Aussie Mirage III's: The Mirage III O

Being a long-time Mirage fan, I was (pleasantly) surprised to learn that Austalia, like South Africa had operated and built Mirages under licence from Dassault in France

A3 Dassault Mirage III

The search for a Sabre replacement began in the 1950s, and when a joint evaluation team from the Departments of Air and Supply visited Europe and North America in 1960, the Dassault Mirage III emerged as their selection over the Lockheed F-104 Starfighter.

Built by the French firm Generale Aeronautique Marcel Dassault (GAMD), the Mirage I flew on 25 June 1955, followed the following year by the prototype Mirage III. Having selected the Mirage, the RAAF then had to decide on the power plant, and with the Rolls Royce Avon already in service powering both the Sabre and the Canberra, this option was pursued for the Mirage. A French Mirage IIIA, known as 'City of Hobart', was fitted with an RB146 Avon 67 turbojet and flew on 13 February 1961. This was known as a Mirage IIIO, but did not receive a RAAF serial number as, although this modification delivered superior performance, its cost was prohibitive and this project was discontinued.

Having selected the French SNECMA Atar 9C engine, the first RAAF aircraft, numbered A3-1, flew at Bordeaux on 14 March 1963 and was handed over to the RAAF at Villaroche, near Paris, on 9 April. This definitive IIIO was similar to the French Air Force Mirage IIIE. While A3-1 was flown to Australia by Hercules, the second French-built aircraft, A3-2, remained in France until August 1965 to test the various RAAF modifications. Meanwhile, two further aircraft were shipped to Australia as fully-equipped major assemblies and completed at Avalon by the Government Aircraft Factories (GAF), the Australian prime contractor. The first of these, A3-3, was flown by Squadron Leader (later Air Vice Marshal) Bill Collings at Avalon on 16 November 1963.

Gradually the French content was reduced, with GAF subcontracting the wings, tail and engine to the Commonwealth Aircraft Corporation (CAC), and by aircraft A3-16 the first Australian-built primary parts were incorporated. The first order in December 1960 for 30 aircraft, A3-1 to A3-30, was followed in 1962 by an order for a further 30, A3-31 to A3-60. In 1963 the order was increased by another 40, A3-61 to A3-100, followed by 10 two-seat trainers, similar to the French Mirage IIIB, and designated IIID, A3-101 to A3-110.

Following the two French aircraft, the first 48 Australian-assembled aircraft (A3-3 to A3-50) were built as Mirage IIIO(F) interceptors and No 2 Operational Conversion Unit (2OCU) at Williamtown began receiving deliveries in 1964. No 75 Squadron became the first operational unit to equip in 1965 followed by No 76 Squadron in 1966. The next 50 aircraft (A3-51 to A3-100) were built as IIIO(A) ground attack variants with slightly different radar and the addition of doppler navigation and radar altimeters for low-level operation.

In 1967 No 75 Squadron deployed to Malaysia to replace No 3 Squadron. No 3 Squadron then became the first unit to equip with the ground-attack Mirage under Wing Commander Jake Newham, who was later to be Chief of Air Staff. When No 3 Squadron returned to Butterworth in 1969, No 77 Squadron re-equipped and became the fourth RAAF Mirage squadron.

The first two-seater Mirage IIID, A3-101, flew on 6 October 1966 and was accepted by the RAAF at Avalon on 10 November, followed by a further nine over the next year. The trainer version did not have the Cyrano II nose radar; a second cockpit was added behind the first and the avionics equipment previously stored there was relocated in the nose. The Mirage trainers were assembled by GAF from imported French-built fuselages and CAC-built wings and vertical tail surfaces.

In December 1970 the government approved the procurement of six additional Mirage IIID trainers at a cost of $11 million. These aircraft, A3-111 to A3-116, delivered from August 1973 to January 1974, enabled the retirement of the Sabre from operational fighter training.

An anomaly in Mirage deliveries occurred with A3-26. This aircraft was retained in France by Dassault from 1965 to 1968 as a trials installation for the IIIO(A) standard. The aircraft was finally delivered to 2OCU in November 1968 and the following June it was decided to convert the remaining IIIO(F) aircraft to the IIIO(A) standard for the ground-attack role.

With defence cuts under the Whitlam Government, No 76 Squadron was disbanded amongst much ill feeling in August 1973. The remaining three squadrons continued operating the Mirage in air defence and ground attack, based at Williamtown and Butterworth. Several Mirage aerobatic teams were also formed during its service with No 77 Squadron. Best known were the Deltas in 1971, followed by the Miracles in 1976 and a three-aircraft team of red, white and blue aircraft organised for the 1981 air shows. Basing of aircraft extended to Darwin in 1983 when No 75 Squadron relocated from Butterworth.

