During the 1960s, there were plans to export the Mirage IV. In one proposal, Dassault would have entered a partnership with the British Aircraft Corporation to jointly produce a Mirage IV variant for the Royal Air Force and potentially for other export customers, but this project did not come to fruition. The Mirage IV was ultimately not adopted by any other operators.
During the 1950s, France embarked on an extensive military program to produce nuclear weapons; however, it was acknowledged that existing French aircraft were unsuitable for the task of delivering the weapons.[1] Thus, the development of a supersonic bomber designed to carry out the delivery mission started in 1956 as a part of the wider development of France's independent nuclear deterrent. In May 1956, the Guy Mollet government drew up a specification for an aerially-refuelable supersonic bomber capable of carrying a 3 tonne, 5.2-metre-long nuclear bomb 2,000km (without aerial refuelling).[2] According to aviation authors Bill Gunston and Peter Gilchrist, the specification's inclusion of supersonic speed was "surprising" to many at the time.[3]
The final specifications, jointly defined by government authorities and Dassault staff, were approved on 20 March 1957. Sud Aviation and Nord Aviation both submitted competing proposals, both based on existing aircraft; Sud Aviation proposed the Super Vautour, a stretched Sud Aviation Vautour with 47 kilonewtons (10,500lbf) thrust SNECMAAtar engines and a combat radius of 2,700 kilometres (1,700mi) at Mach 0.9.[2] Dassault's proposal for what became the Mirage IV was chosen on the basis of lower cost and anticipated simpler development, being based upon a proposed early 1956 twin-engined night-fighter derived from the Dassault Mirage III fighter and the unbuilt Mirage II interceptor.[3][4] In April 1957, Dassault were informed that they had won the design competition.[3]
Dassault's resulting prototype, dubbed Mirage IV 01, looked a lot like the Mirage IIIA, even though it had double the wing surface, two engines instead of one, and twice the unladen weight.[3] The Mirage IV also carried three times more internal fuel than the Mirage III. The aircraft's aerodynamic features were very similar to the III's but required an entirely new structure and layout. This prototype was 20 metres (67ft) long, had an 11 metres (37ft) wingspan, 62 square metres (670sqft) of wing area, and weighed approximately 25,000 kilograms (55,000lb).[5] It was considerably more advanced than the Mirage III, incorporating new features such as machined and chem-milled planks, tapered sheets, a small amount of titanium, and integral fuel tanks in many locations including the leading portion of the tailfin.[2]
The 01 was an experimental prototype built to explore and solve the problems stemming from prolonged supersonic flight. At the time, no aircraft had been designed to cruise at over Mach 1.8 for long periods of time and there were sizable technological and operational uncertainties. Weapon-related issues were another issue. Building the 01 in Dassault's Saint-Cloud plant near Paris took 18 months. In late 1958, the aircraft was transferred to the Melun-Villarocheflight testing area for finishing touches and ground tests. On 17 June 1959, French General Roland Glavany, on a five-year leave from the French Air Force since 1954, took the 01 for its maiden flight.[6][7][8]
On 19 September 1960, René Bigand (replacing Glavany as test pilot) increased the world record for speed on a 1000-kilometre closed circuit to 1,822km/h (1,132mph) around Paris and the Melun base.[6][9] Flight 138, on 23 September, corroborated the initial performance and pushed the record on a 500km closed circuit to an average of 1,972km/h (1,225mph), flying between Mach 2.08 and Mach 2.14. The Mirage IV 01 prototype underwent minor modifications during testing in the autumn of 1959, most noticeably, the tail was enlarged (slight reduction in height, large increase in chord).[10]
Production
On display at a 2004 air show
