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Mirage 2000 (Dassault-Breguet)

Almost the same size as the Mirage III, more than 300 aircraft supplied to the Air Force, more than 250 exported… It would be an understatement to say that the Mirage 2000, which is still in service, has been – and continues to be – a huge success! In the wake of the experimental Mirage 4000, the first prototype of the Mirage 2000 made its maiden flight in 1978. But it was only in 1984 that its first version (2000 C) entered into service. In all, as many as twelve Air Force fighter squadrons have been equipped with the various versions of the aircraft. It served the French Army in wars in the Gulf, Bosnia, Kosovo and even Afghanistan. The Mirage 2000 entered service with the French Air Force in 1984 in its air defense version (C and B), and has been appreciated by its users. The arrival of the Mirage 2000 marked the beginning of a new era. The various versions of the aircraft have brought significant improvements in terms of maneuverability, pilot comfort, safety, operational capabilities and countermeasures. The quality and safety of its flight controls, as well as the simplicity of its maintenance, are renowned. Deployed in combat in many operational theaters, the Mirage 2000 has become a benchmark in terms of availability, maintenance and scalability. Its interoperability with other NATO aircraft and its combat effectiveness have been proven. More than 600 Mirage 2000 have been produced, including 286 for seven foreign air forces. The Mirage-2000 Fighter was developed as a next generation warplane. It was planned in three basic versions: a single-place fighter for accomplishing air defense missions; a single-place tactical fighter for winning air superiority, battlefield inter-diction and delivering strikes against ground targets; and the Mirage-2000N two-seat attack aircraft as a platform for the ASMP air-to-surface guided missile with nuclear warhead. In addition, production is planned for the Mirage-2000B two-seat combat trainer. The first flight of the fighter proto-type occurred in March 1978, and later four more prototypes, including one two-seater, were built to conduct flight testing. Series production of the Mirage-2000 aircraft began in 1983.

The Mirage 2000 is very similar to the Mirage III/5 and 50, though it is not a variant of the Mirage III/5 or 50 but an entirely new aircraft with advanced interceptor controls. The wings are low-mounted delta with clipped tips. There is one turbofan engine mounted in the fuselage. There are semicircular air intakes alongside the fuselage forward of the wings. There is a large, single exhaust which protrudes past the tail. The fuselage is tube-shaped with a pointed nose and a bubble canopy. There are no tail flats. The fin is swept-back and tapered with a clipped tip.

The fighter is equipped with an electro-remote control system. The powerplant consists of one SNECMA M53-5 bypass turbojet engine with a maximumthrust of 9,100 kg with afterburning. Beginning in 1985 the aircraft will be produced with the more powerful M53-P2 engine (a thrust of 9,800 kg). The capacity of internal fuel tanks is 3,800 liters, and two auxiliary 1,700 liter tanks can be accommodated beneath the wings. The multifunction RDM radar comprised the basis of the sighting-navigation equipment of the single-seat Mirage-2000 aircraft, and beginning in 1985 the more advanced RDI pulse-Doppler set was installed. The Mirage-2000N was fitted with the Antilope-5 radar, providing a view of the earth's surface in the forward hemisphere and supporting a flight in terrain-following mode.

The fighter's built-in armament includes two DEFA-554 30-mm cannon with a unit of fire of 125 rounds each. It will be able to carry armament on nine external attachment points (four beneath the wings and five beneath the fuselage) in the following versions: three Super Matra R.530 air-to-air guided missiles; 18 500 pound bombs; three 2,000 bombs; four M155 launchers (each with18 68 mm NAR [free-flight rockets]); seven Belouga cluster bombs; three AS-30air-to-surface guided missiles; and three Exocet antiship missiles. In its secondary ground-attack role, the Mirage 2000 carries laser guided missiles rockets and bombs. There is a two-seat version of this aircraft, the 2000N (Penetration) which has nuclear standoff capability.

The Mirage 2000 evolved from a series of Dassault design efforts performed from 1965 to 1975. The first in this series was a collaborative project known as the Anglo-French Variable Geometry (AFVG) swing-wing aircraft, begun in 1965. The collaboration was a fiasco, and the French pulled out in 1967. The British stayed with the concept and formed another collaboration with the Germans and Italians, which eventually produced the Panavia Tornado.

Dassault then worked on several new aircraft concepts evolved from their Mirage G variable-geometry experimental prototype, resulting in a sophisticated design with the designation Avion de Combat Futur (ACF), or Future Combat Aircraft. The ACF prototype was almost complete when the French government cancelled it in 1975. The ACF was simply too big and expensive. However, Dassault had been considering other fighter options in the meantime, partly because of limited ACP export potential. These alternatives were smaller, simpler, and cheaper than the ACF, and took the form of a number of "Mini-Mirage", or "Mimi"; concepts developed beginning in 1972 as a "back-bumer" project. These concepts congealed into an aircraft known at first as the Super Mirage III, then the Delta 1000, Delta 2000, and finally Super Mirage 2000.

When the ACF was cancelled, Dassault was able to immediately offer the Mirage 2000 as an alternative, and the French Defense Council accepted it. It wasn't exactly an even trade, since the ACF was a strike aircraft first and an interceptor second, while the Mirage 2000 was exactly the reverse. However, the Mirage 2000 was much more affordable. There was another reason for Dassault to push the Mirage 2000. In 1975, four European nations selected the General Dynamics F-16 as their new first-line fighter, rejecting an updated Mirage Fl.

Marcel Dassault was disgusted with the choice, and felt his company could build a better aircraft. Using the delta wing configuration seemed to many like a backward step. The company had used that configuration on the Mirage III and 5, but abandoned it for the Mirage Fl. A delta wing tends to be a good choice in terms of high-speed flight characteristics, simplicity of aircraft construction, relatively low radar signature, and internal volume. It tends to be a poor choice in terms of maneuverability, low-altitude flight, and length oftake-off and landing run.

While the delta wing was outdated by that time, Dassault modified the aerodynamics of the new aircraft to ensure a degree of inherent instability, obtained by moving the aircraft's center of lift in front of its center of gravity. Control was maintained by a fly-by-wire control system and automatic, full length, two-segment leading-edge flaps. This gave the Mirage 2000 a level of agility that the Mirage III and 5 lacked, and the aircraft would become known for its handling. A noticeably taller tail allowed the pilot to retain control at higher angles of attack, assisted by small strakes mounted along each air intake. The first electrical flight control systems were fitted to the Mirage IV, in 1959, but were backed up by a mechanical flight control system. In 1975, the Mirage 2000 was the company’s first “all electric” aircraft to be mass produced. The design of the Mirage 2000 made it possible to operate the flight control system and the radar together. With a terrain-following radar, the pilot no longer touched the controls which were slaved to control signals given by the radar through a computer. The first integration of systems thus came into being. The next stage was to arrange for all systems to be integrated around the central processor as in the case of the Rafale. The working method adopted by the Company, up to the 1960s, was to build the prototype for a new program very quickly so as to obtain flight trials results as soon as possible and make any necessary corrections before beginning industrialization. The Design Office and Prototype Workshop were tailored to such objectives. Industrialization was undertaken, on the basis of the definition thus obtained, by the series production design office and the production plants which had closely monitored, and even partially participated in, the prototype phase. Changes in manufacturing techniques, the complexity and scarceness of new programs, the considerable advances made in electronic modeling and the emergence of sophisticated weapons systems gradually made such an approach increasingly ill-suited. From 1970 to 1986, the number of prototypes sent up into the air decreased. This normal phenomenon was due to changes in techniques which had reached a level such that virtually all possible configurations had been experimented. The “trial and error” approach of the 1950s and 60s was no longer needed to find the best solution. The best configurations were already known, in particular thanks to the contribution made by computer technology (CATIA software) which made it possible to define the best characteristics of the models envisaged well before the first flight. Starting with the Mirage 2000 in 1979, CAD, CADM, CADAM and then CATIA tools altered the concept of production facilities radically. New technology and equipment inevitably reshaped the way work was organized, streamlining operations into integrated workshops dedicated to a family of parts and having all the tools they need to produce them. The Company developed this concept with a novel philosophy: from the outset, it set its sights on industrial manufacturing. These activities were included in the DRAPO (Définition et réalisation d’avions par ordinateur) program that entered industrial service at the end of 1975. In 1978, Jean Cabrière, the managing director, called for the development of a three-dimensional tool. A new DRAPO system program, the CATI (Conception Assistée Tridimensionnelle Interactive) program was developed by the CAD Department. Used for the machining of complex parts, it was also designed for the manufacturing of wind tunnel mockup parts from outline drawings defined by DRAPO. CATI thus made it possible to design and machine the first wind tunnel wing in four weeks whereas the building of such a model previously took six months. In 1981, CATI was renamed CATIA (Conception Assistée Tridimensionnelle Inter Active). This computer program made it possible reduce cycle times, improve quality and optimize production efficiencies. A company responsible for developing and marketing this computer program was set up on June 5, 1981: Dassault Systèmes. During the same period, IBM, which was seeking to include a three-dimensional design software program in its catalogue, tested CATIA along with other US and Japanese software programs. In July 1981, it selected CATIA and entered into a non-exclusive distribution contract with Dassault Systèmes. Modern tools, incorporating CAD/CAM now allowed prototypes and series production aircraft to be defined at the same time. Instead of prototypes, aircraft were now produced for the purposes of test programs, being built from components designed by CATIA and intended from the outset for series production. These “first of class” aircraft were so similar to the final version that they could be sold to customers or kept for testing subsequent systems. As a leader in the CAD/CAM field, Dassault Systèmes quickly became one of the front runners in French export companies in the computer sector and even the leader in terms of export turnover. A superior aircraft despite its reduced size, the Dassault-Breguet Mirage 2000 in Air Force service was optimized for mastery of the sky, a mastery which demands success both in interception or aerial combat and on air patrol and air assistance missions. The secret of its maneuvering capabilities in combat is it optimized aerodynamics allied with electrical flight controls with exceptional reliability and a very reliable engine. Its takeoff and landing capabilities over comparatively short distances and ultramodern maintenance make this "2000" weapons system an aircraft highly respected by its pilots and mechanics.

The versions of MIRAGE 2000 include MIRAGE 2000B, C, D, E, and N, sas well as 2000-5 and 2000-9.