As 2OCU began to work up for the F/A-18 Hornet in 1984, all Williamtown-based Mirages were transferred to No 77 Squadron, with some 40 of the type on strength. This must have made No 77 Squadron the largest fighter squadron ever in the RAAF. No 77 Squadron finally relinquished their Mirages for Hornets in November 1987. In March 1986 No 79 Squadron reformed at Butterworth from No 3 Squadron, as the latter began conversion to the Hornet. No 79 Squadron operated the Mirage until disbanding in April 1988, leaving No 75 Squadron at Darwin and Aircraft Research and Development Unit (ARDU) at Edinburgh as the remaining operators. In early September 1988, No 75 Squadron flew a formation of Mirages over the east coast state capitals as a farewell gesture before the aircraft ceased squadron operations on 30 September. In October the remaining No 75 Squadron Mirages were ferried to Woomera and so, appropriately, this squadron, which was the first to equip with the Mirage in 1966, was the last to operate it.

The last RAAF Mirage flight was on 8 February 1989 when A3-101 was flown from ARDU at Edinburgh to Woomera to join 47 of the type in storage pending their disposal. In 1990 Pakistan purchased fifty RAAF Mirages, including two which had been stored at Point Cook, and these have now been delivered to the Pakistan Air Force, where some will undoubtedly fly for many years to come.

The Mirage saw longer service in the RAAF front line than any other fighter. Despite the original estimated design fatigue life of only 1500 hours, some Australian Mirages flew over 4000 hours. Over forty aircraft were lost in flying accidents, but those who flew it held the type in high regard. Although the 'Miracle' has left our skies, many examples remain on display at museums around Australia.

Like so many Mirage IIIs, now designated to the scrapyard:
Death in a Pakistani boneyard for one RAAF Mirage III

TECHNICAL DATA: Dassault/GAF Mirage IIIO

DESCRIPTION:
Single-seat interceptor/ground attack fighter.

POWER PLANT:
One 6200 kg (13 670 lb) thrust SNECMA Atar 9C turbojet with afterburner.

DIMENSIONS:
Length 15.03 m (49ft 4in); wingspan 8.22 m (27 ft); height 4.5 m (14ft 9in).

WEIGHTS:
Empty 7049kg (15 540 lb); max 13 699kg (30 200 lb).

PERFORMANCE:
Max speed Mach 2.2; Mach 1.14 (1390 km/h) at sea level: ferry range 3862 km (2085 nm).

ARMAMENT:
One Matra R530 and either two Sidewinder AIM-9B or two Matra R550 Magic air-to-air missiles and twin 30mm DEFA cannon. Ground attack weapons such as six Mk 82 227 kg (500 lb) bombs or three GBU-12 laser-guided bombs.

Dassault Mirage III A3-92

Selected to replace the Avon Sabre as the RAAF's fighter aircraft in 1960, the Mirage was the first aircraft in RAAF service capable of flying at twice the speed of sound. Entering operational service during 1965, the Mirage served as the front-line fighter until 1988, making the aircraft the longest-serving fighter in RAAF history. Built under licence in Australia by the Government Aircraft Factories (GAF), 100 single-seat and 16 two-seat Mirages were operated by seven RAAF units.

The first Australian-assembled Mirage flew at Avalon airfield in March 1963, and this and the following 48 aircraft were built as Mirage IIIO(F) interceptors. Following aircraft A3-50, production switched to the Mirage IIIO(A) ground attack aircraft with slightly different equipment for this role. In June 1969, the IIIO(F) aircraft were modified to the ground attack standard, to increase commonality within the Mirage fleet.

Now a gate guard at RAAF Wagga Wagga

             
In RAAF service, the Mirage operated with Nos 3, 75, 76, 77 and 79 Squadrons, as well as No 2 Operational Conversion Unit and the Aircraft Research and Development Unit, from bases across Australia and also at Butterworth in Malaysia. With the acquisition of the F/A-18 Hornet in 1985, the Mirage was phased out of service, and in October 1988 the last Mirages of No 75 Squadron were ferried to Woomera for eventual disposal.

After the cessation of Mirage operations, a number of aircraft were retained by the RAAF as training aids. This aircraft, A3-92, was one such aircraft and was used at the RAAF School of Technical Training at Wagga Wagga before transfer to the RAAF Museum for preservation.

Delivered from the GAF airfield at Avalon, Victoria, on 26 July 1968, A3-92 served with Nos 3 and 79 Squadrons at Butterworth, Malaysia, and No 77 Squadron at Williamtown, New South Wales. Withdrawn from service in May 1987, the total airframe time for the aircraft was 4037 hours.

Sources Wikipedia, Net, RAAF website. No copyright infringement intended, merely a fan blog. Happy to credit or remove content at request

Mirage III: More info and SAAF service (Click to follow links)

Mirage III in SAAF Service Part 1
Part 2: Progeny The Cheetah and Kfir

The Mirage F1 (click to follow links) 
Part 1 History of the F1
Part 2 The Border War: F1s in Combat
Part 3 Combat record and First Hand Account (Arthur Piercy)

SAAF: The Dassault Breguet Mirage III (Part 1)

The Mirage III in SAAF Service (Part 1)

Origin of the Mirage III

The Mirage III family grew out of French government studies started in 1952 that led in early 1953 to a specification for a lightweight, all-weather interceptor capable of climbing to 18,000 m (59,040 ft) in six minutes and able to reach Mach 1.3 in level flight.