In order to increase range, studies were made of a significantly larger Mirage IVB design, powered by two Snecma license-built Pratt & Whitney J75 engines and having a wing area of 120m² (1,290sq ft) compared to 70m² (750sq ft) of the prototype IV, as well as a speed of Mach 2.4 and a gross weight of 64,000 kilograms (140,000lb).[11] The Mirage IVB proposal had been instigated as a response to interest by de Gaulle in ensuring that two-way (including the aircraft's return to France) strike missions could be flown.[8] However, development of the aircraft was ultimately cancelled in July 1959 due to the greater cost involved, a decision having been taken to rely upon aerial refueling instead also being a factor.[11]
With the Mirage IVB considered to be too expensive, the medium-sized Mirage IVA, slightly larger than the first prototype, was chosen for three more prototypes to be produced.[6] This aircraft had a wing area of 77.9 square metres (839sqft) and weighed about 32,000 kilograms (70,000lb)[12] On 4 April 1960, a formal order for 50 production Mirage IVA aircraft was issued.[13] The three prototype aircraft were built between 1961 and 1963, with first flights on 12 October 1961, 1 June 1962, and 23 January 1963.[12] By 1962, the second prototype had conducted simulated nuclear bombing runs in the trials range at Colomb-Bechar in southern Algeria.[13] The third prototype was equipped with the navigation/bombing systems and flight refuelling probe. The fourth prototype Mirage IVA-04 was essentially representative of the production aircraft that would follow.[12]
For production, various portions of the aircraft were subcontracted to Sud Aviation (wings and rear fuselage) and Breguet Aviation (tailfin), which was still a separate company from Dassault until 1967; Dassault manufactured the front fuselage and flight-control system internally.[7] Manufacture of both the prototypes and subsequent production aircraft was often hindered by an explicit requirement that there would be no reliance upon foreign suppliers to maintain France's nuclear capabilities; due to this, the Mirage IV initially lacked an inertial navigation system as French industry could not yet produce this device.[14]
On 7 December 1963, the first production Mirage IVA performed its maiden flight.[15] A series of 62 aircraft was built, and they entered service between 1964 and 1968. Although Dassault had designed the Mirage IV for the low-level flight role right from the start,[16] the final batch of 12 aircraft ordered in November 1964 differed from the earlier aircraft in several areas, including the flight controls, avionics, and structural details, for the purpose of providing improved low-level performance. It had been planned for this batch to be powered by the newer Pratt & Whitney/SNECMA TF106turbofan engine.[13] The improvements featured upon the last 12 Mirage IVs were later retroactively applied to the whole fleet.[16]
In December 1963 Dassault proposed a Mirage IV-106 variant with 2 Snecma TF106 (license-built Pratt and Whitney) engines, an enlarged 105,000 gross-weight fuselage, terrain-avoidance radar, and armed with a proposed French version of the American Douglas GAM-87 Skyboltair-launched ballistic missile.[17] This version would have been very costly, and ultimately was not ordered.
Proposed export variants
Mirage IV touching down
In 1963, the Australian government sought a replacement for the Royal Australian Air Force fleet of English Electric Canberra bombers, largely in response to the Indonesian Air Force's purchase of missile-armed Tupolev Tu-16 bombers.[18] Dassault proposed a version of the Mirage IVA with Rolls-Royce Avon engines. Australian Air Marshall Frederick Scherger seriously considered purchase of the IVA in 1961 because it was considered to be proven hardware already in service (in contrast to the BAC TSR-2 which was still in development), before settling on the General Dynamics F-111C.[18] The IVA was one of five aircraft types that were short listed for the role, but the F-111C was eventually selected.[19][20]
In April 1965, the British Government cancelled the TSR-2 reconnaissance-strike aircraft. However the operational requirement still existed, so in response, Hawker Siddeley offered the Buccaneer S.2, the Americans the General Dynamics F-111K, while, in July 1965, Dassault and British Aircraft Corporation (BAC) jointly proposed a modified Mirage IV.[21][22] The Dassault/BAC aircraft, known as the Mirage IV* or Mirage IVS (S for Spey) would be re-engined with more powerful Rolls-Royce Spey turbofan engines with a total of 185 kilonewtons (41,700lbf), larger (fuselage depth increased by 7.6 centimetres (3in), had an approximately 0.61 metres (2ft) forward fuselage extension, and was to weigh 36,000 kilograms (80,000lb)), and use avionics planned for the TSR-2, although BAC preferred the French Antilope radar.[23] Although designed by Dassault, the production was to be carried out jointly between Dassault and its subcontractors (wing, mid-fuselage, and tail) and BAC (front and rear fuselage). The final assembly location was not determined before this proposal was rejected.[12] The Mirage IV* was to carry a bombload of up to 9,100 kilograms (20,000lb).[24]