The Mirage 2000-5 is a multi-role single-seater or two seater fighter. It differs from its predecessors mainly in its avionics; its new multiple target air-to-ground and air-to-air firing procedures linked to the use of RDY radar and its new visualization and control system. As a multi-role combat aircraft with versatile air-to-air mission capabilities, the Mirage 2000-5 integrates the state-of-the-art of the know-how based on the experience gained from the previous Mirage 2000 versions (Mirage 2000 DA, Mirage 2000 E, Mirage 2000 D) and is designed for the most-advanced armaments.

The Mirage 2000 D, derived from the Mirage 2000N operated by the French Air Force, is a two-seater air-to-ground attack aircraft. The Mirage 2000D tactical penetration two-seater fighter carries air-to-ground high precision weapons which can be fired at a safe distance, by day or by night. Its navigation and attack system enable it to fly in any weather conditions, hugging the terrain at a very low altitude. Beyond the nuclear-weapons capabilities adopted for the Mirage 2000 N, the Mirage 2000 D armament includes laser-guided weapons, low-drag bombs, and the aircraft can also carry the APACHE cruise missile. The Mirage 2000 D geometrical characteristics and the main performance data are the same as those of the Mirage 2000-5.

Mirage 2000-9 deliveries to the United Arab Emirates Air Force began in mid-2003. The Mirage 2000-9 is the latest evolution of Mirage 2000 family which includes different aircraft versions operated by eight different countries. Mirage 2000-9 is mainly characterised by highly evoluated avionics, including a new RDY2 radar, a sophisticated EW suit, IMEWS, and a wide range of modern weapons. Major involved companies are Dassault Aviation, MBDA, SNECMA, Thales and Elettronica. This challenging program was developed on request of MG Khaled bin Abulla Mubarak al Buainnain, UAE air force and air defense commander. It was formally launch with global contracts in November 1998, and the first flight of this new version took place in December 2000. Troop deliveries of the Mirage-2000 fighters began in late 1983. Some 400 aircraft were to be built for the French Air Force, of which 200 were be used to accomplish air defense missions and the remainder as tactical fighters. MIRAGE 2000 are in operational service within several Air Forces since 1983. The outstanding structural sturdiness of the Mirage allowing them to fly over 2015-2020, allow Dassault Aviation to consider mid-life updates. The target of this mid-life update is to obtain a new version of MIRAGE 2000 with a fly away price for new aircraft of 80% of the one of MIRAGE 2000-5 but with attractive operational characteristics.

Next June 23 was the day of the withdrawal from French service of the Mirage 2000C, an aircraft relieved on June 9 by two Rafale single-seaters in Orange. Air defense is a permanent and priority mission of the Air and Space Force (AAE). Its objective is to ensure the sovereignty of French airspace and to protect the French against any aerial threat, whether military aircraft, hostile civilian aircraft or drones. It permanently devotes significant resources to ensuring the security of our airspace 24 hours a day, 7 days a week.

Since the attacks of September 11, 2001, the system has been reinforced in order to allow the interception in France of any aircraft in a few minutes. For the south-eastern quarter, it is the Mirage 2000C RDI of the 02.005 “Île-de-France” fighter squadron which has fulfilled this mission brilliantly since 1989, demonstrating the extent of its many qualities on a daily basis. But the time had come for him to bow out.

On Thursday June 9, 2022, two single-seat Rafales took off from Mont-de-Marsan to land in Orange, in order to permanently relieve the Mirage 2000C of the operational mission of permanent security posture. The Mirage 2000C ensured this operational mission to the end. The day of the withdrawal of service was scheduled for June 23, and aerial activity is suspended with the exception of training for the July 14 parade. This was the real last day of flight for the Mirage 2000C in the Air and Space Force (AAE).

In January 2022 the French Ministry of the Armed Forces’ Directorate of Aeronautical Maintenance (DMAé) awarded Dassault Aviation the new-generation contract to support the Mirage 2000 fleet of the French Air and Space Force (FASF). Covering a period of 14 years, the BALZAC contract includes all maintenance activities for the French Mirage 2000s until their retirement. Engine maintenance and the services provided by the SIAé (Service Industriel de l’Aéronautique) are the subject of separate contracts. “This contract is in line with the DMAé’s strategy of verticalizing aeronautical maintenance, as called for by the French Minister of the Armed Forces, by assigning responsibilities for support to a single prime contractor”, declared Eric Trappier, Chairman and CEO of Dassault Aviation. “BALZAC follows on from the RAVEL maintenance contract for the Rafale, which was awarded in May 2019 for a period of 10 years, as well as the OCEAN maintenance contract for the Atlantique 2 maritime patrol aircraft for 10 years too. Our expertise as an industrial architect and complex systems integrator enable us to take on contracts of this type. We are very honored by this new expression of trust by the French Ministry of the Armed Forces.” Dassault Aviation thus became responsible for maintenance of almost all the equipment on the B/C, -5 and D versions of the Mirage 2000 (including those which have undergone a mid-life update, previously covered by some 15 separate contracts, along the same lines as the Rafale and ATL2 verticalized maintenance contracts. The scope covers all electronic systems, in particular those produced by Thales. It also includes enhanced technical and logistics services, including a one-stop logistics center at Luxeuil and Nancy Air Bases, a Dassault Aviation presence in the AIA (Atelier industriel de l’aéronautique – aeronautical industrial workshop) in Clermont-Ferrand, out-sourcing of certain NTI2 workshops and end-of-life management of all equipment in order to optimize maintenance costs. Concerning management of maintenance activities, all stakeholders will have access to a Mirage 2000 aircraft support management information system derived from the OPTIMAL IS being developed for the Rafale under the RAVEL contract. This digital continuity optimizes the consistency of reference documentation and the fluidity of exchanges, and enables the company to meet its aircraft availability commitments over the long term. With BALZAC, Dassault Aviation is pursuing its long-term commitment and broadening its scope, with an availability guarantee, on a fixed-price basis, thus giving visibility to the French government and its industrial partners. This contract will be implemented by an integrated team, which will bring together manufacturers and the Forces, building on the experience that has been developed over more than 40 years on the Mirage 2000 and which has helped to cement the strong bond of trust between Dassault Aviation and the FASF.

