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Dassault Mirage III

From Alfawiki
Dassault Aviation
IndustryAerospace, defense
FoundedApril 22, 1929; 97 years ago (1929-04-22) in France
FounderMarcel Dassault
Headquarters
Saint-Cloud
,
France
ProductsMilitary aircraft, civil aircraft
Websitewww.dassault-aviation.com

The Dassault Mirage III () represents a series of single-engine fighter aircraft available in both single-seat and two-seat configurations, developed and produced by the French aerospace manufacturer Dassault Aviation. It holds the distinction of being the first Western European combat aircraft to surpass Mach 2 in level flight, accomplishing this milestone on 24 October 1958.

In 1952, the French government issued a requirement for a lightweight, all-weather interceptor aircraft. Dassault's initial concept, the Mirage I, demonstrated speeds reaching Mach 1.6 during testing in 1954. To incorporate essential systems and payloads, a larger airframe was designed, resulting in the Mirage III equipped with the newly developed Snecma Atar afterburning turbojet engine. The first significant production variant, the Mirage IIIC, completed its maiden flight in October 1960, with operational deliveries commencing in July 1961; the French Air Force (AdA) procured 95 units. A wide array of variants was introduced shortly thereafter.

Manufactured extensively for both domestic use and export, prominent users included Argentina, Australia, South Africa, Pakistan, and Israel, along with various non-aligned countries. Classified as a Second-generation jet fighter, the Mirage III remained effective due to its agility and proficiency in close-range engagements. The French Air Force commonly equipped it with air-to-ground munitions or R.550 Magic air-to-air missiles. Its adaptable design allowed for conversions into trainer, reconnaissance, and ground-attack roles, spawning derivatives such as the Dassault Mirage 5, Dassault Mirage IIIV, and Atlas Cheetah. Several operators undertook substantial modernization programs, notably Pakistan’s Project ROSE.

The Mirage III actively participated in combat operations under several air forces. The Israeli Air Force notably deployed it during the Six-Day War as a platform for air superiority and strike missions, while during the Yom Kippur War, it was used exclusively for air-to-air combat alongside the domestically produced Nesher. Ace pilot Giora Epstein achieved all his aerial victories flying these aircraft. During the South African Border War, the South African Air Force operated Mirage IIICZ interceptors, IIIEZ fighter-bombers, and IIIRZ reconnaissance models; these were later relegated to secondary duties following the introduction of the Dassault Mirage F1. The Argentine Air Force employed the Mirage IIIEA during the Falklands War, although limited aerial refueling capabilities constrained their endurance over combat zones despite using external fuel tanks.

Origins

The Mirage III series originated from studies initiated by the French Defence Ministry in 1952, motivated by lessons learned from Korean War aerial combat—especially concerning the Soviet Mikoyan-Gurevich MiG-15 jet fighter. Western countries sought a relatively simple yet heavily armed jet-powered swept-wing fighter; France was among the earliest to pursue this concept alongside nations such as the UK (Folland Gnat), US (Douglas A-4 Skyhawk), and Italy (Fiat G.91).

In 1952, France released specifications calling for a lightweight all-weather interceptor capable of reaching an altitude of 18,000 meters within six minutes and achieving Mach 1.3 at level flight. Three manufacturers responded: Dassault Aviation with its MD.550 Mystère Delta, SNCASE with the SE.212 Durandal, and SNCASO with the SO.9000 Trident. Dassault’s streamlined MD.550 utilized two Armstrong Siddeley MD30R Viper afterburning turbojets (produced under license) and uniquely incorporated provisions for a SEPR liquid-fueled rocket engine delivering 4.7 kN of thrust.

The MD.550 featured a tailless delta wing design characterized by 5% thickness and a sweep angle of 60°, complemented by a large vertical stabilizer and rudder. This delta configuration omitted horizontal stabilizers, eliminating conventional flaps and resulting in longer takeoff distances and elevated landing speeds. Although this limited maneuverability and caused buffeting at low altitudes due to low wing loading, the delta wing offered simplicity, structural strength, generous internal fuel capacity, and enabled high-speed straight-line performance.

British author Derek Wood remarked on a "striking resemblance" between Dassault’s MD.550 and the British Fairey Delta 2, which set a world speed record in 1956. Dassault engineers observed low-level supersonic flights of the Delta 2 over France in late 1956, acquiring valuable data that validated their design principles and supported further development of the Mirage III.

Flight testing

On 25 June 1955, the initial MD.550 Mystère Delta prototype took to the skies for its first flight. This version lacked both afterburners and a rocket engine but was equipped with a prominent vertical stabilizer, achieving speeds of Mach 1.15. Subsequent modifications led to a reduced stabilizer size and the addition of afterburners and a rocket motor, transforming it into the Mirage I. By late 1954, this aircraft reached Mach 1.3 in level flight without rocket assistance and accelerated to Mach 1.6 when the rocket motor was engaged. Flight trials uncovered constraints related to endurance and weapons load due to its compact dimensions, limiting armament to a single air-to-air missile; as a result, the Mirage I prototype was ultimately retired.

