| Mirage F1 | |
|---|---|
 AFrench Air Force Mirage F1 | |
| General information | |
| Type | Fighter aircraft |
| National origin | France |
| Manufacturer | Dassault Aviation |
| Status | In limited service |
| Primary users | French Air Force (historical) |
| Number built | 726 |
| History | |
| Manufactured | 1966–1992 |
| Introduction date | 1973; 52 years ago (1973) |
| First flight | 23 December 1966; 58 years ago (1966-12-23) |
| Developed from | Dassault Mirage III |
TheDassault Mirage F1 is a Frenchfighter andattack aircraftdesigned and manufactured byDassault Aviation. It was developed as a successor to theMirage III family.
During the 1960s, Dassault commenced development of what would become the Mirage F1 as a private venture, alongside the largerMirage F2. Work on the F1 eventually took precedence over the costlier F2, which was cancelled during the late 1960s. TheFrench Air Force (Armée de l'Air) took interest in the fledgling fighter to meet its requirement for an all-weatherinterceptor aircraft. Accordingly, initial production units were equipped with theThomson-CSFCyrano IVmonopulse radar. During the latter half of 1974, the Mirage F1 entered service in the French Air Force. Shortly thereafter, the type was deployed as the main interceptor of the French Air Force, a capacity which it continued to serve in until the arrival of theMirage 2000. It later transitioned to anaerial reconnaissance role. In July 2014, the last French Mirage F1s were retired from service.
Powered by a singleSNECMA Atar 9K-50turbojet engine, which provided about 7tonnes-force (69 kN; 15,000 lbf) of thrust, and armed with an array of French and American-sourced armaments, the Mirage F1 has been operated as a light multipurpose fighter and has been exported to around a dozen nations. The type has seen action in a large number of armed conflicts involving several of its operators, including theWestern Sahara War, thePaquisha War, theCenepa War, theIran–Iraq War, theGulf War, theSouth African Border War, theWar in Afghanistan, theChadian–Libyan conflict, the2011 military intervention in Libya, and theNorthern Mali conflict. Although sources differ, and no official record exists, somewhere in the region of 726 Mirage F1s of all variants and trainers were manufactured during its run between 1966 and 1992.[1] It was succeeded in production by theDassault Mirage 2000.
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The Mirage F1 emerged from a series of design studies performed by French aircraft manufacturerDassault Aviation.[2] Having originally sought to develop a largerswept wing derivative of theMirage III, which became theMirage F2, to serve as a vertical take-off and landing (VTOL) propulsion testbed akin to theDassault Mirage IIIV, however, it was soon recognized that the emerging design could function as the basis for a competent fighter as well. Both the Mirage F2 and a smaller derivative, referred to the Mirage F3, received substantial attention from both Dassault and theFrench Air Force, the latter being interested in its adoption as a long-rangefighter bomber as a stopgap measure prior to the adoption of the envisionedAnglo-French Variable Geometry (AFVG) strike aircraft.[2]
Parallel with the Mirage F3 study, which was intended to serve as aninterceptor aircraft, Dassault decided to study a single-seat derivative which featured the all-FrenchSNECMA Atar 9K-50turbojet engine.[2] As a result of the cancellation of two major projects, the company's design team found themselves with a decreased workload. Accordingly, in mid-1964, Dassault decided to commence design work on the smaller aircraft, subsequently designated as theMirage F1, with the intention of producing a successor to its Mirage III andMirage 5 fighters;[3][2] This work was performed under a government contract in anticipation of a potential French Air Force specification for an all-weather interceptor to succeed its fleet of Mirage IIIC aircraft.[2]
The Mirage F1 was of similar size to thedelta-winged Mirage III and Mirage 5, and was powered by the same SNECMA Atar engine as had been used on the largerDassault Mirage IV; however, unlike its predecessors, it shared the layout of a swept wing mounted high on the fuselage and a conventional tail surface as used by the F2.[4] Although it has a smaller wingspan than the Mirage III, the Mirage F1 nevertheless proved to be superior to its predecessor, carrying more fuel while possessing a shorter take-off run and superior maneuverability.[5]
On 23 December 1966, the first prototype conducted itsmaiden flight.[2] The first flight had been delayed due to a funding shortage affecting the overall program. During its fourth flight, the prototype was recorded as having attained a top speed in excess ofMach 2.[2] On 18 May 1967, the first prototype was lost in an accident atDGA Essais en vol,Istres; the crash had resulted from a loss of control after encounteringflutter, killing its pilot. Despite this misfortune, during late 1966, the Mirage F1 programme was officially adopted by the French Air Force.[2] Following a redesign period, on 20 March 1967, the second prototype performed its first flight.[2]
On 26 May 1967, an order for three Mirage F1 prototypes was placed, while the larger and more expensive Mirage F2 was formally abandoned.[4] These three pre-service aircraft, along with a static structural test airframe, soon joined the test programme. By late 1971, the construction of an initial batch of 85 production standard Mirage F1 had been authorised.[2]
In order to comply with the French Air Force's requirement for an all-weather interceptor, the first productionMirage F1C was equipped with aThomson-CSF Cyrano IVradar system. The later Cyrano IV-1 version added a limited look-down capability.[6] However, Mirage F1 pilots reported that the radar was prone to overheating, which reduced its efficiency.[citation needed] During May 1973, the first deliveries to the French Air Force took place; the type entered squadron service with EC 2/30Normandie-Niemen in December of that year.[7]
By October 1971, the Mirage F1 was under production at both Dassault'sBordeaux facility and atSABCA's own plant inBelgium, work at the latter having been performed under an industrial arrangement associated to Belgium's order for 106 Mirage 5 aircraft.[8] The 79 aircraft of the next production run were delivered during the period March 1977 to December 1983. These were of theMirage F1C-200 version, which featured a fixed refuelling probe, which required an extension of the fuselage by 7 cm.