The basic model is the air superiority fighter 2000C, which can perform all-weather, all-altitude/all-directional, long-range interception missions; in the 1980s, the 2000B two-seat trainer model and the 2000N ground attack model were developed; in the 1990s, the 2000-5 model with significantly improved air combat capabilities was developed, and there are more than 20 modified models. Despite citing budget constraints for its delayed payments for the KF-21 project, the Indonesian defense ministry proceeded to purchase 42 Rafale fighter jets from France in February 2022 and acquired 12 Mirage 2000-5 fighter jets that were previously used by Qatar in June 2023. /military/world/india/vajra.htm">Mirage 2000H Vajra For a long time, military-controlled Pakistan has looked ahead and taken preemptive decisions. Starting in 1954, the Pakistan Air Force (PAF) acquired 102 much superior U.S.-built F-86F ‘Sabre.’ Around the same time, India got the Dassault Ouragans (Toofani). The Indian Air Force (IAF) acquired the Dassault Mystère IV a few years later. In 1961, Pakistan, as a major non-NATO ally, received F-104 Starfighters from the USA under the Mutual Assistance Program. The IAF responded by purchasing the Soviet MiG-21, which entered service in 1964. In 1981, the USA cleared F-16 sales to Pakistan as part of an aid package. India signed for Mirage 2000 in 1982. India was offered the opportunity twice to manufacture the Mirage 2000 in India — at the time of the first induction, and later again in 2000. However, India passed up on those opportunities. 19-December-2011 16:44 IST Upgradation of Fighter Aircraft Contracts have been signed with M/s Thales, France, along with M/s Hindustan Aeronautics Limited (HAL) for upgrade of the Mirage 2000 aircraft of the Indian Air Force, with M/s HAL for upgrade of the Jaguar aircraft and with M/s RAC-MiG Russia for upgrade of the MiG-29 aircraft. These contracts are under implementation. The cost of the contract for upgrade of the Mirage 2000 with the M/s Thales, France is Euro 1470 million while the cost of the contract with HAL is 2020 crores. The upgrade of the aircraft is expected to be completed by mid 2021. The cost of upgrade of the MiG-29 aircraft is USD 964 million and it is expected to be completed by 2016. The cost for upgrade of the Jaguar aircraft is Rs.3113.02 crores and the aircraft are expected to be upgraded by December 2017. Paris, France, 25th March 2015- Today, the acceptance ceremony of the first two Indian Air Force Mirage 2000 I/TI was held at Istres, Dassault Aviation’s Flight Test Centre, under the high patronage of HE Ambassador Arun K. Singh, the Indian Ambassador to France. The ceremony was hosted by Eric Trappier, Dassault Aviation Chairman & CEO, and Pierre Eric Pommellet, Thales  Executive Vice President,  Defence Mission Systems. The signing of the contract for the upgrade of Indian Mirage 2000 fleet occured in July 2011. The maiden flight of its first upgraded Mirage 2000 was completed successfully by Dassault Aviation on the 5th October 2013, following a two year development phase dedicated to the equipment kit provided by Thales including the radar, the electronic warfare suite and the mission computer. “Today’s ceremony is the result of the excellent understanding between the Indian and French partners and of our commitment to India. India is Dassault Aviation’s first export client and the historical relationship we nurtured with the Indian Air Force has spanned 60 years, growing from strength to strength.   The Rafale aircraft has been chosen by India after a comprehensive selection process in the frame of the MMRCA competition, and exclusive negotiation is ongoing. The Rafale is the next logical step. HAL and Indian industries will contribute to the “Make in India” policy by developing and manufacturing the aircraft locally. The Rafale will fulfill all of the operational requirements of the Indian Air Force and the industrial requirements of India’s economic policy as the Mirage 2000 continues to do ” declared Eric Trappier, Chairman & CEO of Dassault Aviation. “ This ceremony gives us the opportunity to thank our customer, the Indian Air Force, and our long time partner, HAL, for the excellent team work we have carried out together on the Mirage 2000 upgrade programme. Not forgetting the many Indian companies with whom we are working on a daily basis, making the “Make in India” policy something concrete and real, we experiment with great success every day. Thales has been operating in India since 1953 and employs 300 people all over the country. We are trusted partners of the Indian armed forces and have developed a strong local supply chain which helped us to make the upgrade of the Mirage 2000 a real success story. We are ready to continue developing this team work in the future,” added Pierre Eric Pommellet, Thales Executive Vice President, Defence Mission Systems. Technologically ambitious and based on the integration of the latest generation equipment and systems, the first phase of the programme was completed on schedule in France. The rest of the fleet will be upgraded in Bangalore under the responsibility of HAL with the complete support and involvement of Dassault Aviation and Thales teams. This programme serves the strategic requirements of the “Make in India” priority policy of the Indian Authorities.  This acceptance of the first two upgraded Mirage 2000 by the Indian Air Force is a new milestone in the long term cooperation between French and Indian industry based on cutting edge technologies and the sharing of know-how and expertise.  This illustrious programme, conducted hand in hand with Indian industry and Indian Air Force, is testament to the strength of the joint partnership.   About Dassault Aviation:   With more than 8,000 military and civil aircraft delivered to 90 countries over the past 60 years, and having logged nearly 28 million flight hours to date, Dassault Aviation can offer recognized know-how and experience in the design, development, sale and support of all types of aircraft, from the Rafale fighter to the Falcon range of high-end business jets, as well as military unmanned air systems. In 2014, Dassault Aviation reported revenues of €3.68 billion, with around 11,600 employees.  About Thales: Thales is a global technology leader for the Aerospace, Transport, Defence and Security markets. With 61,000 employees in 56 countries, Thales reported sales of €13 billion in 2014. With over 20,000 engineers and researchers, Thales has a unique capability to design and deploy equipment, systems and services to meet the most complex security requirements. Its unique international footprint allows it to work closely with its customers all over the world.  CEMILAC has successfully certified Mirage-2000 upgrade and the upgraded aircraft made its maiden flight on July 28, 2016. The Mirage 2000 upgrade involves integrating different types of data buses for avionic system configurations which is achieved without affecting its performance. The design and development includes mission computer hardware, OFP software, system design, aircraft modification etc. CEMILAC has been responsible for issuing the IOC and FOC for upgrade of the Mirage fleet of IAF. ASTRA is a beyond visual range class of air to air missile. ASTRA missile is designed to be launched from various aircraft such as Su-30 MKI, TEJAS, MiG-29 and Mirage 2000. It is with an active-radar homing. ASTRA was originally designed for a launch range of 100 Km (head-on) for the specified engagement scenario. As per mutual agreement between Airforce and DRDO, Astra in phase-I (Astra Mk-I) will achieve a launch range of 44 kms and aim of 100 kms range will be fulfilled through updated configuration called Astra Mk-II. The missile has an effective launch envelope from sea level to 20 km, and a maneuvering capability of 27g. The missile can be launched at speeds ranging from Mach 0.6 to Mach 2.2. The missile uses a solid smokeless propulsion system. The missile is rail launched from the parent aircraft and is accelerated by a solid rocket motor booster that burns for about 7 seconds and subsequently coasts towards the target On February 26, 2019, IAF’s Mirage 2000 entered a Jaish-e-Mohammed (JeM) terror camp in Balakot in Pakistani territory as retaliation for the terror group’s suicide attack on a CRPF convoy in Pulwama, Jammu & Kashmir. The Tejas Mark II is expected to join the Indian Air Force by 2026 with the capability of striking deep into enemy territory just like Mirage 2000s. The indigenous built Tejas Mark II fighter jet will have the capacity to conduct operations such as the one the Indian Air Force undertook in Balakot and will replace the ageing Mirage 2000 fighters according to Program Director (Combat Aircraft), Aeronautical Development Agency Girish Deodhare. The Mirage 2000s are not being given another extension as they have been phased out by the French Air and Space Force. India contracted to acquire 24 phased out Mirage 2000s from France for the purpose of cannibalising spares and components, thus giving the ageing IAF fleeta sort of extended life ‘on a drip’. India was offered the opportunity twice to manufacture the Mirage 2000 in India — at the time of the first induction, and later again in 2000. However, India passed up on those opportunities. With cannibalised parts the last of these would be out of service by 2040. The figure of 31 squadrons is far short of 42, the sanctioned strength. In May 1965, after the British Labour government terminated the TSR2 program, it announced a collaboration with France to jointly develop a variable-sweep wing tactical aircraft to replace the TSR2. The program was named Anglo-French Variable Geometry (AFVG). The Royal Air Force suggested using the F-111 K being developed by the United States, while France developed the variable-sweep wing Mirage G based on an enlarged Mirage F1 . The British requirement was to focus on ground attack, while the French requirement was to focus on air combat interception. Therefore, AFVG soon disbanded. France's Dassault Company changed the Mirage G into a twin-engine Mirage G8, which later evolved into a fixed-wing Mirage G8A with a speed of 3 times the speed of sound and a ceiling of 30,000 meters. At this time, the French program was renamed ACF (Avion de Combat Futur, meaning future fighter), but the ACF was too ambitious, with a unit price more than twice that of the Mirage F1, and its export prospects were also very slim. Subsequently, the ACF program was terminated, and the French Air Force instead requested a lighter and smaller new Mirage fighter. [2] Plan confirmed While developing increasingly complex heavy fighters, France's Dassault Aviation Corporation foresaw the market's need for light and simple fighters and did not give up research. Since the 1970s, Dassault has been researching light and simple fighter solutions. So when the French government put forward the requirements for a new Mirage fighter, Dassault's effective new solution immediately received government approval and investment. The new Mirage fighter was improved from the Mirage III fighter to take advantage of the Mirage III's delta wing, which has low supersonic drag, light structural weight, good rigidity, low flutter at high angles of attack, low wing load, large internal space, and large fuel storage. The main improvement measures include the use of advanced technologies such as fly-by-wire control, relaxed static stability, and composite materials to make up for the limitations of the layout. There are small side strips near the leading edge of the wing next to the air inlet, and the side strips have a significant upward angle. [3] Use countries and regions France's Mirage 2000 fighter jets have participated in many major NATO military operations since the 1980s, including the Gulf War , the Bosnian War , the Kosovo War , and Afghanistan . The Mirage 2000 is the main fighter of the Taiwan Air Force. As of 2017, it has been in service for 20 years. There have been five accidents recorded before, resulting in the deaths of four pilots. The original 60 Mirage 2000s purchased from France now only have 55 left. [4] List of countries, regions and quantities of Mirage 2000 France model use quantity Mirage 2000C Single-seat fighter 124 Upgraded to 2000-5F specifications 37 Mirage 2000D