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)

Dassault Mirage III (Part 2) Progeny: The Cheetah and Kfir

Mirage III Progeny: The Cheetah program


During the early 1980's, the SAAF faced modern Soviet aircraft and weapons in Angola. Being handicapped by a UN arms embargo, the SAAF had to act urgently to improve its capabilities. 
The SAAF never had a large number of combat aircraft to spare. It only had about forty combat-ready 1970's-vintage Mirage F1's. If it was to take them out of service to upgrade them, it had no replacement other than the  even older, 1960's-vintage Mirage III's. These were shorter-ranged, had less powerful engines and obsolete combat systems, and could carry less ordnance. This meant any upgrade would have to be applied first to the older Mirage III's, as they were the only aircraft that could be spared from combat operations for that purpose.

Fortunately, this wasn't a bad choice in the end. Two major aircraft programs had demonstrated what could be done by building on the foundation of the Mirage III, probably one of the most successful proven combat aircraft of it's day. First, Dassault Aviation was by then producing the successor to the Mirage F1, the Mirage 2000, which returned to the delta-wing format of the Mirage III.

Mirage III D

Israel agreed to supply systems and components, and the green light for the Cheetah project was given in the early 1980's. In order to provide a measure of diplomatic and political 'cover' for Israel, it was decided (as with  many South African weapons projects) to claim that it was an purely indigenous development. Despite huge similarity between the Kfir and the Cheetah, officials in on both sides  steadfastly deny that the two aircraft had anything in common. 

The SAAF provided Israel a two-seat Mirage IIID as the prototype air frame for conversion. It was stripped down completely and all components subject to metal fatigue or stress were replaced, effectively returning the air frame new condition. An extended nose cone was fitted, derived from the Kfir TC.2 model, which housed advanced electronic systems, and small canard wings were fitted above the air intakes to improve low-speed handling and angle of attack. (The canards on the D and E model Cheetahs were smaller than those used on the later Cheetah C's, reportedly because it was too difficult to reinforce the fuselage frames in the engine intake area to accommodate the larger units. The Cheetah C's used the same full-size canards as the Kfir; but their air frames were supplied by Israel, as noted below. Presumably they weren't subject to the same limitations as the French-air frame-based Cheetah D's and E's.)

Israel Aircraft Industries (IAI), together with several other companies in that country's defense industry, had already produced a series of Mirage derivatives. Israel had purchased Mirage III aircraft from France prior to the Six-Day War of 1967, and had ordered a further 50 Mirage 5's (a simplified version of the Mirage III). However, these were embargoed by France after the conflict. Undaunted, Israel stole the plans to the Mirage III from Switzerland, which was license-manufacturing the aircraft (Swiss engineer, Alfred Frauenknecht, would later be sentenced to 4½ years imprisonment for his collaboration with Israel).

Israel used these plans to develop its own fighters. The first  was the Nesher, almost an exact copy of the Mirage 5 (indeed, it's so exact that some sources suggest IAI actually assembled Mirages, clandestinely supplied in kit form by France, rather than manufactured the Nesher itself). A total of 60 Neshers appear to have been manufactured, most sold to Argentina at the end of the 1970's under the name of Dagger 

These aircraft confronted British forces during the Falklands War. Israel went on to produce the Kfir, a considerably upgraded Mirage derivative with Israeli electronics with a US J79 turbojet engine (As on the F-4 Phantom II fighter-bomber, also operated by Israel at the time).

Argentine "Dagger"

The IAI Nammer ("Leopard",  frequently mistranslated as "Tiger") was a fighter aircraft developed in Israel in the late 1980s/1990s as a modernised version of the Kfir for the export market. Although a prototype was built and flown, buyers were not forthcoming and development was ceased. The avionics of the Nammer were those of the cancelled Lavi project.