| This sectionneeds expansion. You can help byadding to it.(June 2017) |
The Dassault Mirage F1 was a single-engine fighter aircraft, designed to function as both aninterceptor aircraft and a ground attack platform.[3] While officially developed for the French Air Force as an air defense aircraft, Dassault had placed considerable emphasis on developing the Mirage F1 for ground attack duties as a secondary role during its early design.[2] Developed by the company to function as a successor to the successfulMirage III andMirage 5 families, it drew heavily upon its predecessors as well, sharing the same fuselage as the Mirage III, while adopting a considerably different wing configuration.
The Mirage F1 used a shoulder-mountedswept wing, instead of theDelta wing of the Mirage III, which resulted in a more than 50% reduction in required runway lengths and increased internal fuel tankage for 40% greater combat range.[3][2] The approach speed prior to landing is 25% less than the preceding Mirage IIIE. According to Dassault, the negative performance impact associated with the increased thickness of the Mirage F1's wing over the Mirage III's counterpart had been offset by improvements made to the propulsion system.[2] The wing is fitted with both double-slottedtrailing edge flaps and full-spanleading edge slats, the latter being automatically operated to reduce the aircraft's turn radius during combat.[2]
A key area of advancement on the Mirage F1 over its predecessors was in its onboard avionics.[2] TheThomson-CSF Cyrano IVmonopulse radar system, developed from the Cyrano II unit installed on the Mirage IIIE, serves as the main sensor; it operates in three different modes:air-target acquisition and tracking, ground mapping, andterrain avoidance.[9] The later Cyrano IV-1 model also provided for a limitedlook-down capability.[6] According to aerospace publicationFlight International, the Cyrano IV radar was capable of detecting aerial targets at double the range of earlier models.[8] The standard production Mirage F1 was furnished with anInstrument Landing System (ILS),radar altimeter,UHF/VHF radio sets,Tactical Air Navigation system (TACAN) and a grounddata link. Other avionics include anautopilot andyaw damper.[8]
The Mirage F1 was powered by a singleSNECMA Atar 9K-50turbojet engine, which was capable of providing roughly 7tonnes-force (69 kN; 15,000 lbf) of thrust, giving the aircraft a maximum speed of 1,453 MPH and an altitude ceiling of 65,615 feet.[3] Flight International described the Atar engine as being "unexpectedly simple", despite the adoption of anafterburner.[8] An improved engine, initially known as theSuper Atar and later as theSnecma M53, was intended to be eventually adopted on production Mirage F1 aircraft, as well as for successor aircraft.[8]
The initial armament of the Mirage F1 was a pair of internal 30 mm cannons, and a singleMatra R530 medium-rangeair-to-air missile, which was carried under the fuselage.[10][11] It could carry a total combined payload of 6300kg ofbombs and missiles, all of which would be carried externally.[3][8] After 1979, the medium-range R530 was replaced by the improvedMatra Super 530 F missile as the latter came into service in quantity with the French Air Force.[12] In 1977, theR550 Magic was released, which the Mirage F1 mounted on wingtip rails. Around the same time, the AmericanAIM-9 Sidewinder was also introduced to the Mirage F1's armament; both theSpanish andHellenic Air Forces had requested the integration of the Sidewinder upon their own Mirage F1CE and Mirage F1CG fighters.
During 1984, the first operational deployment to be performed by French Air Force Mirage F1s was conducted duringOperation Manta, the French intervention inChad to counteract the growingLibyan encroachment in the region. A force of four Mirage F1C-200s provided air cover for a further group of fourJaguar strike aircraft; they also participated in a number of skirmishes against pro-LibyanTransitional Government of National Unity (GUNT) rebels.