The Mirage IV* was claimed to meet nearly every RAF requirement except for field length, and some claim it exceeded the F-111 slightly in speed and had at least equal range.[25] The estimated cost was £2.321 million per airframe (for 50) or £2.067 million (for 110), less than the price of the F-111K.[26] However Air Ministry and RAF studies of the proposal identified further modifications to meet the RAF low-level performance requirements. These included airframe strengthening and revised cockpit glazing to improve visibility for both the pilot and crew member. There was also a significant shortfall in range, despite the lengthened fuselage.[21] BAC claimed that the British government evaluation into the Mirage IV* was "relatively superficial".[26] RAF pilots who test-flew the Mirage IV were "favourably impressed" with its low-altitude handling.[26][27] However, some British government officials, including Parliament members Julian Risdale and Roy Jenkins, questioned the Mirage IV*'s capacity to operate from unprepared airstrips or to operate at low level, or claimed that the F-111 was a superior aircraft "in a class of its own".[28] Air historian Bill Gunston notes that low-level Mirage IV missions had been planned since 1963 and Mirage IVs operated regularly at low level since 1965, and argues that the ability of a strategic bomber to operate from unprepared airstrips is historically unimportant.[26]
Ultimately, as much for strategic political reasons as for technical ones, the F-111K was preferred (only to be cancelled later in its turn) and the Spey-engined Mirage abandoned.[21][29][30]
BAC and Dassault had also hoped to sell the Mirage IV* to France and to export the Mirage IV* to various nations, such as India, possibly Israel, and others; the lack of a British sale put an end to such possibilities.[26] Some aviation journalists claim that the rejection of the Mirage IV* may have dampened French interest in joint Anglo-French cooperation.[31]
Design
A French Air Force Mirage IVElectro-optical sensor mounted under the cockpit
The Mirage IV shares design features and a visual resemblance to the Mirage III fighter, featuring a tailless delta wing and a single square-topped vertical fin. However, the wing is significantly thinner to allow better high-speed performance and has a thickness/chord ratio of only 3.8% at the root and 3.2% at the tip; this wing was the thinnest built in Europe at that time and one of the thinnest in the world.[7] While being significantly smaller than an expensive medium bomber proposal for the role, the Mirage IV was roughly three times the weight of the preceding Mirage III.[32]
The Mirage IV is powered by two Snecma Atar turbojets, fed by two air intakes on either side of the fuselage that had intake half-cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to trim the inlet for the shock wave angle. It can reach high supersonic speeds: the aircraft is redlined at Mach 2.2 at altitude because of airframe temperature restrictions, although it is capable of higher speeds. While broadly similar to the model used on the Mirage III, the Atar engine had a greater airflow and an elevated overspeed limit from 8,400 rpm to 8,700 rpm for greater thrust during high altitude supersonic flight.[14] While the first Mirage IV prototype was fitted with double-eyelid engine nozzles, production aircraft featured a complicated variable geometry nozzle that automatically varied in response to the descent rate and airspeed.[33][34]