Dassault then explored a follow-up design, initially planning a larger Mirage II powered by twin Turbomeca Gabizo engines. However, this concept was abandoned in favor of the heavier Mirage III, which utilized the newly developed Snecma Atar afterburning turbojet capable of producing up to thrust. The Atar engine's design lineage traced back to the WWII-era BMW 003. The French armed forces’ preference for the Mirage III steered development away from larger aircraft such as the Mirage IV.

The Mirage III incorporated cutting-edge design principles including the transonic area rule, which gave rise to its characteristic "wasp waist" fuselage shape. It retained provisions for an auxiliary booster rocket and completed its inaugural flight on 17 November 1956. During testing phases, manually controlled intake shock diffusers—known as "souris"—helped minimize inlet pressure losses, allowing speeds up to Mach 1.65; with additional support from the SEPR 66 rocket engine, velocities reached Mach 1.8 by September 1957.

Following the Mirage III’s promising results, an order was placed for 10 pre-production Mirage IIIA fighters aimed at developing multi-role capabilities beyond pure interception. These models were nearly two meters longer than the prototype and featured a wing area increase of 17.3%. They were powered by an Atar 09B turbojet delivering up to thrust with afterburner and retained the SEPR 841 rocket motor. The IIIA incorporated operational avionics including Thomson-CSF Cyrano Ibis air intercept radar and was equipped with a drag chute for landing assistance.

The first Mirage IIIA took flight in May 1958 and achieved Mach 2.2 on 24 October that year, becoming the first Western European aircraft to surpass Mach 2 in level flight. By December 1959, all ten pre-production units had been completed; the final six closely mirrored production specifications. Testing encompassed evaluation of the SEPR 841 rocket engine, underwing drop tanks, and other systems. A variant powered by a Rolls-Royce Avon 67 engine generating thrust was developed for Australian trials as the Mirage IIIO, flying in February 1961; however, this powerplant was not adopted for series production.

Mirage IIIC and Mirage IIIB

The primary production variant, designated Mirage IIIC, made its first flight in October 1960. It bore close resemblance to the earlier IIIA but featured a slightly extended fuselage and was fully mission-ready. This single-seat interceptor utilized an Atar 09B turbojet equipped with an eyelid-type variable exhaust nozzle. Armament included twin 30 mm DEFA cannon mounted in the belly and initially three external pylons—later expanded to five—with outboard pylons carrying AIM-9B Sidewinder missiles (subsequently replaced by Matra R550 Magic), plus a radar-guided Matra R530 missile mounted on the centerline.

The French Air Force (Armée de l'Air, AdA) procured 95 Mirage IIICs, with deliveries commencing in July 1961. This model remained operational within the AdA until its retirement in 1988.

Simultaneously, the AdA commissioned the two-seat Mirage IIIB trainer variant, which first flew in October 1959. It featured an elongated fuselage to accommodate a second cockpit, omitted cannons and radar systems, and did not include provisions for a SEPR rocket engine. The AdA ordered a total of 63 IIIBs, including versions configured for inflight refueling training as well as multi-role capabilities derived from the Mirage IIIE. Additionally, a fly-by-wire experimental version known as Mirage IIIB-SV was developed during the mid-1970s to support technologies later implemented in the Mirage 2000.

Mirage IIIE

Alongside the production of the Mirage IIIC interceptor, Dassault developed a multirole and strike-oriented model, leading to the creation of the single-seat Mirage IIIE and its two-seat training counterpart, the Mirage IIID. The initial prototype among three took flight on 5 April 1961.

A key distinction of the IIIE was its elongated forward fuselage, designed to expand avionics space behind the cockpit and increase internal fuel storage, thereby addressing the limited range issues observed in the IIIC. Numerous IIIE units were equipped with a British-made Marconi continuous-wave Doppler navigation radar installed beneath the cockpit—an addition not found on IIIC variants. Differences also appeared in whether a high-frequency antenna was fitted on the vertical stabilizer.

The Mirage IIIE incorporated advanced systems such as the Thomson-CSF Cyrano II dual-mode air-to-ground radar, a radar warning receiver (RWR) positioned in the tailplane, and an Atar 09C engine featuring petal-shaped variable exhaust nozzles, collectively enhancing its mission effectiveness.

The French Air Force received its first production Mirage IIIE on 14 January 1964, with a total of 192 units delivered. By 1971, this variant had become the most extensively exported model in the Mirage III family.

Mirage IIIR

Reconnaissance-focused derivatives of the Mirage III, designated as Mirage IIIR, were developed by combining the Mirage IIIE airframe with avionics borrowed from the Mirage IIIC. These versions replaced the radar with a specialized nose section housing up to five OMERA cameras, while retaining twin DEFA cannons and compatibility with external stores. The upgraded Mirage IIIRD introduced a panoramic camera, Doppler radar capability, and options for infrared linescan or side-looking airborne radar pods.

Responding to requirements from the French Air Force, Dassault built two prototypes; the first took to the skies on 31 October 1961, followed by production aircraft commencing in 1963. The French Air Force procured 50 Mirage IIIRs and an additional 20 IIIRDs. Several export clients, including Switzerland, also acquired reconnaissance variants. Notably, the Mirage IIIR entered operational service prior to the Mirage IIIE.

Exports

The primary foreign operators of French-built Mirage IIICs were Israel (operating the Mirage IIICJ) and South Africa (with their Mirage IIICZ). Various nations obtained two-seat Mirage IIIB trainers under unique designations reflecting their countries, such as Argentina's Mirage IIIDA and Pakistan's Mirage IIIDP.