The Nammer promised an upgrade package for existing Mirage III and Mirage 5 air frames. Two configurations were proposed, one based around re-engining with a General Electric F404, the other around retaining the Mirage's SNECMA Atar engine. Elta EL/M-2011 or EL/M-2032 fire-control radar was to be fitted. The first of these options maximised performance and range, the second maximised the aircraft's air-to-air targeting capability. As development progressed, the Nammer came to be advertised as a new-build aircraft with the EL/M-2032 an integral part of the package, and customers able to choose their preferred engine out of the F404 (or its Volvo derivative, the RM-12), the SNECMA M53, or the Pratt & Whitney PW1120. The design strongly resembled the Kfir C-7,but was easily distinguished by its longer nose and lack of a dorsal air scoop under the tail fin

Details of the weapon and control systems fitted to the Cheetah have never been publicly revealed by the SAAF, but it can probably assumed they were close to or identical to those found on various models of the Kfir. IAI lists them as including, in the latest Kfir version:

The radar used in the Cheetah D and E models (and in the Kfir C.7) was the simple Elta EL/M-2001Bunit. The Cheetah C, the last development of this project, possibly had the much more advanced Elta EL/M-2032 . The Cheetah C's electronic systems were probably on a par with those of the F-16C/D fighter-bombers of the USAF at the time.

The intermediate single-seat Cheetah E model:

Here's the final iteration of the Cheetah, the 'C' model:

The SAAF's two-seat Mirage IIID variants were the first to be converted. This was probably for two reasons. First, and most pragmatically, the two-seat air frames could be most easily spared from operational duties. Second, they were probably urgently needed to replace the worn-out two-seat Buccaneer aircraft in the nuclear strike role (South Africa had six nuclear weapons, developed at the height of its political isolation and military struggle, which were dismantled in the early 1990's). The Buccaneers had not been updated with modern strike systems, which limited their usefulness; so the upgraded Cheetah D's would have been welcome in this role.

Sixteen two-seat Cheetah D's were produced, as well as 16 single-seat Cheetah E's, the latter mostly converted from Mirage IIIEZ air frames (although some were reportedly converted from air frames supplied by Israel, due to a shortage of suitable South African Mirages). All had been delivered by 1991. Finally, 38 Cheetah C's were produced under the auspices of 'Project Tunny'. 
The Cheetah C's were reportedly based on stripped down Kfir air frames supplied by Israel, modified to accept the French Atar engine rather than the US J79.  Most of the SAAF's Mirage III's had been delivered during the 1960's. Some had reached the end of their fatigue lives, and were thus unsuitable for conversion. Others had been lost in accidents, and the Cheetah E conversions had absorbed many of the remainder.

Given these two facts, there would not have been enough usable single-seat Mirage III air frames left in the SAAF inventory to produce 38 Cheetah C's.  one can safely assume that the reports that say Israel supplied the fuselages for the latter is accurate. Apart from the prototype Cheetah D, most of the conversions were carried out in South Africa by Atlas Aircraft Corporation (today part of Denel Aviation), with Israeli technical assistance (which decreased as local industry gained experience and competence).

The C models were delivered from 1993-1995, replacing the Cheetah E's, which were retired. Some of the two-seat Cheetah D's were retained in service as lead-in trainers for the C versions, and to provide a specialist strike function if required. A single experimental Cheetah R version was produced, using a Mirage IIIR2Z airframe, but no other reconnaissance versions were converted, and the Cheetah R did not enter squadron service, being retired soon afterwards. The reconnaissance function was taken over by Cheetah C's fitted with pod-mounted cameras.

The first ACW prototype was tested on the only Cheetah R, and a more evolved model was tested on a two-seat Cheetah D. The latter improved the Cheetah's sustained turn rate by 14%, and permitted maximum takeoff weight to be increased by well over half a ton. It also permitted angles of attack up to 33 degrees at low speeds, with much greater stability, at the expense of a reduction of approximately 5% in the aircraft's maximum supersonic speed. However, for budgetary reasons the SAAF declined to upgrade their Cheetahs with the ACW, and it was never put into production.


If it lost aircraft due to combat or accident  it could not replace them, due the embargo; and it had to keep its combat planes as up-to-date as possible, to ensure they did not become so obsolete that they risked being shot down in large numbers by more advanced enemy aircraft. 