Two-seat conventional strike 86 Mirage 2000N Two-seat nuclear strike 75 Mirage 2000B Two-seater 2000C 30 total 315 [5] India Mirage 2000H Upgrade to 2000-5 Mk 2 51 Mirage 2000 Two-seat trainer upgraded to MK.2 8 total 59 [6] United Arab Emirates Mirage 2000EAD Single seat multi-purpose 22 Phantom 2000-9 Single Seater 20 Mirage 2000-9D Two-seat trainer 12 Mirage 2000RAD reconnaissance aircraft 8 Mirage 2000DAD Two-seat trainer 6 total 68 [5] Taiwan, China Mirage 2000-5EI Similar to 2000-5 48 Mirage 2000-5DI Similar to 2000-5D 12 total 60 [5], only 55 remained in existence in 2017. [4] Greece Mirage 2000EG Similar to 2000C 17 Mirage 2000-5 Mk 2 Multi-role fighter 25 Mirage 2000BG Two-seat trainer 2 total 44 [7] Egypt Mirage 2000EM Similar to 2000C 16 Mirage 2000BM Two-seat trainer 4 total 20 [5] Qatar Mirage 2000-5EDA Single-seat fighter 9 Mirage 2000-5DDA Two-seat trainer 3 total 12 [8] Peru Mirage 2000P Single-seat multi-role fighter 10 Mirage 2000DP Two-seat trainer 2 total 12 [5] Technical features Broadcast edit Machine structure The delta wing layout adopted by the Mirage 2000 is an ideal aerodynamic solution with a small aspect ratio, which is conducive to reducing bending moments. The large root-to-tip ratio makes the aerodynamic center close to the wing root, which can also reduce bending moments. The large absolute thickness at the wing root not only helps to reduce the weight of the wing structure and facilitates manufacturing, but also has high strength. The triangular wing has a large available volume, which is convenient for loading fuel, landing gear and various equipment. From an aerodynamic point of view, the delta wing is also attractive. It can reduce drag, improve aerodynamic efficiency and increase lift. The traditional delta wing layout also has some inherent disadvantages, mainly poor take-off and landing performance and long taxiing distance. In order to solve this problem, a solution of relaxing static stability was adopted. That is, its aerodynamic lift center is close to the center of gravity of the aircraft, making the aircraft unstable under certain conditions, and fly-by-wire control is used to solve the control problem of this new solution. After taking these measures, not only the take-off and landing performance of the aircraft is improved, but also the maneuverability of the aircraft is improved. [9] One of the design goals of the Mirage 2000 is to increase the proportion of the payload to the total weight of the aircraft, that is, to improve the structural efficiency. In order to reduce the structural weight, the Mirage 2000 widely uses composite materials such as carbon fiber and boron fiber. The components made of composite materials include: rudder, elevator, vertical tail torsion box skin, electronic hatch cover and landing gear door. The weight of composite materials accounts for about 7% of the total weight of the aircraft. The Mirage 2000-5 has added external connection points under the fuselage to mount the Mika air-to-air missile, and also strengthened the structure of certain parts of the fuselage. [9-10] power system The Mirage 2000 is equipped with an M53 engine, which is the world's only mass-produced single-shaft turbofan engine. It has a simple structure, consists of 10 replaceable units, and is easy to maintain. The engine has good acceleration under high-altitude supersonic and low-altitude subsonic conditions; the flight envelope range is very wide, from very low flight speed to M2.2 when the throttle position is not restricted. The afterburner thrust of the M53-P2 is 95 kN, and the thrust-to-weight ratio is only about 6.5. The Mirage 2000-5 may be equipped with an M53-P20 engine with a thrust of 98.1 kN. The Mirage 2000-5 aircraft is loaded with 3080 kg of fuel, and the internal fuel load factor (i.e. the proportion of fuel to the total weight of the aircraft) is about 0.28, which is at an average level; the fuel consumption rate of its engine is also at a medium level, so its endurance performance is not outstanding. The flight range without external attachments is 1650 kilometers, and the maximum ferry range is 3400 kilometers. [11-12] Weapon Systems The Mirage 2000 aircraft can carry a wide variety of weapons, in large quantities, with strong destructive power. There are a total of 9 external attachment points on the aircraft (4 under the wings and 5 under the fuselage), with a total external attachment capacity of about 6,000 kg. A major difference between the Mirage 2000-5 weapon system and previous models is that it is equipped with the "Mica" air-to-air missile. This missile is the world's first fire-and-forget air-to-air missile with a fully interchangeable seeker. It uses a strapdown inertial navigation plus an active radar or infrared guidance system and can be used in medium and short-range air combat. The missile is flexible to use, easy to maintain and can deal with a variety of air threats. It is a strong competitor to the US advanced medium-range air-to-air missile AIM-120. [13] The Mica missile is 3.1 meters long and weighs 110 kilograms. When equipped with an active radar seeker, it has a range of about 50 kilometers. The Mica missile, when used in conjunction with the RDY radar, makes the Mirage 2000 the first European fighter capable of attacking multiple targets simultaneously. When performing air superiority/air defense combat missions, the Mirage 2000-5 carries four Mica missiles on the fuselage pylons and two Magic missiles on the outer wing pylons. The remaining pylons can be used to carry auxiliary fuel tanks to perform long-range, long-duration air patrol missions. When performing ground attack missions, the Mirage 2000 can be equipped with conventional bombs, cluster bombs, anti-runway bombs, laser-guided bombs, rockets and other weapons. [14]In addition, the Mirage 2000 aircraft is equipped with two 30mm caliber "DEFA" 554 aircraft cannons with a total ammunition capacity of 500 rounds. The firing rate of this aircraft cannon has two levels: 1200 rounds/minute or 1800 rounds/minute; the initial velocity of the shell is 815 meters/minute; and the effective range is 1000 meters. Avionics System The Mirage 2000's onboard electronic equipment is relatively complete and technologically advanced. The C-type cockpit is equipped with a head-up display and a head-down display, and the N-type has made significant improvements. The cockpit of the Mirage 2000-5 is basically the same as the N-type. The Mirage 2000-5 cockpit is equipped with a new wide-angle head-up display, a "mid-view display" is installed below it, and there are also three head-down displays. The functions of these displays can complement each other, which is helpful to reduce the workload of pilots during combat. The Mirage 2000's onboard electronic equipment is interconnected with a digital multi-channel data bus, which is controlled by an 18-bit, 64K storage computer. The aircraft is equipped with communication equipment, inertial navigation equipment and radio navigation equipment, which are at the level of the 1980s. The Mirage 2000-5 will also be equipped with an integrated electronic countermeasure system, which has the characteristics of threat detection devices interconnected with active jammers and chaff/red light tracer launchers. [15-16] Some export models of Mirage 2000 are equipped with RDM fire control radar, which has good ground-to-air capabilities; the C model is equipped with RDI radar, which is mainly used for air combat and has certain ground-to-air capabilities. Mirage 2000-5 uses RDY radar, which has strong air-to-air and ground-to-ground capabilities, and has multi-target capabilities and good anti-electronic interference capabilities. In air-to-air working state, it has multiple working modes: speed search, scanning and ranging, multi-target search and tracking, air combat assessment, air combat mode, single target tracking, etc. Its maximum detection range is 130 kilometers, and it can track up to 8 targets at the same time. It can perform fire control calculations for 4 (some say 6) "Mica" missiles launched simultaneously to attack multiple targets at the same time. The RDY radar has strong air-to-ground capabilities, making the Mirage 2000-5 fully suitable for carrying out deep attack and close support missions. [17] Flight performance The Mirage 2000 has good flight performance, with a maximum flight speed of M2.2. The maximum allowable indicated speed when the aircraft has no external loadouts is 1,480 km/h, but the speed at low altitude flight generally cannot exceed 1,350 km/h. The Mirage 2000 has very good low-speed performance, with its minimum allowable indicated speed at level flight being 190 km/h. At an indicated speed of 150 km/h, it still has the ability to use the stick and rudder. Due to the low thrust-to-weight ratio and insufficient thrust of the M53 engine, the Mirage 2000's horizontal acceleration and climb performance are not outstanding. At an altitude of 5,000 meters, it takes 50 seconds to increase the speed from M0.7 to M1.3; at an altitude of 10,000 meters, it takes 184 seconds to increase the speed from M1.0 to M2.0. Its maximum climb rate at sea level is 255 m/s, and at an altitude of 500 meters it is 180 m/s; the climb rate at high altitude and supersonic speed is relatively high, reaching about 150 m/s. [18] The Mirage 2000 has a very small wing load, which is only 234 kg/m2 at combat weight. This is the smallest among modern fighters, and the available lift is relatively large, so the instantaneous hovering performance is very good. Its test aircraft can fly at subsonic and supersonic speeds, without external loads and with four air-to-air missiles, with an overload of 9g and a rolling overload of 270°/sec. Its maximum instantaneous hovering angular velocity reaches 30 degrees/sec, which is very beneficial for attacking enemy aircraft with air-to-air missiles. However, the aircraft has a relatively low thrust-to-weight ratio, so its stable hovering performance is not very good. [15] Series Model Broadcast edit Mirage 2000C The earliest mass-produced interceptor in service, C stands for "Chasseur" (French for fighter). A total of 4 aircraft were produced, including the prototype modified from the Mirage 2000 prototype. The first flight was in November 1982, delivered to the French Air Force in 1983, and the first combat squadron was established in 1984. A total of 124 aircraft were produced. The 1st to 37th aircraft were equipped with RDM radar and M53-5 engines, also known as Mirage 2000-RDM. The Mirage 2000C produced after the 38th aircraft was modified with RDI radar and M53-P2 engine, also known as Mirage 2000-RDI. Deliveries began after 1987. The 49th to 63rd aircraft were replaced with RDI J1-2 improved radar, and later upgraded to J2-4. Some fighters used HOTAS joysticks, improved RDI J2-5 and J2-13 radars, and radio wave and heat source jammers were installed in the fuselage, but they were still collectively called Mirage 2000-RDI. [19-20] Mirage 2000B The two-seat model of the Mirage 2000C, the 1st to 14th aircraft (No. 501 to 514) were equipped with RDM radar and M53-5 engines, while the 15th to 20th aircraft (No. 515 to 520) were equipped with RDI radar and the same engine. The 16th and 17th aircraft were equipped with RDM radar, the 21st aircraft was equipped with RDI's improved J2-4 radar, the 22nd aircraft was equipped with M53-P2 engine, and the 23rd aircraft was equipped with RDI J2-13 radar and M53-P2 engine. The Mirage 2000B has an instructor seat at the rear and a student seat at the front. They use the same equipment. It is 0.1 m longer than the Mirage 2000C and 0.05 m lower in height. There is no internal cannon, and the external weapons, load capacity and maximum take-off weight are the same as the Mirage 2000C. [21] Mirage 2000D The Mirage 2000N is a fighter-bomber model that uses conventional weapons, but does not have the ability to deliver nuclear weapons, nor can it use ASMP air-to-ground missiles. An improved electronic jammer and NAVSTAR satellite positioning system were installed in the nose of the aircraft. It made its first flight on February 19, 1991. In order to carry out low-altitude ground attacks, the Antilope-50 terrain-following mapping radar was installed. It also has the SFENA-607 automatic flight system. [22] Mirage 2000N The Mirage 2000B is a