Israel’s combat achievements using the Mirage IIIC during conflicts like the Six-Day War in 1967 significantly enhanced its international reputation and spurred export interest. Dassault benefited from robust backing by the French government during export negotiations, which were frequently managed independently from the manufacturer.

Numerous countries purchased customized Mirage IIIEs tailored to their specific operational requirements and budgets; these included Argentina (III-EA), Brazil (III-EBR), Lebanon (III-EL), Pakistan (III-EP), South Africa (III-EZ), Spain (III-EE), and Venezuela (III-EV). Dassault accommodated modifications requested by customers to suit diverse mission profiles.

Two-seat Mirage IIIBE trainers were exported under the Mirage IIID label to countries such as Abu Dhabi, Argentina, Brazil, Chile, Colombia, Egypt, Gabon, Libya, Pakistan, Peru, Spain, Venezuela, and Zaire. Additionally, surplus aircraft from the French Air Force were occasionally sold internationally.

Throughout the 1960s, Soviet efforts aimed at industrial espionage targeted both Dassault and the Mirage III program. To safeguard sensitive technology, France imposed strict controls on re-exporting Mirages to third-party nations under threat of embargo.

Export reconnaissance models encompassed Pakistan’s Mirage IIIRP and IIIRP2, South Africa’s IIIRZ and IIIR2Z variants powered by Atar 9K-50 engines, alongside aircraft supplied to Abu Dhabi, Belgium, Colombia, Egypt, Libya, Pakistan, and South Africa. Some exported Mirages utilized British Vinten cameras rather than OMERA systems. Most Belgian examples were assembled domestically.

Israel

The Israeli Air Force (IAF) operated three distinct Mirage III models:

  • Seventy Mirage IIICJ single-seat fighters delivered between 1962 and 1964
  • Two single-seat reconnaissance Mirage IIIRJ aircraft introduced in 1964
  • Four two-seat Mirage IIIBJ trainers acquired from 1966 to 1968

In its early years, Israel maintained a close partnership with Dassault and France, exchanging extensive operational intelligence. However, after France imposed an arms embargo following the 1967 Six-Day War, Israel pursued indigenous upgrade programs. This effort led to the development of the Israel Aircraft Industries Nesher fighter, derived from the Mirage 5 platform. IAI additionally provided modernization packages for Mirage IIIB trainers, eventually evolving into complete Kfir-style conversions offered to external customers.

South Africa

South Africa was among the first international buyers of the Mirage III, initially procuring 15 Mirage IIICs configured for low-altitude strike missions armed with Nord Aviation AS-20 missiles, alongside three Mirage IIIBZ trainer variants. Subsequent acquisitions included 16 Mirage IIIEs, three two-seat Mirage IIID trainers, and four reconnaissance-configured Mirage IIIRs. During the early 1970s, South Africa sought manufacturing licenses from Dassault to locally produce the Mirage III, Mirage 5, and Mirage F1 aircraft.

Following the 1977 French arms embargo enacted under United Nations Security Council Resolution 418, South Africa initiated a comprehensive upgrade program for its Mirage fleet with assistance from Israel. This initiative resulted in the Atlas Cheetah, which incorporated fixed canard foreplanes and an elongated nose section housing advanced avionics inspired by the IAI Kfir design. The Cheetah was available in both single-seat interceptor and two-seat trainer versions and entered operational service in 1987 amid the South African Border War. It was equipped with Denel V3 Kukri or A-Darter infrared-guided missiles supported by a helmet-mounted targeting system.

Pakistan

In 1967, Pakistan acquired an initial consignment comprising 18 Mirage IIIEP fighters, three two-seat Mirage IIIDPs, and three reconnaissance-configured Mirage IIIRPs from France. Over subsequent years, the Pakistan Air Force (PAF) expanded its inventory with numerous new and secondhand Mirages III and Mirage 5 variants. Between 1977 and 1978, an additional batch of ten Mirage IIIRP2 aircraft was delivered.

No. 5 Squadron, fully operational during the Indo-Pakistani War of 1971, employed Mirages for ground attack missions launched from bases at Sargodha and Mianwali. The PAF reported zero losses throughout this conflict, a statement corroborated by French sources.

With French production and spare parts support ending by 1991, Pakistan procured 50 Mirages retired by the Royal Australian Air Force in 1988: comprising 42 single-seat Mirage IIIOs and eight twin-seat IIIDs. Additionally, five incomplete airframes were acquired for cannibalization purposes. Eight ex-RAAF Mirages were immediately inducted into service; subsequently, thirty-three underwent upgrades under PAF's ROSE I initiative. This modernization incorporated contemporary avionics such as heads-up displays (HUD), hands-on throttle and stick (HOTAS) controls, multi-function displays (MFD), radar altimeters, SAGEM navigation/attack systems, inertial navigation units, GPS receivers, radar warning receivers (RWR), electronic countermeasures (ECM), as well as flare and chaff dispensers. In 1999, FIAR Grifo M3 multi-mode radar systems were installed.

In 2000, Pakistan purchased ten aircraft from the Lebanese Air Force and later obtained fifteen Mirage IIIEEs along with five twin-seat Mirage IIIDEs from the Spanish Air Force in 2003 for spare parts.