Dassault's response to the specification was the Mystère-Delta 550, (above) a diminutive and sleek jet that was to be powered by twin Armstrong Siddeley MD30R Viper after-burning turbojets, each with thrust of 9.61 kN (2,160 lbf). A SEPR liquid-fuel rocket motor was to provide additional burst thrust of 14.7 kN (3,300 lbf). The aircraft had a tailless delta configuration, with a 5% chord (ratio of airfoil thickness to length) and 60 degree sweep.

After some redesign, reduction of the fin to more rational size, installation of afterburners and rocket motor, and renaming to Mirage I, in late 1955, the prototype attained Mach 1.3 in level flight without rocket assist, and Mach 1.6 with the rocket.

Mirage I (note tail and exhaust configuration) 

Dassault then considered a somewhat bigger version, the Mirage II, with a pair of Turbomeca Gabizo turbojets, but no aircraft of this configuration was ever built. The Mirage II was bypassed for a much more ambitious design that was 30% heavier than the Mirage I and was powered by the new SNECMA Atar after-burning turbojet with thrust of 43.2 kN (9,700 lbf). The Atar was an axial flow turbojet, derived from the German World War II BMW 003 design.However, the small size of the Mirage I restricted its armament to a single air-to-air missile, and even before this time it had been prudently decided the aircraft was simply too tiny to carry a useful armament load. After trials, the Mirage I prototype was eventually scrapped.

The new fighter design was named the Mirage III. It incorporated the new area ruling concept, where changes to the cross section of an aircraft were made as gradual as possible, resulting in the famous "wasp waist" configuration of many supersonic fighters. Like the Mirage I, the Mirage III had provision for a SEPR rocket engine.

Relative size and footprint

The success of the Mirage III prototype resulted in an order for 10 pre-production Mirage IIIAs. These were almost two meters longer than the Mirage III prototype, had a wing with 17.3% more area, a chord reduced to 4.5%, and an Atar 09B turbojet with after-burning thrust of 58.9 kN (13,230 lbf). The SEPR rocket engine was retained, and the aircraft were fitted with Thomson-CSF Cyrano Ibis air intercept radar, operational avionics, and a drag chute to shorten landing roll. The prototype Mirage III flew on 17 November 1956, and attained a speed of Mach 1.52 on its tenth flight. The prototype was then fitted with manually operated intake half-cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to reduce inlet turbulence. The Mirage III attained a speed of Mach 1.8 in September 1957.

The first Mirage IIIA flew in May 1958, and eventually was clocked at Mach 2.2, making it the first European aircraft to exceed Mach 2 in level flight. The tenth IIIA was rolled out in December 1959. One was fitted with a Rolls-Royce Avon 67 engine with thrust of 71.1 kN (16,000 lbf) as a test model for Australian evaluation, with the name "Mirage IIIO". This variant flew in February 1961, but the Avon powerplant was not adopted.

French Mirage IIICs

The first major production model of the Mirage series, the Mirage IIIC, first flew in October 1960. The IIIC was largely similar to the IIIA, though a little under a half meter longer and brought up to full operational fit. The IIIC was a single-seat interceptor, with an Atar 09B turbojet engine, featuring an "eyelet" style variable exhaust.

DEFA 30mm revolver auto-cannon as installed on the Mirage III and F1

The Mirage IIIC was armed with twin 30 mm DEFA revolver-type cannon, fitted in the belly with the gun ports under the air intake. Early Mirage IIIC production had three stores pylons, one under the fuselage and one under each wing, but another outboard pylon was quickly added to each wing, for a total of five. The outboard pylon was intended to carry an AIM-9 Sidewinder air-to-air missile, later replaced by the Matra Magic.

Although provision for the rocket engine was retained, by this time the day of the high-altitude bomber seemed to be over, and the SEPR rocket engine was rarely or never fitted in practice. In the first place, it required removal of the aircraft's cannon, and in the second, apparently it had a reputation for setting the aircraft on fire !

The space for the rocket engine was used for additional fuel, and the rocket nozzle was replaced by a ventral fin at first, and an airfield arresting assembly later.

A total of 95 Mirage IIICs were obtained by the French Air Force (Armée de l'Air, AdA ), with initial operational deliveries in July 1961. The Mirage IIIC remained in service with the AdA until 1988.

The Armée de l'Air also ordered a two-seat Mirage IIIB operational trainer, which first flew in October 1959. The fuselage was stretched about a meter (3 ft 3.5 in) and both cannons were removed to accommodate the second seat. The IIIB had no radar, and provision for the SEPR rocket was deleted, although it could carry external stores. 