Mirage 2000-5F of the French Air Force

South Africa had friendly ties with Israel, particularly in the military field.  South African technological institutions such as the Council for Scientific and Industrial Research (CSIR), and local defense companies such as Kentron (today Denel Dynamics), Reutech and others, were developing advanced radar and electro-optical detection and guidance systems. The latter companies in particular often collaborated with their Israeli counterparts (up to and including producing Israeli components and systems under license in South Africa). It would therefore be entirely feasible for the advanced combat systems of the Kfir to be 'transplanted' into the Mirage III's of the SAAF, including local assembly and partial production if necessary.

AI Kfir, in US Navy colors under the designation F-21A,

where it served as an adversary aircraft for Dissimilar Air Combat Training

The Cheetah had a considerably more powerful and more economical engine, greatly improved avionics and weapons systems, and a fly-by-wire control system, which rendered it far superior to the Mirage III from which it stemmed. (It's generally accepted that the French Mirage 2000 is roughly comparable, in terms of its overall capability, to contemporary models of the US F-16 Fighting Falcon or the Soviet MiG-29.) The SAAF reasoned that if Dassault could develop the Mirage III into a fully modern warplane, they could do likewise. This was aided by the fact that in the 1970's, South Africa had purchased a license to manufacture the Mirage III and F1, as well as the latter's Atar 09K-50 turbojet engine. All the necessary plans were thus already on hand.



Given that the Cheetah prototype was converted in Israel, it's very interesting to note the proposed IAI Nammer aircraft of the late 1980's. Wikipedia info:




You can't help but notice that the line drawing above is virtually identical to the pictures of the Cheetah C and Kfir 2000 . Also note that the translation of 'Nammer' is the name of a big cat. A co-incidence? Did the prototype' of the Nammer become the prototype SAAF Cheetah C ?  It would certainly have been a good cover story to disguise IAI's involvement with the latter program. 

SAAF Cheetah C in Service Ysterplaat AFB

Pilot friendly advanced "Glass" Cockpit;Hands On Throttle And Stick (HOTAS) operation;
Advanced multi-mode Fire Control Radar (FCR) with SAR; State-of-the-art weapons delivery, including Beyond Visual Range missiles; Digital Moving Map (DMM); Electronic Warfare (EW) Suite.


The Israeli lineage of the Cheetah is clearly demonstrated by comparing the aircraft side-by-side. The SAAF Cheetah D, the initial two-seat version of the aircraft:

Kfir TC.2 of the Israeli Air Force:




Note identical extended and slightly downward-sloping nose cones, housing the electronics; the canard wings above the engine air intakes; and the strakes on the nose cone. Note the second curved strake running from the base of the nosecone down and back along the bottom of the fuselage. The Cheetah has an air refueling probe on the starboard side of the cockpit, which is absent from the Kfir TC.2, but an identical probe may be seen on other Kfir models, as shown below. The rear fuselage is different as the Cheetah uses a French Atar engine, while the Kfir uses the US turbojet; but from the engine forward, there's virtually no difference.


And the single-seat Kfir C.7:

Note that both have small strakes at the tip of the nose cone, identical instrument probes beneath it, and an in-flight refueling probe that goes to the starboard air intake, rather than behind the cockpit, as in the later Cheetah C. The Cheetah E also incorporates the Kfir C.7's additional two weapons stations beneath the air intakes. I therefore consider the Cheetah E and the Kfir C.7 to be essentially identical from the engine forward.



      IAI publicity photograph of their Kfir 2000 


The refueling probes are different, but the noses of the two aircraft are, again, almost identical. (Note, too, their similarity to the IAI Nammer mentioned above.) As far as its weapons and electronic systems are concerned, the Cheetah C is the functional equivalent of the Kfir 2000 (also known as the Kfir C.10.

The first sixteen Mirage III's supplied to the SAAF were 'C' model interceptors, with a shorter fuselage than subsequent models - too short to be converted into Cheetah C's, which have a longer fuselage. They could not have been lengthened without a reconstruction so extensive (and expensive) that it would have effectively meant producing a new air frame.

Vinten Vicon 18 Series 601 reconnaissance pod mounted beneath a Cheetah C

Some of the Cheetah D aircraft had been converted from Mirage IIID2Z airframes, which had been delivered with Atar 09K-50 engines in the 1970's. Naturally, they retained these more powerful engines in their Cheetah guise. The remainder of the D's, and the Cheetah E models converted from Mirage IIIE's, retained their 1960's-vintage Atar 09C turbojet engine, as local production of the more powerful Atar 09K-50 (used in the Mirage F1) had proved economically unfeasible - South Africa's technological base was insufficiently advanced to manufacture all of the required components. In any event, due to changing circumstances , the lower-powered Cheetah models would all be retired within a few years.