Starting in 2011, PAF Mirages were adapted to deploy Hatf-VIII (Ra'ad) cruise missiles and retrofitted with aerial refueling probes sourced from South Africa. Further enhancements included integration of Chinese-origin PL-12 air-to-air missiles.

Reports from 2019 indicate that Pakistan engaged in negotiations with Egypt regarding the acquisition of thirty additional Mirage jets.

License manufacturing

Mirage IIIE models were produced under license in both Australia (designated IIIO) by GAF and Switzerland (known as IIIS) by F+W Emmen.

Australia

In 1960, Australia showed interest in replacing its CAC Sabre fleet with the Mirage III, initially exploring a version equipped with a locally licensed Rolls-Royce Avon turbojet engine. Despite flying a prototype powered by the Avon, this configuration was ultimately not selected for series production.

The Australian government opted for a variant derived from the Mirage IIIE, utilizing the SNECMA Atar engine and manufactured under license at GAF’s Fishermans Bend facility in Melbourne. Referred to as the Mirage IIIO or GAF Mirage, this model primarily featured distinct avionics systems. Additionally, the Commonwealth Aircraft Corporation (CAC) was responsible for producing the Atar engine domestically under license.

To support assembly line setup, Dassault delivered two pattern aircraft to GAF in 1963. GAF went on to produce three main versions: the interceptor Mirage IIIO(F), the ground-attack Mirage IIIO(A), and the dual-seat trainer Mirage IIIO(D). Production quantities reached 48 IIIO(F), 50 IIIO(A), and 16 IIIO(D) units.

From 1967 until 1979, remaining IIIO(F) interceptors were converted to the attack/reconnaissance IIIO(A) configuration. The Royal Australian Air Force phased out its Mirage III fleet in 1988, with 50 operational aircraft subsequently sold to Pakistan in 1990. Several examples are now preserved in Australian museums, some undergoing restoration efforts.

Switzerland

Switzerland acquired one Mirage IIIC from France in 1961 to facilitate local production of 100 Mirage III fighters for its air force. These aircraft were manufactured by F+W Emmen (currently RUAG) and designated as Mirage IIIS, intended for multi-role missions including interception, attack, and reconnaissance.

The program encountered budget overruns attributed to Swiss-specific modifications and financial mismanagement, leading to the high-profile "Mirage affair" scandal and resignations among officials. Ultimately, production was limited to 36 interceptor variants (IIIS) and 18 reconnaissance models (IIIRS).

Swiss Mirages were built with strengthened wings and airframes comparable in durability to carrier-capable aircraft, allowing them to be lifted by crane for storage within mountain bunkers and equipped with JATO-assisted short takeoff capabilities.

Unique avionics incorporated American components such as the Hughes TARAN-18 radar system, while armament included AIM-4 Falcon missiles (known locally as Robot 27). The airframes were wired for deployment of Swiss or French nuclear weapons; however, Switzerland ceased its nuclear weapons program prior to operational use. The reconnaissance-configured IIIRS carried a centerline-mounted camera pod but experienced diminished supersonic performance when fitted.

An optional SEPR 844 rocket motor provided supplementary thrust when installed.

The Mirage IIIS entered Swiss service in 1967, followed by the IIIRS in 1969. Subsequent upgrades included Martin-Baker Mk6 ejection seats, radar warning receivers, and TRACOR AN/ALE-40 chaff and flare dispensers. Beginning in 1988, Swiss-designed canards and strakes were retrofitted in collaboration with Dassault. The Swiss Air Force retired its last Mirage IIIS in 1999, with all remaining variants withdrawn by 2003.

Israel

On 29 November 1966, an Israeli Air Force pilot flying a Dassault Mirage III successfully engaged and destroyed two Egyptian MiG-19 fighters that were intercepting an Israeli reconnaissance Piper J-3 Cub within Israeli airspace. The initial MiG was taken down using an R.530 radar-guided missile, marking the missile's inaugural aerial kill, while the second was eliminated through cannon fire.

Six-Day War

During the Six-Day War from 5 to 10 June 1967, Israel deployed a dozen Mirages primarily for air defense missions, with the remainder assigned bombing operations targeting Arab airfields. Although the Mirage's bombing capacity was constrained by its limited payload, pilots claimed six enemy MiGs on the conflict’s opening day. Throughout the war, Mirage pilots were credited with shooting down 48 of the 58 Arab aircraft lost in aerial combat.

Yom Kippur War

In the 1973 Yom Kippur War, the Mirage fleet concentrated on air-to-air engagements. While some accounts suggest losses of at least 26 Mirages and Neshers, official Israeli records report only five aircraft lost during dogfights. Israeli Mirages were credited with destroying 106 Syrian and Egyptian planes, with an additional 140 kills attributed to the Nesher variant. Distinguished ace Giora Epstein achieved all his victories flying either the Mirage IIICJ or IAI Nesher, highlighting the aircraft’s combat proficiency.

Border War

Throughout the South African Border War, the South African Air Force operated a fleet comprising 16 Mirage IIICZ interceptors, 17 Mirage IIIEZ multirole fighter-bombers, and 4 Mirage IIIRZ reconnaissance aircraft, mainly based in South-West Africa. Despite being recognized as an outstanding dogfighter, the Mirage III faced criticism for its limited operational range, which reduced effectiveness in extended strike missions against People's Liberation Army of Namibia (PLAN) insurgents in neighbouring Angola. Pilots also reported difficulty landing its high-nosed delta-wing design on rudimentary airstrips near forward operating locations.