The AdA ordered 63 Mirage IIIBs (including the prototype), including five Mirage IIIB-1trials aircraft, ten Mirage IIIB-2(RV) in-flight refueling trainers with dummy nose probes, used for training Mirage IVA bomber pilots, and 20 Mirage IIIBEs, with the engine and some other features of the multi role Mirage IIIE. One Mirage IIIB was fitted with a fly-by-wire flight control system in the mid-1970s and re-designated Mirage IIIB-SV (Stabilité Variable); this aircraft was used as a test bed for the system in the later Mirage 2000.

While the Mirage IIIC was being put into production, Dassault was also considering a multi role/strike variant of the aircraft, which eventually materialized as the Mirage IIIE. The first of three prototypes flew on 1 April 1961.

The Mirage IIIE differed from the IIIC interceptor most obviously in having a 30 cm (11.8 in) forward fuselage extension to increase the size of the avionics bay behind the cockpit. The stretch also helped increase fuel capacity, as the Mirage IIIC had marginal range and improvements were needed. The stretch was small and hard to notice, but the clue is that the bottom edge of the canopy on a Mirage IIIE ends directly above the top lip of the air intake, while on the IIIC it ends visibly back of the lip.

Many Mirage IIIE variants were also fitted with a Marconi continuous-wave Doppler navigation radar radome on the bottom of the fuselage, under the cockpit. However, while no IIICs had this feature, it was not universal on all variants of the IIIE. A similar inconsistent variation in Mirage fighter versions was the presence or absence of an HF antenna that was fitted as a forward extension to the vertical tailplane. On some Mirages, the leading edge of the tailplane was a straight line, while on those with the HF antenna the leading edge had a sloping extension forward. The extension appears to have been generally standard on production Mirage IIIAs and Mirage IIICs, but only appeared in some of the export versions of the Mirage IIIE.

The IIIE featured Thomson-CSF Cyrano II dual mode air / ground radar; a radar warning receiver (RWR) system with the antennas mounted in the vertical tailplane; and an Atar 09C engine, with a petal-style variable exhaust.

The first production Mirage IIIE was delivered to the AdA in January 1964, and a total of 192 were eventually delivered to that service.

Total production of the Mirage IIIE, including exports, was substantially larger than that of the Mirage IIIC, including exports, totaling 523 aircraft. In the mid-1960s one Mirage IIIE was fitted with the improved SNECMA Atar 09K-6 turbojet for trials, and given the confusing designation of Mirage IIIC2.

Exports and license production

The French AdA obtained 50 production Mirage IIIRs, not including two prototypes. The Mirage IIIR preceded the Mirage IIIE in operational introduction. The AdA also obtained 20 improved Mirage IIIRD reconnaissance variants, essentially a Mirage IIIR with an extra panoramic camera in the most forward nose position, and the Doppler radar and other avionics from the Mirage IIIE.

Exports

The largest export customers for Mirage IIICs built in France were Israel as the Mirage IIICJ and South Africa as the Mirage IIICZ. 

Some export customers obtained the Mirage IIIB, with designations only changed to provide a country code. Such as the Mirage IIIDA for Argentina, Mirage IIIDBR and Mirage IIIDBR-2 for Brazil. Mirage IIIBJ for Israel, Mirage IIIDL for Lebanon, Mirage IIIDP for Pakistan, Mirage IIIBZ and Mirage IIIDZ and Mirage IIID2Z for South Africa, Mirage IIIDE for Spain and Mirage IIIDV for Venezuela.

After the outstanding Israeli success with the Mirage IIIC, scoring kills against Syrian Mikoyan-Gurevich MiG-17s and MiG-21 aircraft and then achieving a formidable victory against Egypt, Jordan, and Syria in the Six-Day War of June 1967, the Mirage III's reputation was greatly enhanced. The "combat-proven" image and relatively low cost made it a popular export success.

The aircraft remained a formidable weapon in the hands of Pakistan Air force in No. 5 Squadron (Pakistan Air Force), which was fully operational by the 1971 War. Flying out from Sargodha, along with a detachment in Mianwali, these were extensively used for ground attacks. No Mirage was lost in the war. PAF defined their own work package for major Depot level & Overhaul making them world's experts on the Mirage classic. The Mirage fleet is currently being modified to accommodate Aerial Refueling and to carry Hatf-VIII (Ra'ad) cruise missiles. In wake of delays from JF-17 Thunder, Mirages continue to play a major part in the defense of Pakistan airspace through Pakistani's Engineers ingenuity and engineering skills.

A good number of IIIEs were built for export as well, being purchased in small quantities by Argentina as the Mirage IIIEA and Mirage IIIEBR-2 Brazil as the Mirage IIIEBR, Lebanon as the Mirage IIIEL,Pakistan as the Mirage IIIEP, South Africa as the Mirage IIIEZ, Spain as the Mirage IIIEE, and Venezuela as the Mirage IIIEV, with a list of subvariant designations, with minor variations in equipment fit. 