Efforts were mounted to obtain additional 9K-50 engines to equip the Cheetah C models. The Mirage F1 was operated by a number of other countries, including Jordan, Iraq, Morocco and Qatar, all of whom also purchased armaments from South Africa. It is possible that one or more of those nations made Atar 9K-50 engines available to South Africa in return for arms shipments. The most likely candidate would have been  Iraq.

They bought over 80 Mirage F-1's from France, and, as mentioned above, obtained 100 G5 howitzer cannon from South Africa. (Iraq was engaged in a war with Iran from 1980-1988). 

Since combat operations would naturally impose greatly increased wear on the engines of its aircraft, it could order large numbers of replacement engines without arousing suspicion. I have little doubt that some of these replacements were swapped for South African artillery and/or ammunition - probably at a very favorable 'rate of exchange', because South Africa needed the engines very badly.)

The retirement of the SAAF's Mirage F1 fleet in the 1990's was partly (although by no means exclusively) caused by the need to transplant at least some of their engines into the Cheetah fleet. The surviving F1CZ interceptors were retired in 1992. 

Some of their engines went into the Cheetah C program. The Cheetah D and E versions (which had all entered service by 1992) took over from them until the Cheetah C's were ready. The last of the Mirage F1AZ's were retired in 1997, after all the Cheetah C's had entered service.

Mirage F1

If the Cheetah aircraft had a major weakness, it was their engines. The Atar 9C engines used by Mirage III's were rated at a maximum of 13,240 pounds static thrust with afterburner. The Atar 9K-50 engine of the Mirage F1 was rated at 15,873 pounds static thrust with afterburner, an increase in power of almost 20%. 

The core technology of both these engines was based on the German BMW 003 axial-flow turbojet developed during World War II, and was becoming increasingly dated. Technology that old simply couldn't keep pace with more modern developments. The Atar 9-series turbo jetengines weren't nearly as powerful (or as economical) as the turbofan engines installed in more modern military aircraft such as the F-16 or the MiG-29 (using two Klimov RD-33 turbofans, each rated at 18,285 pounds static thrust with afterburner. Such engines weren't available to South Africa at the time the Cheetah program was developed, so the SAAF had to make do with what it could get.

The Cheetahs used an upgraded wing, offering improved aerodynamic qualities compared to that originally fitted to the Mirage III. The wing design from the Carver program was experimentally adapted to fit the Cheetahs as the Advanced Combat Wing, or ACW. The diagram below shows how more advanced Cheetah wings evolved, from the initial production variant to a final design with missile stations on the wingtips. The ACW was flight-tested, but never entered service. 



The ACW had a fixed, drooped leading edge. An early iteration (Version 2 as shown above) had a simple notch in the leading edge at mid-span, while a later model (Version 3 above) had a much wider slot. This permitted underwing mounting of the SAAF's standard 500-liter (about 132 US gallon) drop tanks, which would otherwise have struck the lowered leading edge. Additional fuel tanks were incorporated into the drooped leading edge, which were claimed to improve the Cheetah's radius of action by almost 100 kilometers (just over 60 miles).

Official and unofficial South African sources claim that the Cheetahs were very successful, and popular with their pilots. Compared to the earlier Mirage III's and F1's, this is probably true. 
The Cheetah C's were  more capable than anything preceding them in the SAAF inventory. In terms of their electronics and weapons systems, they could certainly have matched the 1980's-vintage MiG-23's and -27's, and Sukhoi Su-20/22's, that the SAAF encountered in Angola. 

Due to the lower power of their engines, I don't believe they could have matched the Soviet aircraft in acceleration or top speed. One cannot believe claims from some South African sources that the Cheetah C was comparable in performance to the US F-15 Eagle. 