In 1986, French Mirage F1s were redeployed to Chad as part ofOperation Epervier. A flight of four F1C-200s provided fighter cover for a strike package of eight Jaguars during theair raid against the Libyan airbase at Ouadi Doum, on 16 February.[13] A pair of F1CRs also conducted pre and post-strikereconnaissance missions.[14]
In response to the Iraqiinvasion of Kuwait, France performed two deployments of Mirage F1s to the Persian Gulf. In October 1990, 12 Mirage F1Cs were dispatched toDoha,Qatar in order to boost air defences, while a further four Mirage F1CRs of ER 33 were deployed toSaudi Arabia as part ofOperation Daguet in September 1990.[15][16][17] To avoid the risk of being mistaken for hostile Iraqi Mirage F1s, all of the French F1CRs were grounded during the first few days of the Allied air attacks, flying their first combat mission on 26 January 1991; an additional reason for their initial grounding was the lack of compatible night vision equipment.[18][19] They were used in the fighter bomber role, using their more capable navigation systems to lead formations of FrenchJaguar fighter bombers, as well as to fly reconnaissance missions; in this capacity, 114 sorties had been flown by the end of hostilities.[15][3] Following the end of the Gulf War, France deployed a number of Mirage F1CRs to bases in neighbouring Turkey as part ofOperation Provide Comfort to protect Kurds from Iraqi aggression.[15]
In October 2007, three Mirage 2000s and three Mirage F1s were deployed atKandahar Air Force Base, where they flewclose air support and tactical reconnaissance missions in support of international forces in SouthernAfghanistan.[20][21]
The last French unit to be equipped with the Mirage F1 was the Escadron de Reconnaissance 2/33Savoie, home-based at Mont-de-Marsan, which flew the latest version of the F1CR. The unit's primary mission was tactical reconnaissance, with a secondary mission of ground-attack; because of the unique missions of the 2/33, their unofficial motto among the pilots had become, "Find; Identify; and Photograph or Destroy." In accordance with a bilateral defense agreement between France and Chad, a pair of 2/33 F1CRs, along with 3 pilots, a photo interpreter, an intelligence officer and ground crews were always deployed to N'Djamena, Chad. The two 2/33 F1CRs operated with three Mirage 2000Ds, also based on rotation from France to Chad.[22]
During March 2011, 2/33 Mirage F1CRs were deployed toSolenzara Air Base,Corsica and conducted reconnaissance missions overLibya (also a Mirage F1 operator) as part ofOpération Harmattan.[23] In 2013 2/33 F1CRs also participated inOperation Serval in Mali. On 10 January, launching from their base in N'Djamena in Chad, the first French air intervention mission against Islamist rebels in Mali, was undertaken by F1CRs and Mirage 2000Ds, supported by a French Air Force C-135 tanker. The 2/33 F1CRs provided valuable photo information for strike aircraft flying the next day from France. Later on 16 January, two 2/33 F1CRs, were deployed from Chad to Bamako, Mali. Both aircraft were fitted with extra long range 2,200 litre ventral tanks; and when operating over Mali also carried two 250 kg unguided bombs, plus their internal 30mm cannons, in case they were called on for close air support missions.[24]
In order to replace the elderly F1CRs of ER 2/33, a number ofRafales were outfitted with an advanced reconnaissance pod. The Rafale's range, maneuverability and combat load is far superior to the F1CR that it replaces, as well as its reconnaissance capabilities: after the Rafale's pod has taken photographs, these can be almost instantly transmitted back to its base or where the imagery would be required if provisioned with compatible down link equipment.[22] The French Air Force's last Mirage F1 fighters were retired from operational service on 13 June 2014. The last units in service, these being 11 single-seat Mirage F1CRs and three two-seat F1Bs were transferred to storage; six aircraft performed a final appearance in a flypast duringBastille Day celebrations over Paris prior to their disposal.[25]
Between 1979 and 1980, Ecuador received 16 F1JAs (a variant of the F1E) and a pair of F1JEs. The Ecuadorian Air Force's (FAE) squadron of Mirage F1JAs (Escuadrón de Caza 2112) went into action in January–February 1981 during the briefPaquisha War betweenEcuador andPeru, less than two years after the aircraft had been delivered to the FAE. At that time, the Ecuadorians decided against directly challenging thePeruvian Air Force (abbreviated FAP), whoseMirage 5Ps andSukhoi Su-22 were providing air cover to Peruvian heliborne operations within the combat zone. Instead, the Mirages were kept at a distance, performing combat air patrols (CAPs) on the fringes of the combat area, in case the border clashes escalated into wider hostilities. During one incident, a PeruvianSukhoi Su-22 was intercepted and a single air-to-air R.550 missile was launched; however, it failed to strike the Peruvian aircraft.[26]
In 1995, during theCenepa War, the Ecuadorian Mirages went back into action against Peru. This time, while the bulk of the squadron was kept back at Taura AFB, a small detachment of Mirage F1s andKfir C.2s was deployed to undisclosed forward air bases to dissuade Peruvian attack aircraft from entering the combat zone. By this time, the planes had been upgraded withIsraeli electronics andPython Mk.III air-to-air missiles, usually mounted on the outer underwing pylons, and MatraR550 Magic AAMs on wing-tip launch rails.[citation needed]
On 10 February 1995, a pair of Mirage F1JAs, piloted by Maj. Raúl Banderas and Capt. Carlos Uzcátegui, were directed over five targets approaching the combat zone in the Cenepa valley. After making visual contact, the Mirages fired their missiles, claiming two Peruvian Su-22Ms shot down, while a Kfir claimed a furtherA-37B Dragonfly.[27][28][29][30] Sources in Peru, however, deny the claim that the Sukhois Su-22Ms were shot down by Ecuadorian aircraft, stating that one was shot down by Ecuadoriananti-aircraft artillery fire during a low flying ground-attack mission, while the second was lost because of an engine fire.[31][32][33] Banderas served as Commander of the Ecuadorian Air Force between May 2014 and February 2016, while Uzcátegui died in a training accident in 2002 atSalinas air base, in theSanta Elena Province.[34][35][36][37]
In 2011, all of the remaining Ecuadorian Mirage F1s still in service were retired after having flown more than 33,000 flight hours during their 32 years in active service; they were replaced by a squadron ofAtlas Cheetah fighters bought from South Africa.[38]
Greece operated 40 Dassault Mirage F1CG single-seat fighters. The F1CG was first ordered in 1974 and entered service with theHellenic Air Force in 1975.[39] The aircraft were used by the334th All-Weather Squadron and the342nd All-Weather Squadron.[40] Mirage F1CGs were armed with theAIM-9P missile, rather than the more commonly usedR.550 Magic, and could carry four AIM-9Ps, rather than just two.[39] Mirage F1s were used in mock dogfights with theTurkish Air Force overdisputed waters and airspace in the Aegean Sea during 1987, and on 18 June 1992, a Greek Mirage F1 crashed while attempting to intercept two Turkish F-16s,[41] another is claimed to have crashed in similar circumstances on 4 September 1995, and on 8 February 1995, a Turkish F-16 crashed after dogfighting Greek F1s.[42][better source needed] The loss of a TurkishRF-4E (69-7485) on the 20 October 1995 is conformed and often attributed to a dogfight with the Mirage F1. A further claim—that is denied—is the loss of a Mirage on the 7th of November 1994 to a Turkish F-16. The loss of a further RF-4E on 5 November 1997 is recorded and may have been the victim of either an F-16 or a Mirage F1.[42][better source needed]
The Hellenic Air Force retired the remaining 27 Mirage F1CGs on 30 June 2003 after 28 years of service and 160,000 flying hours.[39] A number of F1CG aircraft have been preserved, permanently grounded, for display. At least four are preserved inTanagra Air Base (LGTG) (115, 124, 129 and 140).[43][44] One more (134) is preserved at the HAF History Department, Delta Falirou.
