Essentially an extrapolation of the Mirage I and retaining
the 5% thickness/chord ratio 60°
delta wing, the Mirage III was substantially larger and
some 30% heavier. It was powered by a
SNECMA Atar 101G-1 turbojet with an afterburning
thrust of 4400kg and had provision for a
1500kg SEPR 66 rocket. First flown on 17
November 1956, the prototype attained Mach=1.52 at
11600m during its sixth flight on 30 January 1957. After the installation of the SEPR rocket motor
and introduction of manually-operated half-cones in
the air intakes, the speed of Mach=1.8 was reached on
19 September 1957. A pre-series of 10 Mirage IIIAs was
ordered, these having a 17.3% increase in wing
area, a reduction in root thickness/chord ratio to 4.5% and an Atar 09B engine with an afterburning
thrust of 6000kg. Equipped with a 1500kg thrust SEPR 84 rocket (which could provide
1680kg at extreme altitude), the first Mirage
IIIA flew on 12 May 1958, this model eventually attaining
Mach=2.2, and the tenth and last joined the test
programme on 15 December 1959. One pre-series Mirage
IIIA was fitted with a 7258kg Rolls-
Royce Avon 67 as the prototype Mirage IIIO for Australian
evaluation and first flew on 13 February 1961, but the Avon installation was not productionised. The Mirage
IIIB and IIIC were respectively two-seat trainer and
single-seat interceptor fighter production derivatives,
the first example of the latter flying on 9 October 1960.
The Mirage IIIC was powered by an Atar 09B-3 and a
SEPR 841 rocket, and carried an armament of two
30mm cannon, which, for a typical intercept mission,
was augmented by a single Matra R 511 and two AIM-9
Sidewinder AAMs. Ninety-five Mirage IIICs were delivered
to the Armee de l'Air, one (IIICS) to Switzerland,
72 (IIICJ) to Israel and 16 (IIICZ) to South Africa. In
December 1982, 19 Mirage IIICJs, all re-engined with
Atar 9C turbojets, were transferred from Israel to
Argentina where some remained in service in the early
'nineties as the last of the IIIC sub-type of the Mirage.
| Take-off weight||9727 kg||21444 lb|
| Empty weight||5922 kg||13056 lb|
| Wingspan||8.22 m||27 ft 12 in|
| Length||14.73 m||48 ft 4 in|
| Height||4.25 m||14 ft 11 in|
| Wing area||34.85 m2||375.12 sq ft|
| Max. speed||2230 km/h||1386 mph|
| Range||600 km||373 miles|
|A three-view drawing (1663 x 1143)|
Duncan. Because they were totaly different aircraft.
The Fairey Delta was research aircraft not a prototype for development. just because it looks like a duck does not mean it is a duck. hope that clears things up for you
|Duncan Ward, duncan.ward2=ntlworld.com, 28.01.2013|
How did the french not get sued over this aircraft I will never know, or for that matter why Fairey didn't turn the Delta 2 into the world beater the Mirage proves it could have been.
|a.casais, antcas509=hotmail.com, 02.12.2010|
Mirage, just the name, is a legend for his delta-siluette and for see it all over the world.
|paul scott, psmiddx=yahoo,com, 17.08.2009|
What an aircraft. although it was said to have high landing speed and low level handling deficiencies, in experienced hands it did well in combat and was a fantastic looking aircraft. a real classic, i'm not sure there is a static one in the UK, but I'd love to see it. Seen a couple of Mysteres over here, but no Mirages.
|Bill Monaghan, billigan=grapevine.com.au, 04.05.2008|
Apart from fleeting reference to the Avon 111O prototype your article makes no mention of the 100 odd locally produced Mirage 111Os which gave such sterling service to the RAAF. In the end many RAAF pilots were flying 111O aircraft significantly older than themselves. I'm proud to have logged over 1,000 hours myself, including the first no nosewheel landing.
Do you have any comments about this aircraft ?