SAAF Cheetah C over USS Forrest Sherman, Cape Town 2007

Despite its limitations, the Cheetah program was a success, albeit at a very high price. Including all research, development, tooling, purchase and production expenses, and averaging them across the 71 aircraft produced (16 D's, 16 E's, 38 C's and a single R - the latter not entering service), each Cheetah cost South Africa well over twice the price of a brand-new contemporary equivalent (e.g. the Mirage 2000) on the open market. Operating in a sanctions environment, there was no alternative. 

The program updated obsolete third-generation jet combat aircraft to fourth-generation standards as far as their weapons and electronic systems were concerned, and provided the SAAF with an aircraft capable of handling any regional threat at the time. Fortunately, with the end of the Angolan War in the late 1980's, the collapse of the Soviet Union in the early 1990's, and the end of apartheid in 1994, no more sophisticated threats arose that would have required a more technologically advanced response.

During the 1990's the SAAF found itself in a budgetary crisis. Not surprisingly, the first democratically-elected post-apartheid government prioritized restoring balance to political, economic and social structures Funding was directed largely to such efforts. Furthermore, the military threats facing the country had almost completely evaporated, compared to the days of the Border War and international sanctions, which had driven the Cheetah program from its inception. 

There was no longer a pressing need for combat aircraft, but a need to conserve the SAAF's much more restricted budget. The number of front-line aircraft was therefore slashed. Only one squadron was retained, operating 28 Cheetahs (a mixture of single-seat C's and two-seat D's, all powered by Atar 09K50 engines). The remainder of the Cheetah fleet was retired from SAAF service. A couple were used as development aircraft, but most were placed in storage. Some were later sold to other nations. The last Cheetahs were retired in 2008, and are presently being replaced by 26 Saab Gripen multi-role fighters.

SAAF Saab Gripen fighters

Sadly, these reductions in force and budgetary constraints caused major problems for the SAAF in retaining the services of its highly qualified and skilled pilots. Many of them saw no future for themselves in the new climate of politically correct restructuring, and resigned to pursue more lucrative opportunities elsewhere. Some became mercenary pilots of combat aircraft for other nations and/or organizations, where their superior flying skills and combat experience were greatly appreciated and well compensated. 

The SAAF's budgetary and personnel problems have not abated since. It has been rumoured that only 8 trained pilots for its Saab Gripen fighters remain , down from 30 pilots in 2005 and 20 in 2008. 

The SAAF is presently in the midst of a crisis as far as trained personnel are concerned . . . a very sad situation for a service that only two decades ago boasted pilots equal to, if not better than, those of most first-class air forces, including the USAF. The SAAF will probably never regain the very high standards it had attained by the end of the Border War in the 1980's.

And the sad end of the road for some Cheetahs:

More info on SAAF Mirages:

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

(Source Wings and Wiki, other Internet sources. Not for gain, just a fan blog. No copyright infringement intended)

Tiger Meet 2

A second helping of Tiger Paint Scheme Aircraft:

I just love it when fighter jets (or any other aircraft for that matter) are painted in Tiger schemes.

I've recently trawled the internet, and came up with some lovely pictures. None of these were taken by me, and I hold no copyright for them. 

They are displayed on my blog purely for enjoyment of fellow aircraft nuts. I will be glad to attribute any photograph to its rightful owner if advised. (Or remove said photograph if you are not happy to share)

SAAF Mirage F1 and The Border Conflict (Part 3)

SAAF Mirage F1 and The Border Conflict (Part 3)

3 Squadron: Mirage F1CZ and Arthur's Piercy's First Hand Combat Report

3 Squadron was formed in January 1939 at Waterkloof. The squadron was issued with the Hawker Hartbees and Hurricane MK II. September 1939 the squadron was relocated to Port Elizabeth and disbanded. They were then formed again at Waterkloof on 9 September 1940 and issued with Hurricane MK I. October the squadron was involved in East Africa flying both Hurricanes and Gladiator MK II. They fought their way through Somailand and Abasynia, by the end of 1941 had destroyed over 100 Italian aircraft. The squadron was then disbanded and reformed again in December 1942, flying Hurricane 11c and Spitfire V aircraft they flew fighter defence over the port of Aden, coastal patrols were also flown from North Africa. In August 1944 equipped with Spitfire IX the squadron was sent to Italy. 3 Squadron was again disbanded after the second world war.