As newer Mirage F1 aircraft entered service, Mirage IIIs were reassigned to 2 Squadron, SAAF, where they performed daytime interception, training, and reconnaissance duties. The Cyrano II radar’s average capabilities restricted night and poor weather operations. By the late 1980s, the Mirage IIICZ had become largely outdated and was relegated to base defense roles. However, the Mirage IIIRZ continued active photo reconnaissance missions over Angolan targets since it was one of only two SAAF aircraft equipped for this task—the other being the older English Electric Canberra.

Reconnaissance sorties involved flying at extremely low altitudes before rapidly ascending to capture imagery. During the Battle of Cuito Cuanavale, Mirage IIIRZs executed simulated attacks over enemy positions in Xangongo and Humbe to lure Cuban or Angolan MiG-21s and MiG-23s, which were subsequently engaged by accompanying SAAF Mirage F1AZ fighters.

Indo-Pakistani War of 1971

In the 1971 conflict, Pakistan Air Force Mirages carried out preemptive strikes and secured early aerial victories against Indian Canberra bombers and reconnaissance planes along the Western Front, operating alongside Su-7 and Hawker Hunter fighters. Mirages were extensively utilized in interdiction of airfields, strike missions, and combat air patrols (CAP), while Close Air Support and Battlefield Air Interdiction responsibilities fell to F-86 Sabres and Shenyang F-6P aircraft.

During the War on terror, Pakistani Mirage-III and Mirage-V jets conducted Close Air Support operations in Khyber Pakhtunkhwa following militant incursions from Afghanistan beginning in 2001.

Operation Swift Retort

In response to the Indian Air Force's strike on a suspected terrorist training site in Balakot in February 2019, then-Prime Minister Imran Khan ordered the Pakistan Air Force to launch counterattacks targeting Indian military positions in Indian Administered Kashmir. This mission, designated "Operation Swift Retort," involved deploying two Dassault Mirage 5PA aircraft equipped with H-4 SOW glide bombs alongside two two-seat Mirage IIIDAs from the No. 15 Squadron.

On 27 February, the Mirages carried out precise airstrikes while fighter escort and combat air patrol were provided by JF-17s and F-16s from other squadrons. The Mirage 5PAs delivered their ordnance under the guidance of Weapon Systems Officers aboard the Mirage IIIDAs, utilizing data link technology to strike key targets. This operation highlighted Pakistan’s airstrike proficiency and strategic retaliation during a tense regional confrontation.

Falklands War

During the 1982 Falklands War, Argentina’s Air Force operated its fleet of Mirage IIIEA fighters. Their operational reach was constrained due to the absence of aerial refueling capabilities; even with 2,000-litre drop tanks, these aircraft along with Israeli-built Daggers had to operate near their maximum range to engage the British naval forces from the mainland. Typically, Mirages provided cover for Douglas A-4 Skyhawk attack aircraft and engaged British Harrier jets but could only sustain about five minutes over combat areas before needing to return to base.

Argentine Mirages were generally armed with either a single Matra R530 or two Magic 1 air-to-air missiles. They participated in direct combat on one occasion, resulting in one Mirage being downed by an AIM-9L Sidewinder fired from a Harrier and another lost due to friendly fire during landing at Port Stanley. Additionally, Mirages performed high-altitude diversionary flights aimed at drawing British Harriers away and remained on alert to counter potential Avro Vulcan bombing raids on Argentina or incursions from Chile.