Starting in 1977 and continuing through the 1980s,Iraq placed several orders for Mirage F1s.[45] Although the first version, designated as the Mirage F1EQ, was quite similar to the original French Mirage F1C,[46] those developed subsequently were increasingly modified with custom-tailored equipment (notably in the field of electronic warfare), according to the Iraqis' wishes.[47] During this period, France was a major supplier of military equipment to the nation; in 1983, the former loaned fiveSuper Étendards to Iraq while the latter was awaiting the delivery of theExocet-capable Mirage F1EQ-5, which would not be available until September 1984.[48] The Super Étendard had been strongly advocated for by Dassault, who had feared the potential cancellation of the sizable Mirage F1 order by Iraq if the request was not granted.[49]
From 1983 onwards, Iraqi Mirage F1s were also used for ground attack.[50] In this role, the Mirage F1 was used to replace Iraq's aging fleet ofHawker Hunters.[51] In September 1985, an agreement was signed between Dassault and Iraq for the delivery of a further 24 aircraft, consisting of 18 Mirage F1EQ-6 fighters and 6 F1BQ trainers.[52]
During theIran–Iraq War, Iraq's Mirage F1EQs were used intensively for interception, ground attack and anti-shipping missions.[53] The Mirage F1EQ allowed for Iraqi strikes to be conducted over a greater combat radius into Iran than had been previously possible.[54] In November 1981, an Iraqi Mirage F1 accounted for the firstIranianF-14 Tomcat to be shot down, followed by several more in the following months, giving the previously timidIraqi Air Force new confidence in air-to-air combat engagements with the Iranians.[55] According to research by journalist Tom Cooper, during the war 33 Iraqi Mirage F1s were shot down by Iranian F-14s[56] and two were downed by IranianF-4 Phantom II units.[57] Iraqi F1EQs claimed at least 35 Iranian aircraft, mostly F-4s andNorthrop F-5E Tiger IIs, but also several F-14 Tomcats.[58][page needed]
On 14 September 1983, a pair ofTurkish Air ForceF-100F Super Sabre fighter jets of 182 Filo “Atmaca” penetrated Iraqi airspace. A Mirage F1EQ of the Iraqi Air Force intercepted the flight and fired aSuper 530F-1 missile at them. One of the Turkish fighter jets (s/n 56-3903) was shot down and crashed inZakho valley near the Turkish-Iraqi border. The plane's pilots reportedly survived the crash and were returned to Turkey. The incident was not made public by either side, although some details surfaced in later years. The incident was revealed in 2012 by Turkish Defence Ministerİsmet Yılmaz, in response to a parliamentary question byRepublican People's Party (CHP) MP Metin Lütfi Baydar in the aftermath of thedowning of a Turkish F-4 Phantom II in Syria, in 2012.[59]
On 17 May 1987, an IraqiFalcon 50 modified with elements of a Mirage F1[60]fired a pair ofExocet missiles at theUnited States Navy (USN) warshipUSS Stark as it patrolled thePersian Gulf, causing extensive damage to the ship, killing 37 and wounding 21 members of Stark's crew. The exact motive and orders of the pilot remain unclear, although Iraq later apologized for the attack, referring to the incident as "a mistake" and blaming Iran.[61]
Prior to the outbreak of the 1991Gulf War, the Mirage F1EQ was the second most numerous type operated by the Iraqi Air Force (the most numerous being theMiG-21).[62] On 17 January 1991, during the opening minutes of the conflict, an unarmed, United States Air Force (USAF)EF-111, crewed by Captain James A. Denton and CaptainBrent D. Brandon scored a kill against an Iraqi Mirage F1EQ, which they managed to maneuver into the ground, making it the onlyF-111 to achieve an aerial victory over another aircraft.[63] Later in the war, an Iraqi Mirage piloted by Capt. Nafie Al-Jubouri successfully downed an American EF-111 Raven through aerial maneuvering as it crashed while attempting to avoid a missile fired by Al-Jubouri.[64][65]
Coalition forces shot down several Iraqi F1s during the Gulf War, such as six F1EQs that were shot down by USAFF-15 Eagles. A pair of F1EQs, which were preparing to carry out an attack on Saudi oil facilities were shot down by aRoyal Saudi Air Force (RSAF) F-15C.[66][67] Of a pre-conflict force of 88 Mirage F1EQs, 23 were destroyed in the war, a further six were damaged, 24 were flown to Iran and interned; only 23 aircraft remained in service by the end of the Gulf War.[3] Of the 23 destroyed Iraqi Mirage F1EQs, 9 were claimed to have been destroyed in aerial combat.[51]