nuclear strike aircraft that inherits the status of the Mirage IV nuclear strike aircraft and has become one of the active air nuclear strike forces of the French Air Force. It first flew in 1983. The first 25 aircraft were called Mirage 2000N-K1, which only had the ability to launch ASMP ground-to-ground missiles. In June 1988, Mirage 2000N-K2 was produced, which had the ability to launch conventional weapons and ASMP ground-to-ground missiles. All production ended in 1992. The fuselage is equipped with Antilope-5 terrain-following radar, two SAGEM inertial navigation systems, two improved TRT-AHV-12 radio altitude indicators, Thomson color display, OMERA vertical camera, Magic II short-range missiles, and hybrid electronic warfare system (SABRE jammer, SERVAL radar early warning device, SPIRALE automatic radio and heat source jammer launcher). [23] Mirage 2000-5 In the late 1980s, as the Mirage 2000's competitor, the F-16, continued to launch new models, in order to maintain the competitiveness of its military, the French Thomson CSF company, which was still a state-owned enterprise at the time, invested in improving the Mirage 2000 family at its own expense. The prototype of the Mirage 2000-5 was modified from the Mirage 2000C and Mirage 2000B. The development process did not receive support from the French Air Force, but relied on the Feilong project, which was the first to use the Mirage 2000-5, to share a lot of funds. According to the fighter procurement contract between Taiwan and France at the time, as long as other countries purchased this type of fighter in the future, they would have to follow the convention to share part of the procurement funds with the research and development country and the early purchasing country. Therefore, Taiwan was the first region to use the Mirage 2000-5 fighter. The French Air Force had to upgrade from the Mirage 2000C to an equivalent model in 2000 in order to maintain the production line of the Mirage 2000 series. [24] In addition to improved air defense capabilities, the original Mirage 2000-5 also has sufficient ground combat capabilities. The Mirage 2000-5 can be equipped with the TV/CT CLDP laser calibration pod developed by Thales to perform precision ground strikes, as well as the new RDY Doppler radar, which can scan 24 targets at the same time and calculate the most threatening 8 targets and guide four MICA missiles to attack different targets. At the same time, it can carry the Mirage 2000N large-capacity auxiliary fuel tank to extend its endurance. The interior is modified into a modern glass cockpit and VEH-3020 large-angle head-up display (HUD) based on the development results of the Rafale fighter , as well as the Integrated Electronic Countermeasures System Kit Type 2 (ICMS MK2) and Samir DDM missile warning system. However, the early Mirage 2000-5 did not support tactical data links until the Mirage 2000-9. [24] Other models Mirage 2000BOB : The first flight after the modification was completed on June 28, 1989, testing the RUBIS forward heat source sensor, VEH-3020 wide-angle head-up display, pilot night vision goggles and other electronic optical equipment; [25] Mirage 2000E : It is the export version of Mirage 2000C, equipped with the same M53-P2 engine as Mirage 2000C. Some Mirage 2000E fuselages are equipped with radio and heat source jammers. Mirage 2000ED : A two-seat trainer version of the Mirage 2000E; Mirage 2000R : A single-seat, all-weather tactical reconnaissance aircraft, also the export version of Mirage 2000E, but with a general radar and the ability to carry various electronic pods; Mirage 2000S : The export version of the Mirage 2000D; [26] Mirage 2000DA : A late production version of the Mirage 2000C equipped with an RDI radar and improved air defense capabilities. The name DA is an abbreviation for "Défense Aérienne" (French for air defense); [27] Mirage 2000-3 : In 1987, the performance improvement program was launched, using the Rafale fighter's multi-function cockpit display, also known as the "APSI" (Advanced Pilot System Interface) system, and the first test flight was on March 10, 1988; Mirage 2000-4 : An experimental aircraft built to operate the Mica missile. It was first used to attack an unmanned target drone on January 9, 1992. [28] Mirage 2000-5 Mk2 : Mirage 2000-5 is equipped with RDY-2 radar and a ground attack mode, the navigation device is improved and GPS is added, the data processing capability is improved, and electronic warfare is strengthened; [29] Mirage 2000-9 : A new modified model designed and produced for the United Arab Emirates in 2003. It is powered by the M53-P100 engine, has a maximum flight speed of Mach 2.2 (over 2,300 km/h), a combat radius of 740 km, and a maximum range of 3,900 km. It is equipped with a Thomson-RDY-2 radar in the nose that can track eight targets simultaneously and attack four of them simultaneously. [30] Mirage 4000 : It was an internal project of Dassault Aviation to enlarge the original Mirage 2000 to accommodate two M53-P2 engines. In the end, no country adopted it. See the entry Mirage 4000 fighter . [31] Performance Data Broadcast edit Reference Data Crew 1 person length 14.36 m span 9.13 m high 5.20 m Wing area 41 sqm Empty weight 7500 kg Maximum take-off weight 17000 kg engine 1 × Snecma M53-P2 afterburner turbofan engine thrust \ Maximum fuel capacity 3080 kg Reference performance Maximum flight speed Mach 2.2 (high altitude) Practical ceiling 17060m voyage 3335 km Combat radius 1550 km Climb rate 285 m/s Wing loading 337 kg/m2 Thrust to weight ratio 0.57 [32] Weapon Systems Hacks 9 external hardpoints (4 under the wings, 5 on the fuselage), 6300 kg Air-to-Air Missiles : Air-to-ground missiles : bomb Rocket Matra 68mm rocket pods, 18 per door Machine Gun 2×30mm DEFA-554 cannon, 2×125 rounds of ammunition Service dynamics Broadcast edit In 1995, during the NATO bombing of Bosnia and Herzegovina, a Mirage 2000N (tail number: 346/3-JD, production number: EC.02/003) was shot down by the air defense forces of the Republic of Bosnia and Herzegovina with a 9K38 Needle individual air defense missile at 17:00 on August 30, and two pilots were captured. This was one of the worst military losses of the French Air Force since the Cold War, and the Mirage 2000 fighter was defeated in its first actual combat. [33]Mirage 2000 fighters participated in the Operation Harmattan mission during Operation Odyssey Dawn in Libya in 2011. [34] On April 9, 1991, a French Air Force Mirage 2000-N (tail number: 328) assigned to Istres Air Force Base collided with a civilian helicopter in Montcineyre , Puy-de-Dôme, Auvergne , and crashed into a residential area, killing 10 people and injuring 8. [35] On October 15, 1999, a Mirage 2000-5 (No. 2053) from Taiwan, China, was performing a night flight training mission in the evening. Shortly after takeoff, the engine sucked in a bird and lost power. After rescue efforts failed, it unfortunately crashed into the sea off Hsinchu. This incident was the first recorded crash of a Mirage 2000-5 fighter jet in Taiwan, China. [36] On December 14, 1999, a Mirage 2000-5 (serial number 2036) from Taiwan, China, and two other Mirage fighters acting as wingmen disappeared from combat control radar during a beyond-visual-range attack training exercise off the coast of Suao. [37] On November 14, 2001, a Mirage 2000-5 (number 2058) from Taiwan, China, took off from Hsinchu Airport to perform a routine training mission and disappeared from the radar screen in the waters off Hsinchu. The two pilots on board, Captain Liu Haofan, were missing, and Lieutenant Colonel Zhang Jianxiang was found by a fishing boat but died after receiving first aid. [38] On February 12, 2002, a French Air Force Mirage 2000B (tail number: 511) lost control during an aerobatic display at Air Force Base 115, and the two pilots ejected. [39] On September 23, 2004, an Indian Air Force Mirage 2000 crashed during a training flight. The pilot managed to eject before the plane crashed. The Mirage 2000 eventually crashed in a sparsely populated area. [40] On October 12, 2004, a Mirage 2000 of the Indian Air Force crashed near the Gwalior Air Force Base in Madhya Pradesh, India, due to a technical failure during a joint military exercise between India and Singapore codenamed "Sindex". The pilot parachuted to escape. [41] On May 24, 2011, a French Mirage 2000 fighter jet crashed near Nancy O'Shea Air Force Base in western Afghanistan. On June 9, 2011, a Greek Mirage 2000-BG fighter jet (tail number 204) crashed into the Aegean Sea near Samos Island . Fortunately, the pilot managed to escape before the plane crashed. It was salvaged on June 21, 2011. [42] On March 5, 2012, an Indian Air Force Mirage 2000 crashed in Rajasthan and the pilot parachuted to safety. [43] On October 3, 2012, Lieutenant Colonel Wang Tongyi, a Mirage 2000 fighter pilot sent by the Taiwan Air Force to France for training, died instantly when his Mirage 2000-5 fighter jet crashed at Luxeuil-les-Bains Airfield in southeastern France due to unknown reasons. [44] On May 20, 2013, a two-seat Mirage 2000 fighter jet with the serial number 2052 belonging to the 499th Wing of the Hsinchu Base in Taiwan, China, took off from Hsinchu Airport at 9:54 am for a refitting training. At 10:18 am, it lost radar and crashed into the sea while conducting training off the coast of Houlong, Miaoli. The two pilots managed to escape. [45] On October 8, 1996, the Greek Air Force discovered that two F-16Ds of the Turkish Air Force were crossing the Aegean Sea and entering its airspace (another version said that four Turkish F-4 and two F-16D fighters had intruded into Greek airspace, penetrating tens of kilometers). Two Mirage-2000s and two F-16Cs of the Greek Air Force immediately took off to intercept them. After issuing a warning, they found that the F-16Ds not only did not retreat but instead made tactical moves. The Greek Air Force seized this favorable opportunity to immediately conduct an interception operation. After a large-scale maneuvering dogfight, a Mirage-2000 successfully occupied the rear hemisphere position of the F-16D and formed a stable tracking posture. It decisively launched a Magic-2 missile and shot down one of the Turkish F-16Ds. The other one saw that the situation was not good and immediately fled. After the incident, Turkey was in the wrong and did not dare to make it public. It lied in the country that the plane crashed due to a mechanical accident. It was not until 2012 that the Turkish official admitted that the fighter plane was indeed shot down by Greece. [46-48] On July 20, 2021, the French military confirmed that a French Air Force Mirage 2000 fighter jet crashed in the Hombori region in northern Mali due to technical problems that day, and the two pilots survived. [49]. On October 21, 2021, the Indian Air Force confirmed that an Indian Air Force Mirage 2000 aircraft suffered a technical failure during a training exercise in the Central Theater Command and the pilot ejected safely. [50] At 11:00 a.m. on March 14, 2022, the Taiwan military confirmed that a Mirage 2000 fighter jet crashed in the sea off Taitung County while performing a training mission. The pilot parachuted to escape and was rescued. The cause of the accident is under investigation. [51-52]According to a report on March 31, 2022, after a Mirage 2000 fighter jet crashed in Taiwan on March 14, the aircraft was grounded for special inspection. Chiu Kuo-cheng, head of the Taiwan authorities’ defense department, said on March 31 that Mirage fighter jets would resume full flight operations starting April 1. [53] On July 26, 2022, it participated in the Han Kuang exercise in the waters east of Taiwan. [54] On January 28, 2023, local time, an Indian Air Force Mirage 2000 fighter jet took off from the Gwalior Air Force Base in India for a drill and crashed near Morena in Madhya Pradesh, India. One person on board had parachuted out. [55] On June 6, 2024, French President Emmanuel Macron announced that France would provide Ukraine with Mirage 2000 fighter jets and help train Ukrainian pilots. [56] Entry AtlasMore Gallery http://www.mirage-jet.com/Mirage 2000 In AdlA service one can classify the Mirage 2000 fleet into two categories, namely air defence and strike (conventional and nuclear). The airframes are either single seat (2000 C and 