Variants

M.D.550 Mystère-Delta
Prototype interceptor featuring a single-seat delta wing and powered by two M.D.30 turbojets; only one unit constructed.
Mirage I
Modified prototype with swept tail design, equipped with two reheated M.D.30R turbojets () plus a SEPR 66 rocket booster.
Mirage II
Larger delta-winged single-seat prototype powered by dual Turbomeca Gabizo engines; construction incomplete.
Mirage III-001
Prototype initially fitted with Atar 101G1 turbojet, later upgraded to Atar 101G-2 with SEPR 66 rocket motor; one built.
Mirage IIIA
Pre-production model featuring extended fuselage and dry / reheat Atar 9B engine, armed with Dassault Super Aida or Thomson-CSF Cyrano I bis radar; ten units manufactured for France.
Mirage IIIB
Tandem two-seat trainer without radar or cannon based on IIIA/IIIC; twenty-six produced for France plus several variants:
  • Mirage IIIB-1 : Experimental aircraft; five built.
  • Mirage IIIB-2(RV) : Trainer for inflight refueling operations supporting Mirage IV fleet; ten constructed.
  • Mirage IIIBE : Two-seat trainer derived from IIIE for French service; twenty produced.
  • Mirage IIIBJ : Israeli variant; five built, three later transferred to Argentina (1982–83).
  • Mirage IIIBL : Lebanese version; two units built.
  • Mirage IIIBS : Swiss model; four produced.
  • Mirage IIIBZ : South African variant; three constructed.
Mirage IIIC
Single-seat all-weather interceptor equipped with Cyrano I bis radar, armed with dual 30 mm cannons and various missile configurations, powered by Atar 9B-3 turbojet supplemented optionally by rocket motor; ninety-five built for France.
  • Mirage IIICJ : Israeli version featuring simplified electronics and lacking booster rocket capability; seventy-two delivered (1962–64), nineteen later sold to Argentina.
  • Mirage IIICS : Swiss evaluation aircraft; one unit built.
  • Mirage IIICZ : South African variant; sixteen delivered (1962–64).
  • Mirage IIIC-2 : One French IIIE converted to IIIC standard with Atar 09K-6 engine.
Mirage IIID
Two-seat trainer version of IIIE distinguished by nose strakes, produced in various designations depending on customer:
  • Mirage IIID : Australian trainer for RAAF; sixteen license-built units.
  • Mirage IIIDA : Argentine trainer variant; four delivered (1973 & 1982).
  • Mirage IIIDBR : Brazilian trainer known as F-103D; four new plus two ex-French aircraft supplied in 1984.
  • Mirage IIIDBR-2 : Upgraded Brazilian trainers fitted with canard foreplanes; two ex-French sold in 1988 along with upgrades.
  • Mirage IIIDE : Spanish CE.11 trainer variant; seven units produced.
  • Mirage IIIDP : Pakistani trainer version; five built.
  • Mirage IIIDS : Swiss trainers delivered in 1983 numbering two aircraft.
  • Mirage IIIDZ & IIID2Z : South African trainers delivered between 1969–79 totaling fifteen units.
Mirage IIIE
Single-seat tactical fighter-bomber with elongated fuselage accommodating additional avionics such as Cyrano II radar featuring air-to-ground modes, TACAN, Doppler radar bulge, powered by Atar 09C-3 engine; one hundred eighty-three produced for France.
  • Mirage IIIEA : Argentine production version comprising seventeen units.
  • Mirage IIIEBR & EBR-2 : Brazilian variants including upgraded models with canard foreplanes totaling twenty units.
  • Mirage IIIEE : Spanish C.11 variant delivering twenty-four aircraft from 1970 onwards.
  • Mirage IIIEL : Lebanese model lacking Doppler radar; ten delivered between 1967–69.
  • Mirage IIIEP : Pakistani version receiving eighteen deliveries during 1967–69.
  • Mirage IIIEV : Venezuelan variant without Doppler radar later modernized to Mirage 50EV standard; seven units produced.
  • Mirage IIIEZ : South African model comprising seventeen deliveries between 1965–72.
Mirage IIIO
Australian all-weather fighter-bomber based on the IIIE but powered initially by Rolls-Royce Avon Mk.67 engine prototype followed by Atar-powered production models under license—one hundred units built including interceptors and fighter-bombers.
Mirage IIIR
Reconnaissance variant replacing radar nose section with camera pods while retaining cannon armament and simplified avionics similar to the IIIC model. Two prototypes plus fifty production aircraft manufactured for France:
  • Mirage IIIRD: Enhanced avionics including undernose Doppler radar and interchangeable pods for infrared linescan or side-looking airborne radar (SLAR); twenty units produced.
  • Exported versions include Israeli (IIIRJ), Pakistani (IIIRP & P2), Swiss (IIIRS), and South African (IIIRZ & R2Z) variants totaling several dozen aircraft.


Mirage IIIS
Swiss all-weather interceptor based on IIIE but equipped with Hughes TARAN 18 radar and armed with AIM-4 Falcon and Sidewinder missiles. Built under license in Switzerland—thirty-six units completed.

Other variants include:

Mirage IIIT
Engine testbed initially fitted with Pratt & Whitney/SNECMA TF104 turbofan then upgraded to TF106 turbofan.

Overall production of all Dassault Mirage III/5/50 variants reached roughly 1,403 units.

Planned or unbuilt variants encompassed:

  • Mirage IIIK, powered by Rolls-Royce Spey turbofan, proposed for the British Royal Air Force.
  • Mirage IIIM, a carrier-capable design intended for French Aéronavale use featuring catapult gear and arrestor hook.
  • Mirage IIIW, a lightweight fighter concept developed jointly with Boeing for a U.S. competition but ultimately losing out to the Northrop F-5.

Mirage 5/Mirage 50

Originating from a requirement by the Israeli Air Force, the Mirage 5 took its maiden flight on 19 May 1967. While maintaining a resemblance to the Mirage III, it was distinguished by a lengthened, more tapered nose that extended the aircraft’s overall length by roughly half a meter. This design directly impacted the development of the Israeli Nesher—either through intelligence gathering or covert collaboration—and eventually gave rise to the Kfir, which is a direct evolution of the Mirage III lineage.

Milan

In 1968, Dassault collaborated with Swiss partners to create the Milan ("Kite"), which incorporated pop-out foreplanes or “moustaches” positioned on the nose to improve takeoff performance and low-speed maneuverability during attack operations. Early prototypes were adapted from existing Mirage airframes, including one known as "Asterix." A fully outfitted prototype flew in May 1970, powered by an enhanced SNECMA Atar 09K-50 engine and fitted with modernized avionics such as a laser designator and rangefinder. A Swiss-specific variant, the Milan S, was also developed. Despite improvements in handling thanks to the canards, pilot visibility was compromised and airflow disturbances at the engine intakes were noted, leading to the abandonment of the Milan concept in 1972; however, research into canard configurations persisted.