The aircraft has 14,000 litres (3,700 gal (US)) of internal fuel, and its engines are quite thirsty, especially when the afterburner is active.[32] Fuel was contained within integral tanks within the wings, as well as a double-skinned section of the fuselage between and outboard of the inlet ducts, underneath the ducts and engines, and forward of the main spar of the tail fin; this provided a total internal capacity of 6,400 kilograms (14,000lb).[13] A refueling probe is built into the nose; aerial refuelling was often necessary in operations as the Mirage IV only had the fuel capacity, even with external drop tanks, to reach the Soviet Union's borders, thus refuelling was required to allow for a 'round trip'.[35] In the event of nuclear war between the major powers, it was thought that there would be little point in having the fuel to return as the host air bases would have been destroyed; instead, surviving Mirage IVs would have diverted to land at bases in nearby neutral countries following the delivery of their ordnance.[36]
The two-man crew, pilot and navigator, were seated in tandem cockpits, each housed under separate clamshell canopies.[27] A bombing/navigation radar is housed within an oblique-facing radome underneath the fuselage between the intakes and aft of the cockpit; much of the Mirage IV's onboard avionics systems, such as the radar communications, navigational instrumentation, and bombing equipment, were produced by Thomson-CSF.[32] Other avionics elements were provided by Dassault itself and SFENA; one of the only major subsystems not of French origin onboard was the Marconi-built AD.2300 doppler radar.[13] Free-falling munitions could also be aimed using a ventral blister-mounted periscope from the navigator's position.[14]
The Mirage IV has two pylons under each wing, with the inboard pylons being normally used for large drop tanks of 2,500-litre (660 gal (US)) capacity. The outer pylons typically carried ECM and chaff/flare dispenser pods to supplement the internal jamming and countermeasures systems. On later aircraft, this equipment typically included a Barax NG jammer pod under the port wing and a BOZ expendables dispenser under the starboard wing. No cannon armament was ever fitted aboard the type. The early Mirage IVA had a fuselage recess under the engines which could hold a single AN-11 or AN-22 nuclear weapon of 60kt yield. The Mirage IV can carry 12 solid-fuel rockets diagonally down below the wing flaps, for rocket-assisted take off (RATO).[12][35]
From 1972 onward, 12 aircraft were also equipped to carry the CT52 reconnaissance pod in the bomb recess. These aircraft were designated Mirage IVR for reconnaissance. The CT52 was available in either BA (Basse Altitude, low-level) or HA (Haute Altitude, high-altitude) versions with three or four long-range cameras; a third configuration used an infrared line scanner. The CT52 had no digital systems, relying on older wet-film cameras. The first operational use of the system took place during missions in Chad in September 1974.[37]
During the 1980s, a total of 18 Mirage IVs were retrofitted with a centreline pylon and associated equipment to carry and launch the nuclear Air-Sol Moyenne Portée (ASMP) stand-off missile.[38] The Mirage IVA could theoretically carry up to six large conventional bombs at the cost of drop tanks and ECM pods; such armament was rarely fitted in practice.[39]
Operational history
Close-up of Mirage IV on the taxiway
Introduction and early operations
"We don't have fighter aircraft, we have fear-inducing aircraft"
In February 1964 deliveries of the Mirage IV to the French Air Force started, with the first French Mirage IV squadron being declared operational on 1 October that year.[13][41] The Mirage IV bomber force soon consisted of nine squadrons of four aircraft (2 pairs – one aircraft carrying the nuclear bomb, one a buddy-refuelling tanker) each. When fully built up, the force consisted of three wings. These wings were each divided into three bomber squadrons, each equipped with a total of four Mirage IVs, with each deployed at a different base to minimise the potential for an enemy strike to knock out the entire bomber force. These squadrons were:[42][43]
After establishment of its own deterrent force, the Force de Dissuassion, more commonly known as the Force de frappe, France withdrew from the military command structure of NATO in 1966.[44] De Gaulle viewed the operational establishment of the Mirage IV fleet, a critical component of the independent Force de frappe, as highly influential to his decision to withdraw France from NATO, and that an independent French nuclear deterrent was necessary to ensure independence as a nation.[45] From 1964 to 1971, the Mirage IV was France's sole means of delivering nuclear ordnance. At this point they were each armed with a single 60 kiloton nuclear bomb.[46]