2000-5F) or two seat versions (2000 D and 2000 N). The export aircraft can be classified as being either first generation 2000E(country suffix) and the second generation Dash 5 and Dash 5 MkII.The first generation export models were based on the early French 2000C-S2 with the RDM radar. Some export models actually feature Electronic Warfare (EW) components better than that used by the AdlA. While the configuration of the Greek, Peruvian and Egyptian aircraft is known, the exact equipment fit of the Indian aircraft is a matter for conjecture. The Mirage 2000B (the two seat version) also has the same slightly stepped cockpit layout as the older delta. The semi-monocoque airframe is constructed mostly of aluminium (no bad thing) with composites being used only for the elevators and some tail structures. The single tail configuration of the Mirage 3 is also retained. The need for high altitude manouvrability necessitated a lightly loaded wing ie. a large wing area. Dassault achieved this by reverting to the low mounted delta planform used on the Mirage 3 and 5. At first glance this wasn´t a good idea given the disadvantages of the delta. The delta planform, with it´s long wing root generates a lot of drag when the pilot manouvres the plane into a turn which reduces the energy (speed) of the plane. Also, the delta winged Mirage 3 requires a very long runway. This is because the plane doesn´t have a seperate tailplane and elevator. The Mirage 3´s elevators actually form the trailing edge of the wing. This means that when the pilot rotates the nose, the elevators move upward, causing a loss of lift right at the very moment it´s needed most. The only way to counter this is to accelerate to a comparatively high rotation speed, hence the long runway requirement. The tyres wear out quicker as well. Upon landing the same rules apply. Although the delta planform generates a lot of lift at high angles of attack (alpha), maintaining a high alpha would mean scraping the rear end of the plane on the runway. Thus the landing speed is also considerably higher than that a conventional swept wing fighter. As if that weren´t enough the delta wing design doesn´t lend itself to lift generation devices such as leading edge flaps because the change in centre of lift is not linear. Because of these disadvantages Dassault opted for a conventional swept wing for the Mirage 3´s successor - the Mirage F1. Dassault did actually develop a variant called the Mirage 3 NG whereby leading edge root extensions were applied. The addition of LERXs made the nose of the plane want to pitch upward all the time(relaxed stability) which necessitated a computer controlled fly-by-wire (FBW) system which trimmed the aircraft according to the steering commands made by the pilot. Although the FBW system conferred far better manouvrability upon the Mirage 3NG it never went into production. It is as much a measure of the rapid evolution of avionics as of the Dassault company's expertise that the sophisticated and immensely complex warplane that is the Mirage 2000-5 was developed as a cheap alternative to a design which would have had a fraction of its potential - albeit nearly two decades earlier. The story of the Mirage 2000 is woven from many threads, one of which, perversely, originates at exactly the juncture at which the United Kingdom's TSR.2 strike aircraft met an abrupt, political lyinspired end. In May 1965, one month after the cancellation edict, another UK government statement revealed the launch of a venture known as AFVG: Anglo-French Variable Geometry. This interceptor and strike/attack aircraft overlapped the General Dynamics F-lllKs to which the RAF committed as a TSR.2 replacement and - fatally, as it transpired - posed a threat to the variable-geometry Mirage G which Dassault was developing. As in all the best French farces, the British Aircraft Corporation and Groupement Avions Marcel Dassault suddenly found themselves sharing the same bed as the unwitting victims of a misunderstanding. The crux of that muddle was that while the RAF and Royal Navy wanted strike/attack capability, the Armée de l'Air (AA) then said it was looking for an interceptor, and there seemed no way of combining the requirements in one airframe with recourse to the technologies available at the time. In June 1967 France withdrew from AFVG, releasing a joyful Dassault to proceed unencumbered with its Mirage G (which had been rolled out the month before) and the UK, eventually, to fall in with West Germany and Italy on the aircraft that became the Panavia Tornado. Looking like an enlarged, swing-wing Mirage Fl, the Mirage G was further developed as the twin-engined G8, and from there into the fixed-geometry, Mach 3 Mirage G8A strike/interdictor, which the AA nominated as its Avion de Combat Futur (ACF) and planned to fit with a pair of the new SNECMA M53 engines, then on the drawing board. Procurement of 200-250 examples, redesignated Mirage F8, was envisaged, yet, before the prototype could be completed, the disproportionate cost of the programme proved its downfall: the same expenditure could have secured 500-625 Mirage Fis. Chaired by Prime Minister Valéry Giscard d'Estaiiig, a National Defence Council meeting of 18 December 1975 took the not-unexpected step of terminating the ACF when the prototype was almost complete. In many countries, that would have prompted a call of 'back to the drawing board', but the designated replacement had been taking shape in the Dassault design offices for several years and was ready for immediate adoption. Simple fighter Despite working on ever more complex versions of Mirage, Dassault had shown foresight in keeping alive the concept of a simpler fighter. Patriotic fervour may have been the driving force, but a cynical observer might point to the ACF's virtually non-existent export potential. During the early 1970s, several concepts of a 'Mimi' - Mini Mirage - had been examined under the direction of Jean-Jacques Samin and a team of engineers led by Jean-Paul Emoré and including François Dessirier, Christian Decaix and Jean-Maurice Roubertie. As the aircraft looked like the first-generation Mirage, it was alternatively known as Super Mirage III and later gained the alternative epithets of Delta 1000 and 2000. By December 1975, Super Mirage 2000 was the generally accepted name for the aircraft which the Defence Council immediately nominated as the ACF's successor. This appeared a curious move, as the F8 was optimised for penetration missions with an Aérospatiale ASMP stand-off nuclear weapon and had secondary interception roles, whereas the 2000 was seen as an interceptor (what the AA wanted a decade earlier) with some ground attack potential. A deciding factor in this volte face was undoubtedly the promise of 200 Delta Mirage 2000s at a total price of Frl5,000 million, compared with Frl8,000 million for a cut-down fleet of 100 ACFs. While it was possible for the single-engined Mirage 2000 to adopt the M53 engine from its stillborn predecessor, a suitable interceptoptimised radar presented more of a problem. Thomson-CSF, the natural source, had no development programme under way in late 1975 and estimated that eight years would be needed to have an advanced pulse-Doppler system ready for service. Dassault was more sanguine regarding its own capabilities, predicting that a prototype Mirage 2000 could be flying within 18 months and be in service by 1982. These dates were to slip, and although it was 27 months before No. 01 took to the air, this still remarkably short time indicated how much work had been undertaken on the venture while the F8 was still supposedly the priority programme. The impetus behind the Mirage 2000 was clearly apparent from the viewpoint of December 1975. Six months earlier, four NATO nations had rejected Dassault's offer of an M53-engined Mirage Fl in favour of the (then) General Dynamics F-16 and rubbed salt into the wound by making their announcement during the Paris air show. The ageing but still dynamic Marcel Dassault spoke scathingly of the F-16's performance - particularly in claiming that its fixed air intakes restricted operational speed to Mach 1.7 - but had to concede that its fly-by-wire (FEW) design was a generation ahead of the Fl. In the Mirage 2000, France planned to embrace the new technology of what was then called the combat-configured vehicle (CCV) or relaxed-stability design. Target operational speed for the Mirage 2000 was Mach 2.5, somewhat higher than actually achieved. Today, 'clean' speed is claimed to be Mach 2.2 for the Mirage and 2.0+ for the F-16C. Dassault made no secret of the fact that the Mirage 2000 was intended to better the F-16 in all aspects except range, this deficiency being a consequence of superior US engine technology. It may seem curious that, in order to achieve its aim, the company resorted to an old configuration which it had seen fit to discard for the second (Fl) generation of Mirages. However, that would be to underestimate the advantages of FEW control which enables a delta configuration to accentuate the positive while going some way towards eliminating the negative features inherent in this shape. In some (admittedly mainly British) accounts, it was the potential of the record-breaking Fairey FD2 which persuaded Dassault to abandon the stubby Mystère Delta (or Mirage I) in favour of the larger, single-engined, area-ruled Mirage III. With the prevailing technology, the delta had much to commend it at a time when the driving forces behind fighter design were ever-increasing speed and ceiling. Benefits include high internal volume, low wave drag and a simplicity of construction, reflected in reduced costs. In part, this is because a tailless delta has fewer control surfaces than the more conventionally shaped aircraft and does not need the additional structural strength required to carry a horizontal tail. Furthermore - though few bothered about it at the time - the delta exhibits lower radar reflectivity at many angles. In short, it can fly fast in a straight line and carry a reasonable volume of internal fuel. On the opposite side of the balance sheet, a low aspect ratio reduces the sustained turning rate, while having the aircraft's centre of gravity ahead of its aerodynamic centre means that the rear-mounted élevons have to work hard to produce any effect. Taking off, the initial attempt to rotate the aircraft with élevons up merely forces it harder down onto the runway, necessitating a larger airfield. Landing must be correspondingly fast (typically 184 kt; 340 km/h; 211 mph), with the additional complication of a high nose-up angle. In either circumstance, the moving trailing-edge surfaces are unable to act as flaps — as they \vould on a tailed aircraft — to reduce the speed required. The conventionally controlled delta needs a long runway and is at a disadvantage in a turning fight. Relaxed stability By contrast to the Mirage III, the 2000 has 'Karman fairings' at the wingroot which produce a more aerodynamically efficient blend with the fuselage with increased internal volume, but the minimum of additional drag. Less obvious, but essential to the aircraft's greater capabilities, is the relaxed stability design which moves the centre of gravity to behind the aerodynamic centre. An automatic flight control system and FEW controls are required because of this negative longitudinal stability, placing the Mirage 2000 in an entirely different class to its predecessor. Manoeuvrability is increased and landing speed decreased (to a typical 140 kt; 260 km/h; 162 mph). Rotation is achieved by lowering the élevons, thus increasing lift and pivoting the aircraft. Slower speeds are made possible by the fulllength leading-edge slats which also characterise the later delta. In two segments on each wing, the slats increase lift and are deployed in close combat, their use being restricted at other times to obviate the drag penalty. Wing span is 9.13 m (29 ft 1 VA in), sweep is 58° on the leading edge and area is 41.0 m2 (441.3 sq ft), giving a comparatively low loading for a fighter. The entire trailing edge is taken up with two-segment élevons. Structure is mainly of metal, but with carbon-fibre composites élevons and fin. Strakes on the air intakes generate vortices at high angles of attack to maximise directional control. Door-type, carbon-fibre