Mirage IIING

The Mirage IIING (Nouvelle Génération) was another evolution powered by the Atar 9K-50 engine. Its prototype, converted from a Mirage IIIR, first took flight on 21 December 1982. This model featured a redesigned delta wing incorporating leading-edge root extensions alongside fixed canards mounted above and behind the air intakes. The avionics suite was comprehensively upgraded with fly-by-wire technology enabling relaxed stability control, advanced navigation and attack systems integrating inertial navigation and HUD displays, and selectable radar options including Cyrano IV and Agave radars complemented by laser rangefinding capability. Enhanced engine output combined with aerodynamic refinements improved both takeoff performance and sustained turning ability.

Although it never entered mass production, the Mirage IIING served as a technological testbed that influenced subsequent upgrades to Mirage III and Mirage 5 fleets. After 1989, improvements derived from this model were incorporated into Brazilian Mirage IIIEs as well as former French Air Force aircraft transferred to Brazil. Dassault also introduced the Mirage IIIEX upgrade package in 1989 for ex-AdA Mirage IIIEs, which included canards, in-flight refueling probes, lengthened noses, updated avionics, and other enhancements.

Balzac / Mirage IIIV

A branch within the Mirage III/5/50 family, the Mirage IIIV was designed as a vertical take-off and landing (VTOL) fighter featuring eight small vertical lift engines arranged around its main powerplant. Developed in response to a NATO VTOL strike fighter requirement from the mid-1960s, it employed eight RB.162-31 lift jets each producing 5,400 pounds of thrust, long-stroke landing gear for ground clearance, and exhaust covers to reduce effects from lift engine exhaust. The primary propulsion came from a SNECMA TF-104 turbojet engine.

Mirage III ROSE

The ROSE (Retrofit Of Strike Element) program represented Pakistan Air Force’s effort to modernize its fleet of aging Dassault Mirage III and Mirage 5 aircraft with state-of-the-art avionics upgrades. During the early 1990s, Pakistan procured 50 used Mirage IIIs from Australia; out of these, 33 were chosen for comprehensive modernization featuring new HUDs, multifunction displays (MFDs), radar warning receivers (RWRs), HOTAS controls, radar altimeters, and enhanced navigation/attack systems. These upgraded aircraft equipped with FIAR Grifo M3 multi-mode radar were designated as ROSE I. Additionally, approximately 34 Mirage 5s underwent modernization under subsequent phases termed ROSE II and ROSE III, concluding the project’s implementation.

Active

  • : 87 units
    • Combat Commanders' School, PAF Base Mushaf – Mirage IIIO ROSE I
    • 5 Squadron, PAF Base Mushaf – Mirage IIIEP, IIIDP, IIIRP (1968–2010)
    • 7 Squadron, PAF Base Masroor – Mirage IIIO ROSE I, IIIDP
    • 20 Squadron, PAF Base Mushaf – Mirage IIIRP (1977–1988)
    • 22 Squadron, PAF Base Masroor – Mirage IIIEL, IIIBL, IIID
    • Nearly 48 aircraft have been retired or withdrawn from service

Previous

  • : 348 units
  • : 43 units
  • : 116 units
  • : 32 units
  • : 31 units
  • : 76 units
  • : 12 units
  • : 58 units
  • : 60 units
  • : 7 units

Civilian Operators

Espace Passion Foundation maintains one Mirage IIIDS (serial number 101/228F) with registration HB-RDF

Argentina

Mirage IIICJ
Mirage IIIDA
Mirage IIIEA

Australia

Information sourced from:[1]

Mirage IIIO(F)
Mirage IIIO(A)
  • A3-51 – Royal Australian Air Force – preserved at the RAAF Museum, Point Cook, Victoria
  • A3-55 – Royal Australian Air Force – displayed at Aviation Heritage Centre, RAAF Base Amberley, Queensland
  • A3-72 – Royal Australian Air Force – located in the RAAF Museum, Point Cook, Victoria
  • A3-90 – Royal Australian Air Force – only tail fin remains at Fighter World, RAAF Base Williamtown, New South Wales
  • A3-92 – Royal Australian Air Force – part of the RAAF Museum collection at Point Cook, Victoria
  • A3-97 – Royal Australian Air Force – cockpit preserved at Fighter World, RAAF Base Williamtown, New South Wales
Mirage IIID
  • A3-102 – Royal Australian Air Force – on display at Fighter World, RAAF Base Williamtown, New South Wales
  • A3-115 – Royal Australian Air Force – formerly a gate guard at RAAF Base Edinburgh, South Australia; currently exhibited at the South Australian Aviation Museum, Port Adelaide
  • A3-116 – Royal Australian Air Force – tail section maintained by No 331 Squadron, Australian Air Force Cadets, Coffs Harbour, New South Wales

Brazil

Mirage IIIEBR

France

Mirage IIIA
Mirage IIIC
Mirage IIIE
Mirage IIIEX
  • #467 – European Fighter Aircraft Museum, Montélimar