In December 1975, Morocco ordered 25 Mirage F1CH interceptors.[68] In March 1977, an additional contract was signed, stipulating the delivery of five additional Mirage F1CHs, as well as 20 Mirage F1EHs (including six aircraft equipped with in-flight refuelling probes).[69] The first deliveries to theRoyal Moroccan Air Force (RMAF) took place in 1978.[70] Moroccan Mirage F1s flew with three squadrons: Assad and Atlas, which were multi-role (interceptor and fighter-bomber) units, and Iguider, a specialised reconnaissance squadron.[71] Comprising over a third of its fighter force, the Mirage F1 served as the primary air defence fighter of the RMAF for the next two decades.[72]
Starting in October 1979, these aircraft were engaged in combat missions against the forces of thePolisario Front, operating inWestern Sahara.[73] During their early combat operations, Moroccan Mirage F1s used unguided bombs, rockets, and their internal cannons to attack Polisario targets.[74] In November 1979, the first Moroccan Mirage F1 was shot down by a Polisario9K31 Strela-1, and its pilot was killed.[75] Another one was shot down by anSA-7 on 6 December, and two more followed in February 1980.[76] With the losses to Polisario air defences mounting, Moroccan pilots started usingtoss bombing tactics to minimize their exposure to air defences, that had meanwhile been reinforced with2K12 Kub/SA-6 medium-range SAM systems. Using this technique, in early January 1982, Moroccan Mirages even started attacking SA-6 sites. However, the strikes had very poor results, due to the inaccuracy of this technique. Moreover, the soft sand of the Sahara desert caused a lot of bombs to fail to detonate.[77]
To solve these issues, several measures were taken. The Moroccans started using bombs equipped withdaisy cutter fuses, and later South African-made Jupiterairburst fuses.[78] Moroccan Mirages also starting operating inhunter-killer teams, with one aircraft fitted with long-range cameras and/orESM equipment guiding one or two low-flying Mirage F1s to attack the targets it detected. These tactics proved highly successful, and they became the principal way in which Moroccan Mirages operated for the remainder of the war.[79] Moreover, the aircraft were modified withchaff/flare dispensers.[80] Lastly,ECM pods were bought to increase the aircraft's survivability against SA-6s, and the first were delivered in 1983.[81] All this, combined with better training of the Moroccan pilots (including during joint exercises with the French and the Americans), resulted in much improved effectiveness of operations against Polisario forces.[82] In total, over the course of the war in Western Sahara, twelve Mirage F1s were shot down by the POLISARIO. Four pilots were killed, and five were taken prisoner.[83]
On 17 August 2015, a Moroccan Mirage F1 crashed due to abird strike; its pilot ejected successfully.[84]
During 1971, South Africa commenced its search for a replacement for the Mirage III; as a result, it chose to purchase alicence to manufacture both the Mirage F1 and its engine with the intention of producing up to 100 Mirage F1s. However, this license was quickly cancelled as a consequence of the impending1977 arms embargo. TheSAAF proceeded to procure 16 Mirage F1CZs and 32 Mirage F1AZs, which were quickly delivered by Dassault prior to the embargo being implemented, the first of these deliveries occurring in 1975.
Both the F1CZ and F1AZ variants of theSouth African Air Force (SAAF) saw considerable action during operations in theBorder War. In November 1978, the first five F1CZs were deployed toSouth-West Africa (Namibia), tasked with providing escort for reconnaissance flights over Southern Angola. From 1980, such deployments as escort aircraft became regular. Due to teething problems with the F1AZ, F1CZs were initially assigned the strike role in southern Angola using Matra M155 rocket pods or 250 kg bombs.[citation needed]
F1CZs of 3 Squadron downed two AngolanMiG-21s in 1981 and 1982. On 6 November 1981, duringOperation Daisy, two F1CZs were vectored byGCI to intercept two MiG-21s heading south. Major Johan Rankin shot down thewingman with cannon fire, as the missiles failed tolock on to the MiGs. On 5 October 1982, while escorting aCanberra of12 Squadron on a photo-reconnaissance sortie, Rankin and his wingman engaged two MiG-21s on an intercept course. He fired two MagicAAMs at one of the MiGs, damaging the aircraft with the second missile. Rankin then attacked the second MiG and destroyed it with cannon fire.[85] The first MiG was able to return to base, but sustained additional damage making abelly landing.