airbrakes above and below each wing are borrowed from the Mirage III. Five hardpoints beneath the fuselage and two under each wing are available for the variety of weapons and tanks carried by the different Mirage 2000 versions. To free these positions for their best use, defensive aids are largely internal and result in antennas on the fin, wing tips and base of the rudder. Elements of the protective suite are common to most versions of the aircraft, the more recent having increased automation. A detachable refuelling probe is fitted ahead of the windscreen, offset to starboard. Two-seaters suffer a slight reduction in internal fuel capacity and, at 14.55 m (47 ft 9 in) in length (including nose probe), are 0.19 m (71A in) larger than the single-place aircraft. Occupants are provided with an SEMMB (Martin-Baker licence-built) Mk 10 zero-zero ejection seat. New engines can take longer to develop than the aircraft they power, so it was as well that the SNECMA M53 was flying by the time that the Mirage 2000 was ready to do the same. Airborne trials had begun on the starboard side of a Caravelle on 18 July 1973 and continued in the previously mentioned Mirage FIE from 22 December 1974 onwards. A simple, modular single-spool design, the afterburning M53 has three low-pressure turbine stages, five highpressure stages and two turbine stages. Mirage 2000 prototypes had early M53-2 versions, but production has centred on the -5 and, later, more powerful -P2. That was not the only engine planned for Dassault's third-generation Mirage. A pair of Turbo Union RBI99 reheated turbofans (in other words, the Panavia Tornado powerplant) was revealed in 1978 as being intended for the international collaborative Mirage 3000. Nothing came of this proposal for an aircraft that would have pre-empted the Eurofighter, but more promise was initially shown by another twin-engined variant, the Mirage 4000. Announced by Dassault as a private venture in December 1975 (immediately after the Defence Council approved the Mirage 2000), this 33 per cent scaled-up 2000 employed a pair of M53s and bore the same relationship to its smaller brother as did the Mirage IV and I I I . It was less successful, and though the prototype aroused the interest of Saudi Arabia, it ended its days as a trials aircraft for the Dassault Rafale. The effort to develop the Mirage 2000 also involved many other types, and by the end of 1993, when work was virtually complete, 25 other testbeds had contributed over 4,100 sorties to the programme Interceptor into service A mere three years after development had been authorised, the prototype Mirage 2000 made its initial flight and the first small batch of production aircraft was approved for the AA. In each of the two following years (1980 and 1981), enough were ordered to equip VA squadrons, giving France the basis of its initial three-squadron wing. Such priority may be contrasted with that afforded to the current Dassault Rafale, which managed to garner only three AA (and 12 naval) orders 13 years after first taking to the air. Admittedly, that relaxed timetable is partly the product of reductions in East-West tensions, although the Mirage 2000 order book was also to suffer as a result of these. Plans for 372 of several versions were pared to 315, within wThich were minor variations of quantity as some interceptors were swapped to the attack contract. It was as an interceptor that the aircraft first entered service, designated Mirage 2000C. There were four prototypes, flown from 10 March 1979 onwards, of which the first three required minor aerodynamic modifications before the production standard was reached. The single-seat 2000C has an empty weight of 7500 kg (16,534 lb) and a maximum take-off mass of 17000 kg (37,480 lb), including up to 3160 kg (6,967 lb) of internal fuel and 6300 kg (13,890 lb) of external stores (of which drop tanks are one option). Service ceiling is 54,000 ft (16460 m) and range on internal fuel is 1,000 nm (1852 km; 1,151 miles). G limits are +9 to -4.5. The Armée de l'Air deployed 14 Mirage 2000Cs for Operation Daguet, the Armée de l'Air contribution to Desert Storm. All were S4 standard aircraft, and were drawn from all three escadrons of EC 5. Serials, including those of additional aircraft deployed on rotation, were as follows: 39, 47, 65, 72 and 73 from EC 1/5; 40, 45, 51, 59, 61, 63, 66 and 70 from EC 2/5; and 57, 58, 62 and 74 from EC 3/5. The first four aircraft deployed on 3 October 1990, although air defence missions in Saudi airspace did not begin until 12 December. The Mirage 2000s were initially restricted to CAPs over Saudi Arabia or short escort missions into Kuwait. From 24 January the 2000s flew with Jaguars and Mirage FlCRs into southern Iraq, without making contact with any enemy fighters. French Mirage 2000s flew a total of 340 CAP missions and 172 escort sorties. Abu Dhabi Mirage 2000EADs flew their first defensive missions on 16 February, performing a total of 58 by the war's end. Six reconnaissance missions were also flown, using 2000RADs, on 23/24/25 February. Normally, the 2000C uses only a small proportion of its weapons weight allowance to carry MATRA Magic and Super 530 AAMs. However, a fuller load of ground attack weaponry can be fitted to both the 2000C and its multi-role export counterpart, the 2000E. The two aircraft have the same weights and performance, two DEFA 554 30-mm guns mounted internally (125 rounds each), and also share the same type of radar as far as early French 2000Cs are concerned. Previously mentioned, it was the absence of interceptoptimised pulse-Doppler radar which resulted in the first 37 AA Mirage 2()()OCs having a multi-role set, the Thomson-CSF RDM. Known at first as Cyrano 500 (following Cyrano II and IV in the Mirages III and Fl), RDM was first tested in a Vautour in January 1980 and a Falcon 20 the following June. In November of that year, the third prototype Mirage 2000 was also equipped. Thomson-CSF and Dassault collaborated on the definitive RDI radar, which still had a useful surface capability despite being optimised for interception. Delivered to squadrons from mid-1987, it lagged three years behind RDM in this respect. Technology remains sensitive, and no RDI aircraft have been exported. With the advent of RDI, the AA was able to use its Super 530D missiles instead of the Super 530Fs (the Mirage FIC's weapon) issued to squadrons flying the first 37 aircraft. Military testing Prior to air force service, early Mirage 2000s were evaluated by the Centre d'Essais en Vol (CEV) at Brétigny-sur-Orge and outstations including Cazaux and Istres. The first military user was the Centre d'Expériences Aériennes Militaires (CEAM) at Mont-de-Marsan. CEAM also received a small initial batch of all new major versions and sub-versions in order to formulate operating procedures and, in some cases, train the first user squadron. CEV's role was initially to evaluate the airframe and confirm airworthiness, but it now has a few Mirage 2000s for pure research. In some cases, CEAM has also trained foreign pilots for Dassault's export customers. The AA marked its 50th anniversary — 2 July 1984 — by commissioning the first squadron of Mirage 2000Cs. Escadron de Chasse 1/2 'Cigognes', the famous 'Storks' squadron, was based at Dijon where, by early 1985, it had achieved full strength with 15 aircraft, including three trainers. Co-located EC 3/2 'Alsace' followed in March 1986 and EC 2/2 'Côte d'Or' equipped from June 1986 onwards, taking responsibility for pilot training with an appropriate share of the two-seat fleet. Two more wings were outfitted with the definitive Mirage 2000C sub-variant, characterised by RDI radar (and Super 530D AAMs) and M53-P2 engines. Whereas the Dijon aircraft replaced Mirage IIIEs, the remaining five interceptor squadrons had formerly flown Mirage FICs: EC 1/5 'Vendée', EC 2/5 'Ile de France' and EC 3/5 'Comtat Venaissin' all at Orange/Caritat, plus EC 1/12 'Cambresis' and EC 2/12 'Picardie' both at Cambrai/Epinoy. Defence cuts resulted in the third Cambrai squadron (EC 3/12 'Cornouaille') disbanding before re-equipment, further reductions bringing the disappearance of EC 3/2 in 1993 and EC 3/5 in 1997. Incorporated in the Force Aérienne Tactique, Mirage 20()OCs are assigned both to home defence and overseas intervention, the Orange squadrons specialising in the latter. Accordingly, it was aircraft of that wing which deployed to Al Ahsa, Saudi Arabia, for operations Desert Shield and Desert Storm in 1990/91, marking the Mirage 2000's combat debut - in the sense that it participated in a war, but encountered no enemy aircraft. Abu Dhabi, part of the United Arab Emirates, also committed its Mirage 2000s to the conflict. They included the 2000R reconnaissance version, unique to that customer, which relies entirely on external pods to acquire its information. Fifth and last of the Mirage 2000 prototypes was the two-seat 2000B trainer, weighing 7600 kg (16,755 lb) empty and having a slightly diminished internal fuel capacity of 3100 kg (6,834 lb). All three fighter wings have operated at least a handful of 2000Bs for continuation training, with the previously mentioned EC 2/2 at Dijon acting as OCU for the interceptor force as well as a type conversion unit for pilots destined to fly strike/attack Mirage 2000s. On 1 July 1998, that role passed to EC 2/5 at Orange. Strike and attack In putting the Mirage 2000C into service as an interceptor, the AA had only covered the cancelled ACF's secondary role; there remained the question of a new low-level nuclear interdictor to replace the Mirage IVA, this having been the ACF's raison d'être. France had formed its own strategic force from 1964 onwards, eventually fielding an operational total of 36 (from 62 built) Mirage IVAs, each with a nuclear bomb semi-recessed in the belly. The carrier aircraft was no more than a scaled-up, twin-engined Mirage III, originally optimised for high-altitude missions and only later adapted to the low-level role with corresponding modification of the 65-kT weapon as the AN22. Additionally, having foregone the US-owned tactical nuclear arsenal for its North American F-100 Super Sabres upon withdrawal from NATO's military structure in 1996, France had built a replacement air arm from April 1973 onwards, based on the Mirage HIE, SEPECAT Jaguar and the AN52 22-kT bomb. Appreciating the limitations of free-fall bombing, the AA decided that the next generation of strike aircraft would carry a stand-off bomb, to which the designation ASMP (Air-Sol Moyenne Portée - Air-to-Ground Medium Range) was assigned. ASMP remained a priority after the demise of the ACF, the programme accelerating in 1976 when Aérospatiale and MATRA were commissioned to undertake parallel studies into turbojet- and ramjetpowered solutions, respectively. Aerospatiale's design was accepted and began development in 1978, remaining simply 'ASMP' to this day. Fitted with cither a TN80 warhead of 150 kT or a 300-kT TN81, ASMP is broadly in the class of the Boeing AGM-69 SRAM, having a range of 43 nm (80 km; 50 miles) after lowaltitude release from a platform flying at between Mach 0.6 and 0.95. Upon launching, ASMP is accelerated to Mach 2 by a powder propellant packed into the rear chamber of a ramjet. At the end of this five-second phase, blanks covering air intakes on each side of the missile are discarded and the ramjet begins operating on kerosene fuel. ASMP is 5.38 m (17 ft 8 in) long and weighs 900 kg (1,984 lb). It has no wings, relying instead on dynamic lift generated by the angular air intake trunks. Neither is it an 'intelligent' weapon in the sense of the current generation of terrain-following, radar-equipped, GPS-guided stand-off dispensers. However, having an inertial navigation system, it is programmed to fly a predetermined path (which can be varied until just before launch) that makes use of terrain masking and avoids high-risk areas. Notwithstanding the fact that the Mirage HIE and Jaguar were single-seat aircraft, the AA decided from the outset that their replacement would have both pilot and WSO for maximum efficiency in all-weather interdiction. A twoseat Mirage 2000, as ordered for training of interceptor pilots, was viewed as the ideal solution. Two prototypes were put on contract in 1979, initially designated 2000P (for Pénétration), but soon changed to 2000N (Nucléaire). Dimensions and weights are generally as for the 2000B - no more specific details have been released - and lo-lo-lo range is 500 nm (925 km; 575 miles). As for all Mirage 2000 variants, maximum permissible weight is 17 tonnes (16.7 tons). The Mirage 2000B airframe required some local strengthening for its new mission in the turbulent lower air and, naturally, a navigation suite optimised for high positional accuracy. Key elements include a Dassault/Thomson-CSF Antilope 5 nose radar and twin inertial platforms, plus appropriate instrumentation in the rear cockpit. In its original form, Antilope 5 provides terrain-avoidance capability which is generally stated to be effective down to 61 m (200 ft), although AA operating squadrons appear to regard 91 m (300 ft) as the lower limit. 