Alert status consisted of an active inventory of 36 Mirage IVs. At any one time 12 aircraft would be in the air, with a further 12 on the ground kept at four minutes' readiness and the final 12 at 45 minutes' readiness, each equipped with an onboard functional nuclear weapon. These 36 active aircraft would be rotated with 26 reserve aircraft; the latter were kept in an airworthy condition or were otherwise subject to maintenance activities. Within the first decade of the type entering service, in excess of 200,000 hours were flown and 40,000 aerial refuelling operations were performed by the Mirage IV fleet alone; at one point, Mirage IV operations were consuming up to 44 per cent of the French Air Force's total spare parts budget.[47]
The primary objectives of the Mirage IVA force were major Soviet cities and bases. With aerial refueling, the plane was able to attack Moscow, Murmansk or various Ukrainian cities when sortieing from French bases. A justification of the Mirage IV given by Armée de l'air Brigadier General Pierre Marie Gallois, an architect of the French nuclear deterrent, was that: "France is not a prize worthy of ten Russian cities".[3]
In order to refuel the Mirage IVA fleet, France purchased 14 (12 plus 2 spares) U.S. Boeing C-135F tankers.[2] Mirage IVAs also often operated in pairs, with one aircraft carrying a weapon and the other carrying fuel tanks and a buddy refueling pack, allowing it to refuel its partner en route to the target.[48] Even so, some sources state that some of the mission profiles envisioned were actually one-way, with the crew having no chance of returning after bombing a Soviet city.[49] The inability for the Mirage IV to return after missions had been a point of controversy during the aircraft's early development.[47]
Both flight and ground crews received training principally by Strategic Air Forces Command 328, stationed at Bordeaux. Several Nord Noratlas were specially modified, having received the Mirage IV's radar, control consoles, and additional electrical generators, for the purpose of training navigators; these were later replaced by a pair of customised Dassault Falcon 20 outfitted with much of the Mirage IVP's avionics.[50]
Transition and upgrades
Initially, the basic attack flight profile was "high-high-high" at a speed of Mach 1.85, engaging targets up to a maximum radius of 3,500km (2,175mi). In the late 1960s, when the threat of surface-to-air missile defences made high-altitude flight too hazardous, the Mirage IVA was modified for low-altitude penetration. Flying low, the maximum attack speed was reduced to 1,100km/h (680mph) and the combat radius was also decreased. By 1963, the majority of missions involving the Mirage IV were being planned as low-level flights.[17] By 1964, Mirage IVAs were conducting training penetration runs at an altitude of 200ft, without the assistance of terrain-following radar, which subjected pilots to considerable workload and those on board to high levels of turbulence.[48]
To improve survivability, the French Air Force began dispersing Mirage IVs to pre-prepared rough strips during the 1960s; while the use of hardened bunkers had been assessed, it was found to be financially impractical.[48] By the 1970s, it had become clear that vulnerability of the Mirage IV to air defences, even while flying at low altitudes, had made the delivery of gravity bombs such as the AN-11 or AN-22 impractical. Thus, it was decided to pass a greater share of the deterrent role onto land-based missiles and submarine-launched ballistic missile alternatives; as a result, a single wing of Mirage IVs was stood down in 1976, partially due to fleet-wide attrition losses.[51][52]
In 1973, it was reported that a force of 40 Mirage IVs would continue to perform as a part of France's nuclear deterrent until the 1980s, and that steady improvements were to be undertaken.[53] In 1975, all Mirage IVs were progressively painted in a new green/grey camouflage scheme.[52] In 1979, in response to the decreasing effectiveness of free-fall bombs used by both its strategic and tactical nuclear forces, development of the ASMP stand-off missile was initiated; the ASMP would possess a range of up to 400km (250mi) and was alternative armed with either a single 150 or 300kiloton nuclear warhead.[54] Various test launches of dummy and later live ASMPs were performed using the Mirage IV as the launch platform between 1981 and 1983.[52]