3 Squadron was reformed at Baragwanath Airport as a part time citizen force unit flying the Harvard in September 1952 and disbanded in 1957

August 1966 3 Squadron was reformed at Waterkloof under the control of 2 Squadron and equipped with Mirage IIIEZ. February 1970 the squadron received squadron colours and received Mirage IIIDZ aircraft.

April 1975 the squadron received the Mirage F1CZ and operated from Waterkloof, with frequent deployments to Namibia during the border war. 

3 Squadron was disbanded on the 30 September 1992 and the Mirage F1CZ aircraft were retired.

Mirage F1CZ

 Mirage F1CZ Air to Air Interceptor Statistics: 

Powerplant	Snecma Atar 09K50 Turbojet 11,090lb thrust
Speed	2 555kph / 1 450mph
Range	1,200 km / 1,800 miles
Seats	1
Length	15 m
Wing Span	8,4 m
Empty Weight	7,400 kg
Max Take Off Weight	14,900 kg
In Service	3 Squadron 1975 to 1992

 Weapons

1000 lb Bomb, 400 kg Bomb, 68mm SNEB Rocket, DEFA 553 30mm Cannon, ELT-555 (ACS) Electonic Warfare Pod, Mk 81 250 lb Bomb, Mk 82 500lb Bomb, R.530 Missile, R.550 Magic Missile, Type 155 Launcher, V3A Kukri, V3B Kukri, V3C Darter

The serial numbers of the 16 Mirage F1CZ aircraft that were delivered to 3 Squadron were from 200 through to 215.

Individual Aircraft History

200	Flew into ground while inspecting wreckage of Mirage F1AZ 246 near Cullinan. Pilot Killed - 15 February 1979
201	Commandant Willie Hartogh was the last pilot before the aircraft was retired. Currently in Port Elizabeth at the SAAF museum.
202	Aircraft retired and on display at SAAF HQ in Pretoria
203	Aircraft named "le Spectre" after receiving the first low visibility colour scheme. Also has the Mig Kill marking. Major Johan Rankin downed Mig 5 October 1982. Currently at SAAf Museum Swartkops
204	First aircraft locally assembled by Atlas Aircraft. On display at SAAf museum Ysterplaat.
205	Aircraft erupted into flames at rear fuselage after landing. pilot survived - 8 February 1985
206	Damaged by air to air missile and overran runway on landing. Impact caused ejection seat to eject. Pilot seriously injured - 26 September 2012. (See below his personal account and link to his website)
207	After retirement aircraft allocated to Stellenbosch University's department of mechanical engineering.
208	During night intercept training a failure caused the pitch pre-servo to run up to full pitch. Pilot Survived - 4 November 1980
209	Undercarriage damaged after hard landing. Pilot survived - 4 July 1984
210	After retirement allocated to University of Pretoria's mechanical engineering department
211	Stored at Waterkloof open storage and later moved to Swartkops and is currently being restored to origional factory paint scheme for display purposes.
212	After retirement was stored at Denel and later allocated to CSIR.
213	Aircraft also has the Mig Kill marking. Major Johan Rankin downed a Mig 6 November 1981. Currently at SAAF museum Ysterplaat.
214	After being retired the aircraft spent some time in Russia being adapted to be fitted with the RD-33 engine. Was then moved to Aerosud and later cut up and scrapped.
215	Hit rising ground near Ohrigstad in bad weather. Pilot survived - 28 December 1987

 Arthur Piercy's account of the accident that left him paralysed:

" I am sure I will never forget the 27th September 1987...South Africa was involved in a "war" with Angola. We , that is 3 Squadron, were deployed at AFB Rundu in the north of Namibia. Our role was Combat Air Patrol. Our troops had been interfered with by the Angolan MIG's and gun ships and we are there to try and stop their interference.

Thankfully since the withdrawal of SA troops from Angola in 1988 there has been no reason for conflict with our neigbours. This is my recollection of the events leading up to the accident.

It was approximately 1500B (local) on 27th September 1987 when all hell broke loose. There had been numerous call-outs previously which proved to be nothing at all, so when the "hot-line" started ringing there was very little reaction from us. However this time the call wasn't to go on cockpit standby like before, but rather a call to scramble immediately.