In May 1982, an AngolanMi-8 helicopter that the SADF believed to be carrying senior officers was located and destroyed in the Cuvelai area. The helicopter was located with rotors running on the ground by a pair of F1CZs and destroyed by 30mm cannon fire.[citation needed]
Two F1AZs of 1 Squadron were lost over Angola. On 20 February 1988, while flying an interdiction sortie in F1AZ '245' against a road convoy duringOperation Hooper, Major Ed Every was shot down by anSA-13 GopherSAM. F1AZ '223' was lost almost a month later, on 19 March, when Captain Willie van Coppenhagen flew into the ground while returning from a diversionary strike at night. A SAAF Board of Inquiry was unable to determine the causes of the crash.[85][86]
Two F1AZs and a F1CZ were also damaged by enemy action, but were able to return to base. On 7 June 1980, while attackingSWAPO's Tobias Haneko Training Camp duringOperation Sceptic (Smokeshell), Major Frans Pretorius and Captain IC du Plessis were both hit bySA-3 Goa SAMs. The aircraft piloted by Du Plessis was hit in a fuel line and he had to perform adeadstick landing at AFB Ondangwa. Pretorius's aircraft sustained heavier damage and had to divert to Ruacana forward airstrip, where he landed with only the main undercarriage extended. Both aircraft were repaired and returned to service.[85] During the last phase of the Bush war 683 combat sorties were flown by the F1AZs, and more than 100 SAMs were fired at them.[citation needed]
On 27 September 1987, duringOperation Moduler, an attempt was mounted to intercept twoCuban FARMiG-23MLs. Captain Arthur Piercy's F1CZ was damaged by either anAA-7 Apex orAA-8 Aphid AAM fired head-on by Major Alberto Ley Rivas. The explosion destroyed the aircraft'sdrag chute and damaged the hydraulics. Piercy was able to recover toAFB Rundu, but the aircraft overshot the runway. The impact with the rough terrain caused Piercy'sejection seat to fire; he failed to separate from the seat and suffered major spinal injuries.[85]
In February 1987, three F1AZs fired several V-3B missiles at a group of MiG-23s without success. This was repeated again in February 1988 when a F1AZ fired a missile at a MiG-23 and fired its 30mm cannon, again without success. Various other unsuccessful attempts were made during the 1987–88 period.
Apart from operations from Namibia in July 1981, a pilot of the Mozambican Air Force defected with hisMiG-17. He flew from his base near Maputo towards South Africa. Two F1AZs returning from a training exercise intercepted the MiG-17. In March 1981 two F1AZs intercepted a Zimbabwean ArmyCASA C-212 and forced it to land in South Africa after asserting that the aircraft had strayed into South African airspace.[citation needed]
The SAAF lost an additional six F1AZs and three F1CZs to various mishaps. F1CZ '205' caught fire after landing and was repaired using the tail section of F1CZ '206' (Piercy's aircraft).[85]
In June 1975, with tension growing with Morocco, Spain decided to strengthen its Air Force and bought 15 Mirage F1C that were allocated to Albacete AB. In mid-1976 there was still some tension with Morocco and Algerian and Libyan MiG-25 flights on the Mediterranean, which would lead the Spanish Air Force to purchase ten more Mirage F1C and two years later order 48 Mirage F1C and F1E.[citation needed]
Some years later Spain also bought 12 F1EDA/DDA's retired from Qatar Air Force, which donated some equipment and weapons used by those Mirage F1s. In Spanish service the F1CE was known as the C.14A, the F1EE was the C.14B and the two-seater F1EDA as the C.14C.
They served mainly as Spain's primary air defence interceptors and interdiction as secondary role until they were superseded by Spain'sEF-18A Hornets. They served with Ala 11 (11th Wing) inManises (Ex-Qatari planes), Ala 14 inAlbacete, and Ala 46 atGando in the Canary Islands.[87] Ala 46 used their Mirage F1s mainly as air defence planes, using same deep blue color pattern as French planes.
In October 1996, Thomson-CSF was awarded a FFr700 million (US$96m) contract to upgrade 48 F1C/E single-seaters and 4 F1EDA trainers to Mirage F1M standard (see below). Ex-Qatar Mirage F1s were left outside the upgrade, as it was a different version, and were the first ones to be retired.[88] As well as a service-life extension, this improved the avionics and added anti-shipping capability with a modernised Cyrano IVM radar and Exocet compatibility.