In July 1984, a contract was formally issued for the upgrade of a total of 18 Mirage IVAs to carry the ASMP missile in the place of traditional bombs; these aircraft were redesignated Mirage IVP (Penetration).[54][55] The conversion of Mirage IVAs to IVPs involved a large number of modifications and re-workings of the aircraft. A deep centerline pylon was added, which could accommodate either a single ASMP missile or a CT52 reconnaissance pod.[52] The main radar and electronics suite were removed and replaced by newer counterparts; other modified systems included the navigation system, flight control system, and various elements of the cockpit. On 12 October 1982, the first modernised Mirage IVP performed its first flight; it re-entered active service on 1 May 1986.[39][56]
In August 1985, a French proposal that would have seen Mirage IVPs stationed at air bases inside neighbouring West Germany was made public; this deployment would have marked a significant philosophical departure from traditional French nuclear defence policy.[57] Aviation authors Bill Gunston and Peter Gilchrist allege that French officials had historically discounted the option of recovering Mirage IVs in friendly territory as unduly optimistic, as those nations might become unfriendly or hostile in the aftermath of a French nuclear attack.[3]
Phase-Out
Mirage IV on a reconnaissance mission over a burning oil field in 1991 following the Gulf War
On 31 July 1996, the Mirage IVP was formally retired in its bomber capacity, the nuclear mission having been transferred from the Mirage IV to the newer Dassault Mirage 2000N.[58] EB 2/91 was disbanded and EB 1/91 was redesignated ERS 1/91 (Escadron de Reconnaissance Stratégique, Strategic Reconnaissance Squadron),[59] using five remaining Mirage IVPs based at Mont-de-Marsan; the remaining aircraft were stored at Chateaudun.[60] In the reconnaissance role, the Mirage IVP has seen service over Bosnia, Iraq, Kosovo and Afghanistan.
ES 1/91 Gascogne's surviving Mirage IVPs were retired in 2005 and are conserved and stored at the Centre d'Instruction Forces Aériennes Stratégiques (CIFAS) at Bordeaux Mérignac. The retirement of all reconnaissance-configured Mirage IVPs in 2005 meant that the French Air Force's Mirage F1CRs were for some time the only aircraft capable of carrying out aerial reconnaissance missions. The long term replacement for the Mirage IVP was Mirage 2000N aircraft outfitted with a modern PRNG Pod de Reconnaissance Nouvelle Génération (New Generation Reconnaissance Pod), equipped with digital camera equipment.[61]
The Mirage IV had been popular with its crews, who found it enjoyable to fly. In addition, it required surprisingly little maintenance considering its age and complexity.[citation needed]
Mirage IV P 11-AJ is on display at Bordeaux airbase.
Mirage IV P 23-AV is on display at Cazaux airbase.
Mirage IV P 25-AX is on display at Musée de l'Epopée et de l'Industrie Aéronautique.
Mirage IV P 26-AY is on display at Ailes Anciennes Toulouse.
Mirage IV P 28-BA Musée de l'Aviation Clément Ader.
Mirage IV P 29-BB is on display at Avord airbase.It recreates the aircraft in flight with the wheels retracted and a processed support attached to the engine nozzle.
Mirage IV P 36 "BI" is on display at Istres airbase.
Mirage IV P 59 "CF" is on display at Creil airbase.
Mirage IV P 61 "CH" is on display at St Dizier Aero retro Museum.
Mirage IV P 62 "CI" is on display at the Musée de l'Air et de l'Espace at Paris-Le Bourget.[66]
Specifications (Mirage IVA)
Mirage IV line drawingMirage IVP on static displayA French Mirage IVP of escadron de bombardement 1/91 Gascogne on tarmac
The Vickers Valiant was a British high-altitude jet bomber designed to carry nuclear weapons, and in the 1950s and 1960s was part of the Royal Air Force's "V bomber" strategic deterrent force. It was developed by Vickers-Armstrongs in response to Specification B.35/46 issued by the Air Ministry for a nuclear-armed jet-powered bomber. The Valiant was the first of the V bombers to become operational, and was followed by the Handley Page Victor and the Avro Vulcan. The Valiant is the only V bomber to have dropped live nuclear weapons.