Dassault believed the customer was always right, and was happy to accommodate changes in equipment fit as customer needs and budget required. Pakistani Mirage 5PA3, for example, were fitted with Thomson-CSF Agave radar with capability of guiding the Exocet anti-ship missile.

Some customers obtained the two-seat Mirage IIIBE under the general designation Mirage IIID, though the trainers were generally similar to the Mirage IIIBE except for minor changes in equipment fit. In some cases they were identical, since two surplus AdA Mirage IIIBEs were sold to Brazil under the designation Mirage IIIBBR, and three were similarly sold to Egypt under the designation Mirage 5SDD. New-build exports of this type included aircraft sold to Abu Dhabi, Argentina, Brazil, Chile, Colombia, Egypt, Gabon, Libya, Pakistan, Peru, Spain, Venezuela, and Zaire.

Difference between EZ and RZ variants

Export versions of the Mirage IIIR were built for Pakistan as the Mirage IIIRP and South Africa as the Mirage IIIRZ, and Mirage IIIR2Z with an Atar 9K-50 jet engine. 

Export versions of the IIIR recce aircraft were purchased by Abu Dhabi, Belgium, Colombia, Egypt, Libya, Pakistan, and South Africa. Some export Mirage IIIRDs were fitted with British Vinten cameras, not OMERA cameras. Most of the Belgian aircraft were built locally.

Israel

The IDF/AF purchased three variants of the Mirage III

70 Mirage IIICJ single-seat fighters, received between April 1962 and July 1964.

Two Mirage IIIRJ single-seat photo-reconnaissance aircraft, received in March 1964.

Four Mirage IIIBJ two-seat combat trainers, three received in 1966 and one in 1968.

The Israeli AF Mirage III fleet went through several modifications during their service life.

Over the demilitarized zone on the Israeli side of the border with Syria, a total of six MiGs were shot down the first day Mirages fought the MiGs. In the Six-Day War, except for 12 Mirages (four in the air and eight on the ground), left behind to guard Israel from Arab bombers, all the Mirages were fitted with bombs, and sent to attack the Arab air bases. However the Mirage's performance as a bomber was limited. During the following days Mirages performed as fighters, and out of a total of 58 Arab aircraft shot down in air combat during the war, 48 were accounted for by Mirages.

License production: In the 1973 Yom Kippur War, the Mirage performed in air-to-air operations only. At least 26 Mirages and Neshers were lost in air-to-air combat during the war.

The Mirage IIIE was also built under license in Australia, Belgium and Switzerland.

Variants

M.D.550 Mystere-Delta

Single-seat delta-wing interceptor-fighter prototype, fitted with a delta vertical tail surface, equipped with a retractable tricycle landing gear, powered by two 7.35 kN (1,653 lbf) thrust M.D.30 (Armstrong Siddeley Viper) turbojet engines; one built.

Mirage I

Revised first prototype, fitted with a swept vertical tail surface, powered by two reheated M.D.30R turbojet engines (9.61 kN (2,160 lbf with reheat), also fitted with a 15 kN (3,370 lbf) thrust SEPR 66 auxiliary rocket motor.[2]

Mirage II

Single-seat delta-wing interceptor-fighter prototype, larger version of the Mirage I, powered by two Turbomeca Gabizo turbojet engines; one abandoned incomplete

Mirage III-001

Prototype, initially powered by a 44.12 kN (9,920 lbf) thrust Atar 101G1 turbojet engine, later refitted with 43.15 kN (9,700 lbf) Atar 101G-2 and also fitted with a SEPR 66 auxiliary rocket motor; one built.[2]

Mirage IIIA 

Pre-production aircraft, with a lengthened, area ruled fuselage and powered by a 42.08 kN (9,460 lbf) dry and 58.84 kN (13,228 lbf) with reheat Atar 9B turbojet engine, also with provision for 13.34 kN (3,000 lbf) SEPR 84 auxiliary rocket motor. Fitted with Dassault Super Aida or Thomson-CSF Cyrano Ibis radar. Ten built for the French Air Force.

Mirage IIIB 

Two-seat tandem trainer aircraft fitted with one piece canopy. Lacks radar, cannon armament and provision for booster rocket. Prototype (based on the IIIA) first flown on 20 October 1959. Followed by 26 production IIIBs based on IIIC for French Air Force and one for Centre d'essais en vol (CEV) test centre.[9][10]

Mirage IIIB-1 : Trials aircraft. Five built.[10]

Mirage IIIB-2(RV) : Inflight refuelling training aircraft for Mirage IV force, fitted with dummy refuelling probe in nose. Ten built.[11]

Mirage IIIBE : Two-seat training aircraft based on Mirage IIIE for the French Air Force, similar to the Mirage IIID. 20 built.

Mirage IIIBJ : Mirage IIIB for Israeli Air Force. Five built.

Mirage IIIBL : Mirage IIIBE for Lebanon Air Force.

Mirage IIIBS : Mirage IIIB for the Swiss Air Force; four built.

Mirage IIIBZ : Mirage IIIB for the South African Air Force; three built.