Spain

Mirage IIIEE

United Kingdom

Mirage IIIE

See also

Notable record-setting pilots

Bibliography

  • Atlejees, Leephy. Armscor Film produced by Armscor, SABC and Leephy Atlejees. Broadcast on SABC Television in 1972 with reruns in 1982 and 1984.
  • Baker, Nigel and Tom Cooper. "Middle East Database: Dassault Mirage III & Mirage 5/Nesher in Israeli Service." www.acig.org, Air Combat Information Group Journal (ACIG), 26 September 2003.
  • Breffort, Dominique and Andre Jouineau. The Mirage III, 5, 50 and derivatives from 1955 to 2000. Paris: Histoire et Collections, 2004. .
  • Brindley, John. Aircraft Profile Volume 230: Dassault Mirage Variants. Windsor, Berkshire: Profile Publications Ltd., 1971.
  • Carbonel, Jean-Christophe. French Secret Projects 1: Post War Fighters. Manchester: Crecy Publishing, 2016. .
  • "Cheetah: Fighter Technologies." Archimedes 12, June 1987.
  • Chenel, Bernard; Liébert, Michel; Moreau, Eric. Mirage III/5/50 en service à l'étranger, Editions LELA Presse, 2014.
  • Cooper, Tom. "Middle East Database: War of Attrition, 1969–1970." www.acig.org, Air Combat Information Group Journal (ACIG), 24 September 2003.
  • "The Designer of the B-1 Bomber's Airframe." Wings Magazine, Vol. 30/No. 4, August 2000, p.48.
  • Donald, David and Jon Lake (eds.). Encyclopedia of World Military Aircraft. Westport, Connecticut: AIRtime Publishing, 1996. .
  • Eden, Paul (ed.). The Encyclopedia of Modern Military Aircraft. London: Amber Books, 2004.
  • Green, William and Gordon Swanborough. The Complete Book of Fighters. New York: Smithmark Books, 1994. .
  • Gunston, W. T. Early Supersonic Fighters of the West. Ian Allan Ltd., 1976. .
  • Jackson, Paul. "Mirage III/5/50 Variant Briefing" Parts 1–3 in World Air Power Journal Volumes 14–16 (1993–1994). London: Aerospace Publishing.
  • Jackson, Paul. Modern Combat Aircraft 23: Mirage. Shepperton: Ian Allan, 1985. .
  • Lake, Jon. "Atlas Cheetah." World Air Power Journal No.27:42–53, Winter 1966.
  • Mafé Huertas, Salvador. "Spain's First 'Flat-Irons': The Mirage III Era." Air Enthusiast, Spring 1994, Issue 53.
  • Pérez San Emeterio, Carlos. Mirage: Espejismo de la técnica y de la política (in Spanish). Madrid: Editorial San Martin, 1978. .
  • Rogers, Mike. VTOL Military Research Aircraft. London: Foulis, 1989.
  • Schürmann, Roman. Helvetische Jäger. Dramen und Skandale am Militärhimmel (in German). Zürich: Rotpunktverlag, 2009.
  • Smith, G. Geoffrey. Gas Turbines and Jet Propulsion: Sixth Edition. Iliffe & Sons Ltd., 1955.
  • Taylor, John W.R., ed. Jane's All the World's Aircraft 1984–85. London: Jane's Yearbooks, 1984.
  • Wheeler, Barry C. The Hamlyn Guide to Military Aircraft Markings. London: Chancellor Press, 1992.
  • Wood, Derek. Project Cancelled. Macdonald and Jane's Publishers, 1975.

Further reading

  • Breffort, Dominique; Jouineau, Andre (2004). The Mirage III, 5, 50 and related models from 1955 to 2000. Histoire et Collections, Paris. Planes and Pilots 6. ISBN 2-913903-92-4.
  • Dildy, Douglas; Calcaterra, Pablo (2017). Sea Harrier FRS 1 versus Mirage III/Dagger – South Atlantic Conflict 1982. Osprey Publishing. Duel 81. ISBN 978-1-4728-1889-8.
  • Lewis, Peter (2019). "Where Falcons Dare: The Mirage IIIRS & Fliegerstaffel 10". The Aviation Historian. Issue 28, pp. 40–51.
  • Moreau, Eric (November 1976). "Mirage IIIC: Fifteen Years of Service in the French Air Force". Le Fana de l'Aviation. Issue 84, pp. 8–13.
  • Núñez Padin, Jorge Felix (2002). Dassault Mirage IIICJ IIIEA. Fuerzas Aeronavales. Serie Fuerza Aérea 7.
  • Núñez Padin, Jorge Felix (2008). Dassault Mirage IIICJ & IIIEA. Fuerzas Aeronavales. Serie Fuerza Aérea 15. ISBN 978-987-20557-3-8.
  • Núñez Padin, Jorge Felix (2013). Dassault Mirage IIICJ/BJ & EA/DA. Fuerzas Aeronavales. Serie Fuerza Aérea 23. ISBN 978-987-1682-21-8.
  • Rivas, Santiago; Cicalesi, Juan Carlos (2010). Latin American Mirages – Mirage III/5/F.1/2000 in Service with South American Air Arms. Harpia Publishing. ISBN 978-0-9825539-4-7.
  • Núñez Padin, Jorge Felix (2015). Dassault Mirage. Fuerzas Aeronavales. Serie Fuerza Aérea 27. ISBN 978-987-1682461.

External links

  1. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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