 9,700 lb / 4400kg SNECMA Atar 08B turbojet Wingspan: 9.60 m / 31 ft 6 in Length: 14.35 m / 47 ft 1 in Height: 3.90 m / 12 ft 10 in Wing area: 28.40 sq.m / 305.69 sq ft Max take-off weight: 10200 kg / 22487 lb Empty weight: 5897 kg / 13001 lb Fuel capacity: 726 Gal Underwing fuel capacity: 2 x 132 gal Max. speed: 713 mph / Mach 1.08 at 36,000 ft Cruising speed: 443 kts / 820 km/h Initial climb rate: 19685.04 ft /min / 100.0 m/s Service ceiling: 50853 ft / 15500 m Cruising altitude: 36089 ft / 11000 m Wing loading: 72.57 lb/sq.ft / 354.0 kg/sq.m Range: 378 nm / 700 km Range w/max.fuel: 3300 km / 2051 miles Armament: one or two 30 mm cannon / up to 3,000 lb (1,360 kg) external stores
Etendard IVP Engine: one 9,700-lb (4,400-kg) thrust SNECMA Atar 8B turbojet. Wing span: 31 ft 6 in (9.60 m) Length: 47 ft 8 in (14.53 m) Height: 14 ft 2 in (4.30 m) Wing area: 312.16 sq ft (29.00 sq.m) Empty weight: 13,007 lb (5,900 kg) Maximum take-off 22,486 lb (10,200 kg). Maximum speed: 683 mph (1,099 km/h) at sea level Initial climb rate: 19,685 ft (6,000 m) per minute Service ceiling: 50,850 ft (15,500 m) Radius: 186 miles (300 km). Armament: none.
Etendard VI 1st prototype Engine: 1700kg Bristol Siddeley Orpheus BOr 1 turbojet, later BOr 3 of 2200kg. Armament: four 12.7mm machine guns, up to 540kg of ordnance
Etendard VI 2nd prototype Engine: Bristol Siddeley Orpheus BOr 3, 2200kg Wingspan: 8.16 m / 26 ft 9 in Length: 12.40 m / 40 ft 8 in Wing area: 21.0 sq.m / 226.04 sq ft Max take-off weight: 5860 kg / 12919 lb Empty weight: 3720 kg / 8201 lb Max. speed: 1116 km/h / 693 mph Armament: two 30mm cannon
Super Etendard Engine: 1 x Snecma Atar 8K50. Installed thrust: 49 kN. Span: 9.6 m. Length: 14.3 m. Height: 12.631 ft / 3.85 m Wing area: 306.774 sq.ft / 28.4 sq.m. Max take off weight: 26460.0 lb / 12000.0 kg Weight empty: 14222.3 lb / 6450.0 kg Max. speed: 648 kt / 1200 km/h Wing loading: 86.31 lb/sq.ft / 421.0 kg/sq.m Warload: 2270 kg. Initial ROC: 6000 m / min. Ceiling: 13,700 m. T/O run: 700 m. Ldg run: 500 m. Range: 443 nm / 820 km Combat radius hi-lo-hi: 720 km. Fuel internal: 3270 lt. Air refuel: Yes. Armament: 2 x 30 mm DEFA 552A, 2 x AAM Hard points: 5. Crew: 1
All Aero 