From July 2006 to November 2006, Spanish Mirage F1s were deployed toLithuania as a part ofNATO'sBaltic Air Policing mission; during this deployment, they were scrambled twice to intercept undisclosed intruders. On 20 January 2009, a pair of Spanish F1s from the 14th Wing crashed near their base during a routine Spanish Air Force dogfight training mission, resulting in the deaths of all three crew members. The wreckage of the two jets, including the remains of the aircrew, was found about 3 km (1.9 mi) apart.[89] By 2009, there were 38 F1M's in service with Escuadrón 141 (141st Squadron) "Patanes" and Escuadrón 142 (142nd Squadron) "Tigres" of Ala 14.[87]
In 2013, the Spanish Air Force retired its fleet of Mirage F1s,[90] having progressively phased the type out of service as increasing numbers of theEurofighter Typhoon had become available.[87] During 2013, it was reported that Spain may sell sixteen F1M's to Argentina but it seems they now have the budget to buy newKfirs instead.[91] The deal went through and Argentina bought the Spanish Mirages in October 2013,[92] but the deal was scrapped in March 2014 after pressure from theUnited Kingdom on Spain to not assist in FAA modernization over tensions between the countries over theFalkland Islands.[93] In November 2017,Draken International announced that it had acquired 22 F1Ms from Spain and would refurbish and upgrade them for use as adversary aircraft.[94]
Libya procured 16 Mirage F1ED interceptors, 6 F1BD two-seaters, and 16 Mirage F1ADs to equip theLibyan Air Force. The F1AD model is a specialized strike variant that lacks the standard radar unit; it is instead outfitted with a retractable fuel probe mounted on the nose. Four F1ADs were subsequently upgraded into a multirole configuration.[95]
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Throughout the day of 18 August 1981, a total of 70 Libyan aircraft, includingMikoyan-Gurevich MiG-23s,MiG-25s,Sukhoi Su-22s,Su-22Ms and Mirage F1s, approached a US Navy carrier battle group as a show of strength. They were escorted until their withdrawal from its vicinity byMcDonnell Douglas F-4 Phantom IIs andGrumman F-14 Tomcats.[96]
Even though they weren't involved continuously, Libyan Mirage F1s participated in the war in Chad intensively and proved their worth during the Libyan campaigns through the 1980s.[97][98][99] From 1981, a detachment was deployed at Marten es-Serra in southern Libya. Both the F1AD and F1ED versions were used in this war.[100] Even though the Mirage F1ED was designed foremost as an interceptor, it was mainly used for ground attack purposes like the F1AD, although somecombat air patrols were flown as well.[100][101] When operating in Chad, the Mirage F1AD's typical combat configuration consisted of a pair of 1.300 litre drop tanks and a pair of Belouga CBUs. Operations were performed almost exclusively during daylight hours and from high altitudes, which resulted in limited effectiveness.[102] Together withMirage 5s,MiG-23s, andSukhoi Su-22s, Mirage F1s were instrumental in the success enjoyed during different campaigns against the Chadian troops in the early 1980s: operating over the open and barren desert terrain, they caused heavy damage, for no Mirage F1 losses in exchange.[103]
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Both Libyan Mirage F1 squadrons were staffed by some of the best pilots and officers in the Air Force, and the Libyans put extra care in the maintenance of these aircraft.[104] Indeed,US Navy pilots involved in the 1981 encounters with Libyanfighters concluded that the Mirage F1 pilots were markedly superior to those flying Soviet-made aircraft.[105]
The Mirage F1 fleet saw action during the2011 Libyan Civil War. The Libyan Air Force posed little threat to coalition forces, partially as a result of insufficient equipment and a heavy reliance upon older aircraft acquired from theSoviet Union, but remained effective against poorly armed anti-Gaddafi rebels.[102] On 21 February 2011, a pair of Libyan aircraft landed inMalta after they had been ordered to bomb protesters inBenghazi; both of the pilots claimed political asylum.[95] Following the death of Muammar Gaddafi and the end of the civil war, France and Libya formed an agreement in 2012 to modernise the remaining Mirage F1 fleet, as well as covering the potential purchase of additional Mirage F1s that had been formerly operated by the French Air Force.[106]
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Single-seat ground-attack fighter aircraft, with limited daylight-only air-to-air capability. Fitted with lightweight EMD AIDA 2 ranging radar instead of Cyrano IV of other variants, with laser rangefinder under nose, retractible refuelling probe and more fuel.[107][108]
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The French Air Force also ordered 20 Mirage F1Bs, a two-seat operational conversion trainer; these were delivered between October 1980 and March 1983.[111] The extra seat and controls added only 30 cm (12 in) to the length of the fuselage, but at the cost of less internal fuel capacity and the loss of the internal cannons.[11]
The empty weight increased by 200 kg (440 lb),[11] partly due to the addition of twoMartin-Baker Mk 10zero-zero ejection seats, in place of the Mk 4 used in the F1C, which had a forward speed limitation.
In all other aspects the F1B is a combat-capable aircraft and it can compensate for lost capacity with cannon pods and drop tanks.
Two-seat training version, based on the Mirage F1E multi-role fighter, ground-attack aircraft.
Single-seat all-weather multi-role fighter and ground-attack aircraft.
When it became clear that the Mirage F1 was becoming a successful production aircraft, Dassault began investigating the possibility of a dedicated reconnaissance version for its most important client, the French Air Force. However, the escalating cost of fighter aircraft meant that add-on pods for this purpose were a more economical alternative.
Many French Air Force aircraft, as well as those of some export clients (such asIraq'sMirage F1EQ), did indeed have a variety of reconnaissance pods available, which were attached to the underside of the main fuselage. However, the development of a tactical reconnaissance aircraft for the French Air Force continued, and the firstMirage F1CR flew on 20 November 1981.[120]
The Mirage F1CR carries reconnaissance equipment, internally and externally:[121]
A total of 64 Mirage F1CRs were ordered by the French Air Force.[111] The first air force unit equipped with the CR wasEscadron de Reconnaissance 2/33 which became operational in September 1983.[123]
TheMirage F1CT is a ground attack version of the Mirage F1C-200. Following their replacement in the air defence role by theMirage 2000, the French Air Force had a number of surplus Mirage F1C-200s, and in 1988 it launched a conversion programme to turn these aircraft into interim ground attack aircraft to replace elderly Mirage IIIEs and Mirage 5s.[124] The Mirage F1CT program brought the avionics of the F1C up to the standard of the F1CR, with the radar upgraded with the additional air-to-ground modes of the Cyrano IVM-R, an improved navigation/attack system fitted, with a laser rangefinder fitted under the nose. It was fitted with new Mk 10 ejection seats, while improved radar detection and warning devices,chaff/flare dispensers, and secure radios were also added.[125] It gained the ability to carry a variety of air-to-ground weapons, including rockets,cluster bombs andlaser-guided bombs, while retaining the F1C's air-to-air armament.[126]
Two prototypes were converted by Dassault, the first flying on 3 May 1991, with a further 55 converted by the workshops of the French Air Force atClermont Ferrand by 1995.[124][127]
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TheSouth African Air Force (SAAF) flew both the Mirage F1AZ ground-attack version as well as the radar-equipped Mirage F1CZ fighter. The first two examples of the first order (48 aircraft, comprising 32 F1AZ and 16 F1CZ) were delivered on 5 April 1975. In July of that year, the remainder of the F1CZs were delivered and3 Squadron was recommissioned to operate the aircraft fromAFB Waterkloof. In 1975 the F1CZs also appeared at a South African airshow, the public were not informed that it was already in service.[citation needed]
The F1AZ was developed in conjunction withDassault and the SAAF as a dedicated ground attack variant. The F1AZs were delivered between November 1975 and October 1976 and were assigned to1 Squadron.Paramount Group, a South African-based company owns the intellectual property for the Mirage F1AZ.
