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Aviation History
1959
1959 - 1919.PDF
72 FLIGHT Subsonic to Supersonic AERONAUTIQUE MARCEL DASSAULT AND ITS ADVANCED AIRCRAFT THE Generate Aeronautique Marcel Dassault, althoughprivately owned, is one of the most potent aircraft and missileconcerns in France. It periodically produces surprises, both commercial and technical. Shortly before the Paris Show Itvisited Dassault factories at Bordeaux and Paris and inspected the prototype Communaute, a pre-series Etendard IVM, and one ofthe pre-series Mirage IIIAs. During the show itself the Communaute would almost certainly have walked away with firstprize in a concours d'elegance; the Etendard IVM seemed to dot the Is and cross the Ts of the classic attack fighter formula; theMirage Ills went one better on the performance of any other intercepted and the Mirage IV took pride of place as Europe'sfirst supersonic bomber. Not content with this, Dassault state almost casually that they could produce 40 examples per monthof any fighter they are told to build; their flourishing electronics department has turned out half-a-dozen different fire-controlradars; and the hottest rumour is that the company is to contribute largely to the production of France's long-range ballistic missile. Backed by M. Marcel Dassault's own banking and other com-mercial concerns, GAMD has made a big financial investment in machinery and factory floor space, and its commercial acumen issuch that even a late Dassault entry in an official design com- petition soon becomes hot favourite for an eventual order. Early on the morning of June 17 the Mirage IV, after beingdelayed by modifications to the fin following pre-flight vibration tests, completed a successful 40-minute first flight from MelunVillaroche and it actually reached M1.9 on its 14th flight. It appeared in public on June 20 at Le Bourget.On June 18 Dassault test pilot Gerard Muselli broke the Griffon's 100 km closed-circuit speed record in the thirdMirage III flying from Melun Villaroche. He averaged 1,785 km/hr (1,109 m.p.h.) for the record, although he hadapparently taken a wider course in an earlier attempt and averaged nearly 1,274 m.p.h. He had also maintained M2.05 for 4 min. It is difficult to know where to begin in discussing the latestDassault developments, especially because the different Dassault types are closely linked in structural and systems thinking. Thereis a remarkable cross-fertilization of ideas, and even the little Communaute has benefited to a considerable extent from thepowered-controls, structural and aerodynamic ideas originally developed for the Mysteres, Mirages and Etendards. TheMirage IV itself is very nearly a structural and aerodynamic extra- polation of the Mirage III. For the moment, the most intriguing progress has been made inturning the Mirage III into a complete weapon system. Perhaps more than any other constructor, GAMD have succeeded in pack-ing a military quart into an aerodynamic pint pot, and during the last year they have considerably improved the aerodynamic andmilitary performance of the basic Mirage III. The fifth pre-production aircraft reached Le Bourget towardsthe end of the Salon. It was still basically the same airframe, but it was the first to be truly representative of the production versionand looked very different from its predecessors. Its wings now have a t/c ratio of 3.5 per cent and sport a pronounced conicalcamber, the result of intensive Dassault research on the original American innovation. At about two-thirds of each semi-spanthere is a slot fence and small trimming surfaces are added inboard of the elevons. The rear fuselage has been fitted with a "beak"fairing almost totally enclosing the afterburner eyelids of the more powerful SNECMA Atar 9 (13,227 lb thrust). The drag-para-chute is stowed in a long bullet which continues the straight con- tour of the top fuselage. A short dorsal fin has been added, andthe tip of the fin is cut off square. When the SEPR 841 rocket-boost motor and oxidant tank-packare not fitted under the rear fuselage, a ventral fin appears to be attached to the plain fuel tank which replaces the pack. Two30-mm cannon and ammunition are carried in a further small pack within the forward fuselage. Distributed around the Mirage IIIin the static park were under-wing tanks, plastic napalm con- tainers, Sidewinders, two Nord 5103 air-to-air or air-to-groundmissiles, and the brand-new Dassault JL.100R combined fuel tank and rocket pack. This is an all-metal jettisonable unit inwhich the exhaust gases from the rockets are vented from openings around the container just ahead of the fuel section. After firing, ametal ring slides back to cover the exhaust ports. Several sizes are available and firing trials have been successfully completed. Final innovations on the fifth Mirage IIIA are a revised wind-screen incorporating a flat central panel, and the large black radome of the C.S.F. Cyrano fire-control. Retained as standardare the clamshell canopy, Hispano-built Martin-Baker lightweight ejection seat, and lateral engine intakes with automatically regu-lated shock cones. Art idea of the size of a Mirage was forcefully provided at Parisby the first MB two-seat trainer/combat aircraft, which was com- fortably accommodated on the Dassault stand within the exhibitionhall itself. The company pointed out that it could be built on the same production line as the IIIA and that, although intended as atrainer, it could rapidly be fitted for operational flying. Mirage structure in general conforms to a style which appearsto have been liberally inspired by American technique. But so tight is the fit that the two main fuselage frames which pick up thetwo wing-spars actually form the external skin and are thus clearly visible. One of them is machined from a single forging, as are allfour spars. The nosewheel doors of the IIIB at the show were single, chemically-etched panels; and the perforated air-brakesurfaces which extended above and below each wing, close to the root, also appeared to be single machined or etched pieces. Asingle long clamshell canopy covers both cockpits, and a further thick glass windshield will protect the rear pilot from wind-blastafter the canopy is jettisoned. The cockpit layout suggests that space here is at a premium.Although full instrumentation is provided for both pilots, liberal use is made of miniature dials and what might be termed sub-miniature indicators and controls. The two main globe-type, combined artificial horizons and direction indicators are evidentlyoperated from one of the new French central gyro references. Each pilot has a stand-by drum-type horizon instrument on hispanel. Mach number and A.S.I, readings are combined on one dial, but space has been found for an A.D.F. indicator. Two intakes immediately aft of the small gunnery radar in thenose lead to two sizeable heat exchangers. Manufactured by Messier, the main undercarriage legs are arranged to swivel asthey retract, so that the main wheels with their distinctively ribbed Kleber Colombes tyres would lie horizontally in their compart-ments in the under-fuselage. The fifth Mirage IIIA, mentioned above, is the first exampleof what might be termed the new Mirage III. The addition of the SNECMA Atar 9 and aerodynamic modifications have madepossible an increase in the maximum Mach number to 2.3. Already an early Mirage has reached M2.1 with its Nord missileattached. At low altitude it has out-turned a Super Mystere, and it can carry a full range of weapons or tanks on under-wing pylons.The Swiss Air Force has recently examined a number of new intercepters, and it was reported at Paris that the Mirage wasthe most favourably regarded, with the Grumman Super Tiger and Saab Draken second and third. The Fiat G.91 has also, of Exceptional low-speed handling qualities and the ability to operate from small carriers distinguish the swept-wing Etendard IVM seen below scraping its hook on the runway. On the right is the racy Communaute attack/liaison/training machine powered by two Turbomeca Bastans. Its port spoiler is slightly raised. Far right, a Farnham automatic spar miller is typical of the elaborate production equipment employed
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