The letter I was writing went flying as I scrambled to get into the cockpit. In a matter of minutes we were screaming down the runway. I was lucky I was number two in the formation as it was about 45 deg C outside and the take-off was hair-raising. How numbers three, four, five and six got airborne I don't know.

After take-off we remained low level and set heading for the combat zone. It was our intention to remain low level for as long as possible to avoid being detected by the Angolan radars.

The order came to pitch about 10 minutes after take-off and up we soared like homesick angels. We leveled of at about 30 000' and the mission controller sounded like a horse racing commentator with all the instructions he was giving us to intercept the targets. Next came the order to jettison the drop tanks. This command was a little strange for me, because one never throws the tanks away in training so only when I saw a 1 200 litre tank falling away from the lead aircraft did I know this was no training sortie. It was serious. The adrenaline was flowing.

The next thing I saw was a Mig 23 flying through the formation about 300' below us. My first reaction was WOW what a great looking aircraft. This was the first time I had seen one in the flesh so to speak. When he started turning only then did I see the second Mig. I called the engagement and started turning. I was doing Mach 1.3 (about 1600 km per hour) and he was going like hell so the turn was so wide I almost lost sight of him.

This where I get a little frustrated. For 10 years I have trained for this day and the majority of the fight I cannot recall. WHY! Anyway the next thing I remember is this Mig coming head on at me from about my one, two o'clock position. Still turning towards him I remember flicking the trigger safety over to the cannon position. If he was going to fly through my sights I was going to squeeze off a few rounds. Unfortunately for me he got off the first shot.

There was a bright orange flash from his left wing and then this incredibly fast telephone pole came hurtling towards me trailing a solid white smoke trail. What more is that it was cork screwing so I was never sure where it was going.

In all our training we were taught to break towards the missile. This could or should create a tracking problem for the missile and cause it to possibly overshoot.

But faced with reality I found it took a lot of willpower to fly towards something I knew was trying to kill me. However, I kept breaking towards it and I watched it corkscrew over my right wing and disappear behind me. I thought it had missed until I heard a dull thud and felt a light bump on the aircraft. I immediately scanned all the gauges but there was not indication of any damage. When I looked up again the Mig flew over the canopy and disappeared behind me as well.

I immediately informed the leader that I thought I might have been hit and his reaction was: "OK let’s go home." I did not need a second invitation and I rolled the aircraft onto its back and headed for the ground. With hindsight it appeared that the whole fight lasted no more than 60 seconds from the time we pitched until I got the ‘go home’ command.

This is perhaps where I got a fright for the first time. I had not retarded the throttle any and I was rushing at the ground in a vertical dive. When I pulled the stick into my stomach to recover from the dive all that initially happen was the aircraft changed attitude but not direction. The momentum was so great the aircraft carried on descending. Just when I thought that this is the end of me, the aircraft bottomed out just above the trees.

With all this rolling and diving I was separated from my leader and had no idea where he could be. Just then I started getting a radar warning audio in my helmet from my 6 o’clock (from behind). Some radar was looking at me. Was it the anti aircraft batteries or was it the Mig? I radioed to the boss that I thought someone was behind me. His reaction was to tell me get as low as I can, as fast as I can and not to turn to look behind me. My first reaction was - I was so low I was raising a dust cloud like those crazy American Road Runner cartoons. The leader said he could not see any dust trails so I eased the aircraft lower. The radio alt read 50' and the speed approximate 730-740 knots.

At this stage I was beginning to think that I’d over-reacted and that I might not have been hit. Had I got out of the fight too early? The aircraft was performing as if there was nothing wrong with it. No vibrations and no handling difficulties. Oh well tomorrow I'll be back I thought. It was now about five minutes later and halfway home when the first warning light flashed on. EP pump failure. Instinct must have taken over because I thought my first reaction was to call the boss and tell him I have a failure. He pulled out his emergency checklist, and started reading the failure procedures for me. That is when I realised that all the necessary switches had been set. I don't remember doing them.

While he was reading the EP pump failure I got the second failure, a right hand fuel pump failure. This is not too serious under normal operating conditions as the engine can gravity feed. While the boss was reading the fuel pump failure procedure and I was confirming that they were done the following light on the warning panel appeared. A HYD 2 system failure.