The F1AZ has a laser-based rangefinder, permitting the highly accurate fusing and aiming of unguided munitions, such as bombs and rockets. Optical design was by the Optics (later ELOPTRO) division ofArmscor in South Africa. The F1AZ features an integrated ground-attack system, comprising two on-board computers that can identify targets at a distance of 5 km. A laser range finder, situated below its conical nose, is connected to the computers to provide them with target info without emitting radar signals. After target identification and information gathering, bombs are automatically released at the right moment, known asCCRP, or 'Computer Controlled Release Point'.[citation needed] While the range-finding ability of the EMD AIDA 2 radar permits the use of combat and visual interception missiles, the helmet-mounted sight element enables the pilot to makeoff-boresight engagements, without waiting until achieving an optimum firing position. The F1AZ is equipped with two internal DEFA 30mm cannons with 125 rounds each, and carries a wide variety of external ordnance, including various types of bombs, cluster munitions, missiles, and rocket launchers.[citation needed]
The SAAF retired the F1CZs in 1992, followed by the F1AZs in 1997.[citation needed]
Despite their retirement in 1997, the accuracy of the F1AZ's armament delivery is still considered classified information by the SAAF; analysis by informed news services (e.g.,Jane's Defence Weekly) and pilot reports (e.g., Commandant Dick Lord, 'Vlamgat', 1999) conclude that the F1AZ has accuracies within the order disclosed by theUSAF for theirF-15E Strike Eagle in unguided ballistic mode.[128]
In 2004, up to 21 F1AZs were reported in storage atAFB Hoedspruit, awaiting a possible buyer. In April 2006, it was reported thatAerosud had purchased the surviving Mirage F1AZs and spares.
South Africa grantedAerosud a contract to fit the Dassault Mirage F1 with theKlimov RD-33 engine used in theMiG-29 fighter.[129] Although overtaken by the decision of theSouth African Air Force to buy the SAABJAS 39 Gripen, the upgrade was technically successful.
On 17 August 2006, French news agencyAgence France-Presse (AFP) reported that two upgraded ex-South African F1AZs had taken part in a fly-past over Libreville earlier that day in celebration ofGabon's independence day. The refurbishment and upgrade of the aircraft was carried out by Aerosud. Aerosud Group managing director Dr. Paul Potgieter confirmed his company's involvement, but declined to give numbers or cite figures.[citation needed]
Developed for the participation in the "European" NATO fighter competition of early seventies, seeking to replace the F-104G. It was equipped with a more powerful engine, theSNECMA M53, and other improvements. Failed to succeed, the contest was eventually won by the General Dynamics F-16. The Mirage F1 came in second place.[130]
The F1M upgrade (unrelated to the M-53 prototype) was applied to 48 Spanish F1CE/EE and four F1EDA trainers under a FFr700 million (US$96m) contract awarded to Thomson-CSF in October 1996.[88] The prototype F1M flew in April 1998, and CASA delivered the remainder between March 1999 and 15 March 2001.[88] The project included a revised cockpit with colour LCDs and a Smart HUD from Sextant Avionique, a Sextant inertial navigation system with GPS interface; NATO-compatible Have Quick 2 secure communications; Mode 4 digital IFF; a defensive aids suite; and flight recorders.[88] The radar was upgraded to Cyrano IVM standard, adding sea search and air to ground ranging modes.
TheRoyal Moroccan Air Force started in 2005 the 350 million euro MF2000 upgrade program to modernise 27 F1CH, F1EH and F1EH-200 aircraft. Changes included replacement of the old Cyrano IV radar by aRC400 (RDY-3) radar based on that used by the Mirage 2000-5, a revised cockpit, and improved armament, withDamocles targeting pods,MICA air-to-air missiles andAASM guided bombs added.[131] This upgrade was performed by ASTRAC (AssociationSagemThales pour la Rénovation d'Avions de Combat).[132]
The Dassault Mirage F1 has been operated by fourteen air forces, with five of them still doing so. Out of these, three have been European, five Middle Eastern (with one still flying the type), and five African (four still operating it).
Data fromJane's All The World's Aircraft 1988–89,[155]
General characteristics
Performance
Armament
Related development
Aircraft of comparable role, configuration, and era
Related lists
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