Mirage IIIC 

Single-seat all-weather interceptor-fighter aircraft, with longer fuselage (14.73 m (13 ft 11¾ in)) than the IIIA and equipped with a Cyrano Ibis radar. The Mirage IIIC was armed with two 30 mm cannons, with a single Matra R.511, Nord AA.20 orMatra R530 air-to-air missile under the fuselage and two AIM-9 Sidewinder missiles under the wings. It was powered by an Atar 9B-3 turbojet engine, which could be supplemented by fitting an auxiliary rocket motor in the rear fuselage if the cannon were removed. 95 were built for the French Air Force.

Mirage IIICJ : Mirage IIIC for the Israeli Air Force, fitted with simpler electronics and with provision for the booster rocket removed. 72 delivered between 1961 and 1964.

Mirage IIICS : Mirage IIIC supplied to Swiss Air Force in 1962 for evaluation and test purposes. One built.

Mirage IIICZ : Mirage IIIC for the South African Air Force. 16 supplied between December 1962 and March 1964.

Mirage IIIC-2 : Conversion of French Mirage IIIE with Atar 09K-6 engine. One aircraft converted, later re-converted to Mirage IIIE.

Mirage IIID 

Two-seat trainer version of the Mirage IIIE, powered by 41.97 kN (9,369 lbf) dry and 58.84 kN (13,228 lbf) with reheat Atar 09-C engine. Fitted with distinctive strakes under the nose. Almost identical aircraft designated Mirage IIIBE, IIID and 5Dx depending on customer.

Mirage IIID : Two-seat training aircraft for the RAAF. Built under licence in Australia; 16 built.

Mirage IIIDA : Two-seat trainer for the Argentine Air Force. Two supplied 1973 and a further two in 1982.

Mirage IIIDBR : Two-seat trainer for the Brazilian Air Force, designated F-103D. Four newly-built aircraft delivered from 1972. Two ex-French Air Force Mirage IIIBEs delivered 1984 to make up for losses in accidents.

Mirage IIIDBR-2 : Refurbished and updated aircraft for the Brazilian Air Force, with more modern avionics and canard foreplanes. Two ex-French aircraft sold to Brazil in 1988, with remaining two DBRs upgraded to same standard.

Mirage IIIDE : Two-seat trainer for Spanish Air Force. Six built with local designation CE.11.

Mirage IIIDP : Two-seat trainer for the Pakistan Air Force. Five built.

Mirage IIIDS : Two-seat trainer for the Swiss Air Force. Two delivered 1983.

Mirage IIIDV : Two-seat trainer for the Venezuelan Air Force; three built.

Mirage IIIDZ : Two-seat trainer for the South African Air Force; three delivered 1969.

Mirage IIID2Z : Two-seat trainer for the South African Air Force, fitted with an Atar 9K-50 turbojet engine; giving 49.2 kN (11,055 lbf) thrust dry and 70.6 kN (15,870 lbf) with reheat. Eleven built.

Mirage IIIE

Single-seat tactical strike and fighter-bomber aircraft, with 30 cm (11¾ in) fuselage plug to accommodate an additional avionics bay behind the cockpit. Fitted with Cyrano II radar with additional air-to-ground modes compared to Mirage IIIC, improved navigation equipment, including TACAN and a Doppler radar in undernose bulge. Powered by an Atar 09C-3 turbojet engine. 183 built for the French Air Force

Mirage IIIEA : Mirage IIIE for the Argentine Air Force. 17 built.

Mirage IIIEBR : Mirage IIIE for the Brazilian Air Force; 16 built, locally designated F-103E.

Mirage IIIEBR-2 : Refurbished and updated aircraft for the Brazilian Air Force, with canard foreplanes. Four ex-French aircraft sold to Brazil in 1988, with surviving Mirage IIIEBRs upgraded to same standard.

Mirage IIIEE : Mirage IIIE for the Spanish Air Force, locally designated C.11. 24 delivered from 1970.

Mirage IIIEL : Mirage IIIE for the Lebanese Air Force, omitting doppler radar, including HF antenna. 10 delivered from 1967 and 1969.

Mirage IIIEP : Mirage IIIE for the Pakistan Air Force. 18 delivered 1967–1969.

Mirage IIIEV : Mirage IIIE for the Venezuelan Air Force, omitting doppler radar. Seven built. Survivors upgraded to Mirage 50EV standard.

Mirage IIIEZ : Mirage IIIE for the South African Air Force; 17 delivered 1965–1972.

Mirage IIIO

Single-seat all-weather fighter-bomber aircraft for the Royal Australian Air Force. Single prototype powered by 53.68 kN (12,000 lbf) dry thrust and 71.17 kN (16,000 lbf) Rolls-Royce Avon Mk 67 turbojet engine, but order placed for aircraft based on Mirage IIIE, powered by Atar engine in March 1961. 100 aircraft built, of which 98 were built under licence in Australia. The first 49 were Mirage IIIO(F) interceptors which were followed by 51 Mirage IIIO(A) fighter bombers, with survivors brought up to a common standard later.