This caused a little concern initially as the aircraft's main systems use hydraulic fluid. Undercarriage, flaps, controls, airbrakes and of course wheel brakes. After a quick and careful analysis of the situation I relaxed a little. The HYD 2 system is basically a standby system for the main HYD 1 system. All I had really lost with the HYD 2 failure was the nose-wheel steering. It could have been worse.

By now we were far enough away from the combat zone and the dangers associated with it, so I started to climb to try and conserve fuel.

The next thing that happened is that I was getting an audio warning but no visual warning when I looked at the panel. The hours of simulator training came into action - a pending OIL failure. This concerned me a little more than the rest of them. There are two critical components that use oil. The throttle and the nozzle flaps on the engine.

Flying the aircraft on the emergency throttle (electrically operated) is not easy. The throttle is very slow and unresponsive.

At this time the leader pulled in next to me to inspect for any damage. He reported that there was fuel leaking out the aircraft and that the drag chute was missing. As he said that, the 500 litre warning light came on. The fuel gauges still read 1700 litres so now which one is right. A little more pressure was applied onto little old me.

Landing a perfectly serviceable aircraft on a 7500' runway requires some work. I was going to have to do it on emergency throttle and without a drag chute - a task I felt I could handle.

I planned to land the aircraft short on a new stretch of runway that was being constructed. This would give me an additional 500' to play with on the landing roll. I got her down at the threshold but when I applied the brakes the only thing that happened was the expression on my face changed. I pulled the nose higher so that there would be some form of aerodynamic braking but this did not help. About a 1500' from the end of the runway I applied the emergency hand brake with little effect. The arrester-bed or sandpit at the end of the runway was my next hope of stopping this machine.

The aircraft went through the arrester bed like a hot knife through butter. No braking effect whatsoever. The next 'obstacle' was the security fence.

Where does ones sense of humour come from in at a time like this? I was about to go AWOL (absent without leave) with a multi-million rand aircraft. The board of enquiry is probably going to ask me who authorised this illegal departure from the security area. At the same time I was scared I was going to drown in the river just beyond the fence. My seat has a land survival pack in it and not an inflatable dinghy!!

When I went through the fence I remember putting my hands in front of my face. It was at this precise moment that there was a loud bang. I remember smelling cordite or gunpowder and then everything went black. I felt the rush of wind over my face and the feeling of silk on my cheek. With hindsight I realised that when the ejection seat went off, my helmet must have come off as well and the silk I felt on the cheek was the ejection seat's stabilising parachute and not my personal parachute.

When I regained my senses I was lying in the sand on my right hand side. The first thing I attempted to do was to roll onto my back and when I pushed on the sand with my left arm there was this incredible piercing pain in my arm. The left arm was broken just above the elbow. I then looked down at my legs to see why they had not moved and I could not feel them at all. I realised that the ejection seat was still strapped to my back and thought that this might have something to do with the lack of movement in my legs. I had no idea that the neck was dislocated.

I then started looking around and the first thing I saw was that I was lying directly in front of my aircraft. Here was a F1 Mirage pointing straight at me. The problem wasn't that the aircraft was pointing at me but rather that there was a fire just behind the left air intake. I know there is a fuel tank there but even worse was the fact that the ammo bins (with over a hundred rounds of 30mm ammunition) was just under the fire. If those rounds started going off I was in the line of fire.

When the fire brigade arrived on the scene they naturally came to my aid first. My immediate advice to them was that no one touches me until a doctor pitches up and that they immediately tend to the fire on the aircraft. There is no way that I want to be shot at by my own aircraft.

When the doctors arrived with the ambulance my first concern was they treat my arm for pain, then they can worry about the rest. Even after 2 morphine injections there was still not relief from the pain. I was later told that the adrenaline in the body was so high that the morphine had no effect. 

Just before they pushed me into the back of the ambulance I passed out only to wake up in 1 Military Hospital in Pretoria 10 days later.

It was another seven months before I left the hospital with a C6, C7 fracture of the neck and permanently confined to using a wheelchair..."

See Arthur Piercy's website for more info