'Pre-strategic' force Mirage 2()()ONs with ASMP were issued to two former Mirage HIE squadrons and one that previously operated Jaguars, all three transferring in September 1991 from the AA's tactical command to the Forces Aériennes Stratégiques (Strategic Air Forces), operator of silo-launched S-3 missiles and a depleted Mirage IV fleet also rearmed with ASMPs. (Both these accompanying systems were stood-down in 1996.) Despite the nominal change of status, the ASMP force is officially regarded as 'pre-strategic', leaving the SLBMs of the French Navy as the weapons of ultimate recourse. EC 1/4 'Dauphiné' worked up under the guidance of CEAM before transferring back to its home base at Luxeuil/St Sauveur on 30 March 1998. It became operational on 12 July, its aircraft at first restricted to carrying ASMP. EC 2/4 'La Fayette' achieved IOC on 1 July 1989, also at Luxeuil and also nuclear-only. Later Mirage 2()()ONs were able to mount conventional weapons as an alternative to nuclear strike and they first went to EC 1 /4 to allow surplus aircraft to reform EC 3/4 'Limousin' (previously the Jaguar-equipped EC 4/7) at Istres on 1 July 1990. Retrospective modification has now given all Mirage 20()ONs the conventional option. Because of delays with the Rafale programme, the AA's requirement for Mirage 2000Ns was increased from 110 to 180, not all of which needed to be ASMP-armed. A version without the ASMP interface was at first mooted as the 2000N', then redesignated 2000D, the opportunity being taken to upgrade the navigation and attack system and more clearly separate the duties of the pilot and WSO. After some changes to requirements, the eventual buy was 161 aircraft, comprising 75 2()OONs and 86 2()OODs. The latter was intended primarily for precision attack with self-designated laserguided weapons (AS30L missiles and LGBs), but can also deliver ordnance such as cluster bombs and rockets which require a closer approach to the target. Additional security from the defences arrived with service entry of the MATRA/BAeD APACHE stand-off weapons dispenser. Although nuclear delivery had long been the province of the tandem-seat Mirage IV, twoplace conventional attack was a new concept to the AA. To assist in development of operational techniques, a squadron's worth of Mirage 2000Ns was assigned to Tactical Air Command, where it was declared operational on 30 August 1991 as the Nancy/Ochey-bascd EC 2/3 'Champagne'. EC 2/3 liaised widely with similarly-tasked squadrons in other air forces as it built up experience prior to the arrival of the first Mirage 2()OODs. Furthermore, in June 1992, as part of a reorganisation which resulted in all front-line units increasing from 15 aircraft in two flights to 20 in three, it was assigned a third escadrille. Various methods were used by different squadrons to ensure that the three badges were fairly distributed among their aircraft's fins. First of the 2000D squadrons, EC 1/3 'Navarre' underwent conversion from Mirage IIIEs at CEAM, Mont-de-Marsan. At the earliest possible juncture, six aircraft, known as the Cellule Rapace (Rapacious Cell), were declared operational there on 29 July 1993, armed only with laser-guided weapons. 'Navarre' later returned to Nancy to become fully operational on 31 March 1994, but not before Cellule Rapace had been deployed to Cervia, Italy on 19 February 1994, along with 2000Ns of 'Champagne' squadron, to reinforce the Mirage 2000C element stationed there for NATO policing of former Yugoslavia. EC 3/3 'Ardennes' was the second Mirage 2000D squadron, becoming operational on 21 August 1995 and sending a detachment to Cervia nine clays later. Two 2()()ODs from each unit made the type's combat debut on 5 September that year when they used AS30Ls as part of a NATO attack on Serbian forces in Bosnia. EC 2/3 began receiving Mirage 2000Ds in mid-1996, its conversion taking two years because of a reduced rate of deliveries. By then, all French Mirage 2000s except the ASMP force were contained within a new command, the Air Combat Force (Commandement de la Force Aérienne de Combat) which had replaced Tactical Air Command in March 1994 and assumed responsibility for interception as well as attack. It is in the former role that CoFAC is currently receiving a further boost with the beginning of deliveries of the latest Mirage 2000-5. Major upgrade: the -5 During the second half of the 1980s and into the following decade, export sales of the Mirage 2000 slumped alarmingly as the aircraft was unsuccessful in several fighter competitions. Dassault urgently required an updated version to reinvigorate the interest of potential buyers and proposed to fît Thomson-CSF RDY radar, the equally new MATRA (now MATRA/ BAc) MICA air intercept missile and a cockpit modernised with technology from the Rafale Orders for the Dash 5 were led by Taiwan, which has acquired 60 as part of its major revamping of its fighter forces. Magic 2 and MICA missiles were included in the deal, and the 2000-5Els are tasked with air defence missions. Like the aircraft for Qatar, the Taiwanese Dash 5s have the full ICMS Mk 2 electronic countermeasures suite. programme. The separate elements were test flown from 1988 onwards and the whole came together on 24 October 1990 when the much modified prototype Mirage 2000B flew as the first 2000-5. A single-seater followed on 27 April 1991. Foreign interest was evinced in the Mirage 2000-5, although the home air force was reluctant to bestow its stamp of approval by making a purchase for the purpose of encouraging other buyers. After some behind-the-scenes lobbying, the AA announced in October 1992 that it did, after all, have "an operational need" for this aircraft, albeit as a conversion, rather than newbuild. Taiwan then quickly placed a substantial order, followed by Qatar and Abu Dhabi/UAE. The first Mirage 2000-5s to attain IOC were those of a squadron of the 2nd TFW at Hsinchu, Taiwan in November 1997. Apart from a length of 14.65 m (48 ft 0 in), the single-seat 2000-5 is similar in dimensions and weights to the 2000C/E. Dassault quotes an improved service ceiling of 60,000 ft (18290 m), declining to explain how this is achieved with the same engine and airframe. Extreme operational range in the air defence role - four MICA and two Magic AAMs, three external tanks jettisoned when empty, five minutes' combat at 30,000 ft (9145 m) - is 780 nm (1445 km; 898 miles). The Mirage 2000-5 can be equipped for attack missions, its most recent sub-variant having appropriately modified radar and the ability to launch a stand-off weapon. In France, the 2000-5F interceptor reached CEAM in April 1998 and is now being prepared for service entry with EC 1/2 and EC 2/2. In a roundabout manner, Mirage 2000Cs from the Orange-based squadrons are being upgraded for the Dijon wing, whose old aircraft are having their RDM radar replaced by RDI sets taken out of the Mirages before reissue to EC 1/5 at Orange. Following two prototype conversions at Istres, upgrades are being undertaken at Bordeaux, including the complete dis-assembly and transfer of fuselages to the Argenteuil plant for modification. Preparation of the operating squadrons was launched in January 1998, when EC 1/2 began giving up its aircraft and temporarily replacing them with Alpha Jets (dismissively called 'Gadgets', but painted in full squadron markings) to enable pilots remaining at Dijon to maintain their flying hours. At the same time, EC 2/2 started running down its fleet of trainers and re-equipping with Mirage 2000Cs from Orange (RDI radar). This achieved, it was assigned to regular air defence duties from 1 August 1998 onwards. After working up at Mont-de-Marsan, the first dozen Mirage 2000-5Fs were due to gam IOC with EC 1/2 in April 1999, followed by EC 2/2 in 2000. The Mirage 2000 story is far from finished, but the unusual absence of an aircraft at the 1998 Farnborough show could imply the end of the beginning, suggesting that marketing emphasis has shifted to the Rafale. Eight customers have contracted for 574 Mirage 2000s, not including 70 being upgraded to -5 or equivalent standard. Compared with over 1,400 Mirage III/5s and half that number of Mirage Fis sold, the third-generation Mirage has slowed the steeply downward trend in Dassault fighter sales, in spite of being far more sophisticated — and costly — than its predecessors. No longer a 'Mini Mirage', it is, perhaps, a The Dash 5's RDY radar can provide ground mapping functions for attack missions. Qatar has purchased a wide range of precision ordnance to equip its multi-role 2000-5DDA/EDAs, including AS30L and Black Pearl, an export version of the APACHE stand-off munitions dispenser. New life was breathed into the Mirage 2000 by the second-generation Dash 5 family, which introduced a new radar, completely revised cockpit and the MICA missile, available in both IR and active radar versions. THe upper tier of Dassault's heavy/light fighter family, all of the missions originally envisaged for the larger Mirage 4000 are now undertaken by the Mirage 2000. Since entering service in 1984 the Mirage 2000C has slowly assumed the French air defence mantle from the Mirage F1C, and has now replaced the older type in all fighter squadrons apart from one in Djibouti. It is likely that more than the currently funded 37 aircraft will be upgraded to 2000-5F standard. The two-seat strike/attack variants outnumber the single-seat fighters in French service. Based on the 2000B trainer but with airframe strengthening to cope with the rigours of lowlevel buffet, the 2000N (above) and D (left) have a new weapon system with Antilope 5 or 53 radar providing various ground mapping functions and terrain avoidance (terrain following in D). The nav system has two radar altimeters and two INS sets. The 2000D also has an embedded GPS. Ushering in a new era for the 2000D is the MATRA/BAeD APACHE 'stealthy'munitions dispenser. This weapon has a stand-off range of 140 km (87 miles), cruising at 150 m (500 ft) in mid-course before descending to 50 m (165 ft) for the terminal, active radar-guided phase France is acquiring second-generation 2000-5s by conversion rather than new-build aircraft. Funding has been allocated so far for 37 for service with EC 2, the first entering service in 1998. The RDI radars released by the conversion process are being retrofitted to early machines which still have RDM. The Dash 5 conversion takes approximately six months per aircraft. In common with most current fighters, the Mirage 2000 has undergone a radical cockpit modernisation. Compared to the 2000C (left), the 2000-5 (right) has a vastly improved workspace. The Sextant TMV-980 data display system (one head-up display and one headdown display) has been replaced by the Sextant Comète system, which employs a wide-angle HUD (not illustrated here: this is the original VE-130), three HDDs and a head-level display below the HUD. The only traditional dialtype instrument is the clock to the left. Fitted to late 2000Cs, 2000N-K2s and 2000Ds during production, and being retrofitted to 2000NK1s, the MATRA Spirale system is an automatic countermeasures suite designed specifically for the Mirage 2000, and is integrated into the airframe. Chaff dispensers are mounted in the rear of the Karman fairings either side of the rear fuselage, while in the fuselage itself are eight-round flare dispensers. SAMIR missile plume warning receivers are mounted in the rear of the outboard missile pylons. Earlier Mirage 2000s use the Dassault Electronique Eclair chaff/flare system.