The Dassault Mirage III is a family of single/dual-seat, single-engine, fighter aircraft developed and manufactured by French aircraft company Dassault Aviation. It was the first Western European combat aircraft to exceed Mach 2 in horizontal flight, a feat which was achieved on 24 October 1958.
The Boeing B-47 Stratojet is a retired American long-range, six-engined, turbojet-powered strategic bomber designed to fly at high subsonic speed and at high altitude to avoid enemy interceptor aircraft. The primary mission of the B-47 was as a nuclear bomber capable of striking targets within the Soviet Union.
The English Electric Canberra is a British first-generation, jet-powered medium bomber. It was developed by English Electric during the mid- to late 1940s in response to a 1944 Air Ministry requirement for a successor to the wartime de Havilland Mosquito fast bomber. Among the performance requirements for the type was an outstanding high-altitude bombing capability and high speed. These were partly accomplished by making use of newly developed jet-propulsion technology. When the Canberra was introduced to service with the Royal Air Force (RAF), the type's first operator, in May 1951, it became the service's first jet-powered bomber.
A strategic bomber is a medium- to long-range penetration bomber aircraft designed to drop large amounts of air-to-ground weaponry onto a distant target for the purposes of debilitating the enemy's capacity to wage war. Unlike tactical bombers, penetrators, fighter-bombers, and attack aircraft, which are used in air interdiction operations to attack enemy combatants and military equipment, strategic bombers are designed to fly into enemy territory to destroy strategic targets. In addition to strategic bombing, strategic bombers can be used for tactical missions. There are currently only three countries that operate strategic bombers: the United States, Russia and China.
Aerial refueling (en-us), or aerial refuelling (en-gb), also referred to as air refueling, in-flight refueling (IFR), air-to-air refueling (AAR), and tanking, is the process of transferring aviation fuel from one aircraft to another while both aircraft are in flight. The two main refueling systems are probe-and-drogue, which is simpler to adapt to existing aircraft and the flying boom, which offers faster fuel transfer, but requires a dedicated boom operator station.
The Dassault Mirage F1 is a French fighter and attack aircraft designed and manufactured by Dassault Aviation. It was developed as a successor to the Mirage III family.
The Douglas A-3 Skywarrior is a jet-powered strategic bomber that was developed and produced by the Douglas Aircraft Company. It was designed by Douglas on behalf of the United States Navy, which sought a carrier-capable strategic bomber. In July 1949, Douglas was awarded the contract to produce its design, having bested eight other aircraft companies' submissions. Unlike rival designs, which had aimed for a 100,000 lb (45,000 kg) maximum take-off weight, the Skywarrior was developed for a 68,000 lb (31,000 kg) take-off weight, facilitating its use from the navy's existing Midway-class aircraft carriers. Large portions of the aircraft were produced by the Westinghouse Electric Corporation, including its early Westinghouse J40 turbojet engines, which failed to meet promises and were replaced by the rival Pratt & Whitney J57 engine by mid-1953. On 28 October 1952, the prototype XA3D-1 performed the type's maiden flight.
The Convair B-58 Hustler, designed and produced by American aircraft manufacturer Convair, was the first operational bomber capable of Mach 2 flight.
The Douglas B-66 Destroyer is a light bomber that was designed and produced by the American aviation manufacturer Douglas Aircraft Company.
The North American A-5 Vigilante is an American carrier-based supersonic bomber designed and built by North American Aviation (NAA) for the United States Navy. Before the 1962 unification of Navy and Air Force designations, it was designated A3J.
The Force de dissuasion, known as the Force de frappe prior to 1961, is the French nuclear deterrence force. The Force de dissuasion used to be a triad of air-, sea- and land-based nuclear weapons intended for dissuasion, the French term for deterrence. Following the end of the Cold War, France decommissioned all its land-based nuclear missiles, thus the Force de dissuasion today only incorporates an air- and sea-based arsenal.