Mirage IIIR

Single-seat all-weather reconnaissance aircraft, with radar replaced by camera nose carrying up to five cameras. Aircraft based on IIIE airframe but with simpler avionics similar to that fitted to the IIIC and retaining cannon armament of fighters. Two prototypes and 50 production aircraft built for the French Air Force.[33][34]

Mirage IIIRD : Single-seat all-weather reconnaissance aircraft for the French Air Force, equipped with improved avionics, including undernose doppler radar as in the Mirage IIIE. Provision to carry infra-red linescan Doppler navigation radar or Side looking airborne radar (SLAR) in interchangeable pod. 20 built

Mirage IIIRJ : Single-seat all-weather reconniassance aircraft of the Israeli Air Force. Two Mirage IIICZs converted into reconnaissance aircraft.

Mirage IIIRP : Export version of the Mirage IIIR for the Pakistan Air Force; 13 built.

Mirage IIIRS : Export version of the Mirage IIIR for the Swiss Air Force; 18 built.

Mirage IIIRZ : Export version of the Mirage IIIR for the South African Air Force; four built.

Mirage IIIR2Z : Export version of the Mirage IIIR for the South African Air Force, fitted with an Atar 9K-50 turbojet engine; four built.

Mirage IIIS

Single-seat all-weather interceptor fighter aircraft for the Swiss Air Force, fitted with a Hughes TARAN 18 radar and fire-control system, armed with AIM-4 Falcon and Sidewinder air-to-air missiles. Built under licence in Switzerland; 36 built.

Mirage IIIT

One aircraft converted into an engine testbed, it was fitted with a 9000-kg (19,482-lb) SNECMA TF-106 turbofan engine.

Mirage IIIX

Proposed version, announced in 1982, fitted with updated avionics and fly-by-wire controls, powered by an Atar 9K-50 turbojet engine. Original designation of the Mirage 3NG.

SAAF Mirage F1 (Part 1)

Mirage F1 Development History and SAAF Early Days

Development: 

  The Mirage F1 came about as successor to the Mirage III for the French Air Force in the late 1960s.

A variety of new technologies were evaluated and tested including vertical take-off and swing-wing configurations. Dassault Industries developed the F1 as a private venture, providing a cheaper multi-purpose aircraft, designed to obtain the best operational radius and efficiency and offering the widest versatility possible at the time..

The idea was that even a small fleet of these aircraft should represent an important military threat, as later proved later in Angola! It was to be able to operate from remote and short rough air strips, with a  low landing speed (145 knots). It needed comparatively little ground equipment, and had a self starter. It offered a short turn-around time of about 15 minutes between two identical missions, and pressure refueling took only six minutes! An engine change involving four men took only about three hours.

The SDAP automatic testing unit enabled automatic trouble shooting in the field. The GAMO alert unit allowed the Mirage F1 to be scrambled in less than 2 minutes. Thus it was to prove an ideal 'Bush' warfare aircraft capable of operating for extended periods away from it’s home base, as was the case for the SAAF operating in Namibia.

Prototypes:
The French Mirage F1C prototype first flew on the 23rd of December 1966 at Melun-Villaroche, piloted by Dassault chief pilot, René Bigand, reaching Mach 2 on the 4th flight.

Flight trials continued until, during a low-altitude high-velocity pass, the horizontal stabilizers of Mirage F1-01 broke away due to a divergent vibration phenomenon called ‘flutter’ and the aircraft struck the ground near Fos-sur-Mer, killing René Bigand. Despite the accident, notification was given of an order for three pre-production aircraft: the Mirage F1-02, 03 and 04 with the Atar 9 K 50 jet engine.

During September 1967, the French Air Force expressed interest on the Mirage F1C as an all weather interceptor, carrying the Cyrano IV radar. The second prototype F1-02 first flew in March 1967 and the third in September 1969. On the 17th June 1970, the final prototype F1-04 flew. This became the production version.

Characteristics and performance
Wingspan	8.40 m
Length	15 m
Weight
Unladen	7 400 kg
Performance
Max. Speed	> Mach 2	Top mach level flight
Max. height	18 500 m / 60 700 ft	Practical ceiling
Engine
Type	Snecma Atar 9 K 50 70.6 kN

French Combat Experience:
The French Air Force Mirage F1C first saw combat during Operation Manta in August 1983, strafing an enemy column. The French intervened in the Chad, to counter growing Libyan encroachment. Four Mirage F1C-200s provided air cover for a force of four Jaguars, and took part in skirmishes against the pro-Libyan GUNT rebels.


In 1986, French Mirage F1s returned to Chad, as part of Operation Epervier, with four F1C-200s providing fighter cover for a strike package of eight Jaguars during the air raid against the Libyan airbase at Ouadi Doum, on February 16. Two F1CRs also flew pre and post-strike reconnaissance missions.