The Dassault Étendard IV is a transonic carrier-borne strike fighter aircraft developed and manufactured by French aerospace company Dassault Aviation.
The Dassault-Breguet Super Étendard is a French carrier-borne strike fighter aircraft designed by Dassault-Breguet for service with the French Navy.
The Sud-Ouest Aviation (SNCASO) S.O. 4050 Vautour II was a French jet-powered bomber, interceptor, and attack aircraft developed and manufactured by aircraft company Sud Aviation. It is also the first supersonic capable french jet.
The Musée de l'air et de l'espace is a French aerospace museum, located at the south-eastern edge of Paris–Le Bourget Airport, north of Paris, and in the commune of Le Bourget. It was inaugurated in 1919 after a proposal by the celebrated aeronautics engineer Albert Caquot (1881–1976).
The Dassault MD.454 Mystère IV is a 1950s French fighter-bomber aircraft, the first transonic aircraft to enter service with the French Air Force. It was used in large-scale combat in the Israeli Air Force during the 1967 Six Day War.
The Short SA.4 Sperrin was a British jet bomber design of the early 1950s, built by Short Brothers and Harland of Belfast. It first flew in 1951. From the onset, the design had been viewed as a fall-back option in case the more advanced strategic bomber aircraft, then in development to equip the Royal Air Force's nuclear-armed V bomber force, experienced delays; the Sperrin was not put into production because these swept-wing designs, such as the Vickers Valiant, were by then available.
The Fokker T.IV was a Dutch torpedo bomber/maritime reconnaissance floatplane of the 1920s and 1930s. First flying in 1927, it served with the Dutch Naval Aviation Service in the Dutch East Indies until the remaining aircraft were destroyed during the Japanese invasion in 1942.
The Strategic Air Forces (FAS) is a command of the French Air and Space Force. It was created on January 14, 1964, and directs France's nuclear bombardment force.
↑ Dumoulin, André, "La dissuasion nucléaire française en posture méditerranéenne"(PDF), Les Cahiers du RMES, II (1): 5–12, archived from the original(PDF) on 13 March 2012, retrieved 18 October 2010, (p. 5) Certes, la posture méditerranéenne ne pouvait totalement résoudre la question de l'autonomie après le largage de la bombe à gravité AN-21 puis AN-22, et il était imaginé, au pire, des vols «kamikaze» jusqu'aux cibles russes mais également des profils de vols de retour avec planification des zones de crash, avec l'abandon de l'équipage au-dessus de territoires alliés.
↑ Aerofossile2012 (28 May 2009), Dassault Mirage 4, archived from the original on 17 October 2023, retrieved 13 July 2021{{citation}}: CS1 maint: numeric names: authors list (link)
Spencer, Tucker. The Encyclopedia of Middle East Wars [5 Volumes]: The United States in the Persian Gulf, Afghanistan, and Iraq Conflicts. ABC-CLIO, 2010. ISBN1-8510-9947-6.
Wagner, Paul J. "Air Force Tac Recce Aircraft: NATO and Non-aligned Western European Air Force Tactical Reconnaissance Aircraft of the Cold War (1949–1989)." Dorrance Publishing, 2009. ISBN1-4349-9458-9.
Withington, Thomas. "A Grand Illusion? The RAF & the Spey Mirage IV, 1965". The Aviation Historian. No. 33. 2020. pp.38-45.
Łaz, Marek; Senkowski, Robert (1999). "Strategiczny samolot bombowy Mirage IV". Lotnictwo Wojskowe (in Polish). No.2(5)/1999. Magnum-X. ISSN1505-1196.
Further reading
Cuny, Jean (1989). Les avions de combat français, 2: Chasse lourde, bombardement, assaut, exploration[French Combat Aircraft 2: Heavy Fighters, Bombers, Attack, Reconnaissance]. Docavia (in French). Vol.30. Ed. Larivière. OCLC36836833.
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