In October 2007, three Mirage 2000s and three Mirage F1s were deployed at Kandahar Air Force Base, where they flew close air support and tactical reconnaissance missions in support of international forces in Southern Afghanistan.

The Mirage F1 is coming to the end of its useful lifespan within the French Military and the type was retired from service following closures to the 2 main bases Reims-Champagne and Colmar-Meyenheim in 2009-2010.


In July 1973 Dassault tendered the Mirage F1E (Mirage M53) as contender for a new European fighter aircraft contract required by Belgium, Denmark, the Netherlands and Norway. To meet this tender specification the Mirage F1 was equipped with more sophisticated avionics, and the more powerful M53 engine. This engine is shorter than the standard Snecma ATAR 9K50 and required larger air intakes and a shorter rear fuselage. Unfortunately, the F1 was beaten in this potentially lucrative deal by the American General Dynamics F-16. Despite this, the Mirage F1 was an export success : 473 aircraft equipped the Air Forces of South Africa, Spain, Greece, Kuwait, Libya, Morocco, Ecuador, Iraq, Jordan and Qatar.

South African Connection: 
The F1-04 prototype was the first Mirage F1 ever flown by a South African.
Zach Repsold flew it on 6 October 1971. This model differed from the others by using slotted slats. On the 14th March 1974, the French Air Force received their first Mirage F1.

South Africa began looking to replace the Mirage III by the early 1970s . The Mirage F1 was an improvement on the Mirage III: It had an increased speed, increased pursuit flight time , speed (a tripled mach rating) with an increased  ground mission range (doubled) Take off runway use was 1/3 reduced, with 1/4 less approach speed plus increased maneuverability. On the 27th June 1971, Dassault and SNECMA announced a technical cooperation agreement with South Africa for the license manufacture of the Mirage F1 and engine. The intention was to produce up to 100 Mirage F1s.

The 1977 arms embargo against SA invalidated this production license; and the Atlas Mirage F1 Program never moved beyond the assembly stage. The South African Air Force acquired 16 Mirage F1-CZ’s (Serial 200-215) and 32 Mirage F1-AZ’s Serial 216-247).

Mirage F1-CZ '200' was the main project aircraft, whilst Mirage F1-AZ '216' was used as the project aircraft for the 'AZ' fit-out. Due to the approaching Arms Embargo, Dassault rushed the F1-AZ delivery through, leading to teething problems with this ground attack variant.

Delivery from France took place in great secrecy on 4 April 1975 with two Mirage F1-CZ’s transported to South Africa in a SAAF C-130 Hercules. South Africa maintained great secrecy over this aircraft and only revealed a new 'Mirage type' during a fly past at the Ysterplaat Air Show in October 1975. In April 1977 that the press was finally allowed to see the production line in Kempton Park. Even so the existence of the Mirage F1-AZ remained classified until 1980.

Mirages and Choppers: SAAF in the 60s and 70s

Mirages and Choppers SAAF in the The Sixties and Seventies

In the early sixties South Africa’s deteriorating security position resulted in Government to take steps towards re-armanent. The SAAF’s arsenal was strengthened.

Line-up of SAAF aircraft in 60s livery: Mirage III CZ and EZ, Canberras, Buccaneers and F86s

The first Dassault-Breguet Mirage III CS fighter aircraft arrived in South Africa in April 1963 to replace the aging sub-sonic F86s and Vampires

One of the earliest customers for the Mirage, South Africa, initially ordered 16 III Cs for low-level strike duties. These aircraft served with No. 2 Squadron of the South African Air Force and could carry the Nord AS.20 air-to-ground missile. Three Mirage III BZ trainers were also ordered.

Subsequently, 16 Mirage III Es were ordered, these served with the SAAF's No. 3 Squadron; the service also had three Mirage III D two-seaters for training on the III E variant. 

Four Mirage IIIR/IIIRD aircraft were bought for photo-reconnaissance duties.

Differences between CZ and EZ (other than propulsion)

In June 1967, the name "Mirage" literally shot into prominence through newspaper headlines around the world. Israel's new Mirages were the spearhead of attack by the Israel Defence Force/Air Force in what has come to be known as the "Six-Day War". In capable hands, the French-produced Mirage proved what hitherto had been understood by knowledgeable aircraft engineers and military aviation specialists; in its class, the Mirage was and is par excellence. No military aircraft of the 1970s, emanating from Western Europe, including the United Kingdom, has a bigger or better reputation than  Dassault's Mirage.

RZ showing the phot-reconaissance gear

 Other aircraft aquired in the sixties and seventies included:

• Canberra light bombers

• Buccaneer S Mk 50 strike aircraft

• Lockheed C-130B Hercules 

• Transall C-160Z medium transport aircraft  

During the sixties new types of helicopters were also introduced, including the

Alouette II 

Alouette  III light helicopter

SA 330C Puma

A 32 IL Super Frelon medium transport helicopter 

Westland Wasp light anti-submarine helicopter.

More about the Mirage III and the Cheetah Project (click to follow link)