dassault mirage 2000 variant briefing

7/22/2019 Dassault Mirage 2000 Variant Briefing

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Returning to the delta wing,albeit with fly-by-wire controlswhich eliminate many of thedisadvantages associated withthe configuration, Dassault hasproduced a worthy successor toits earlier Mirage families.Assured of a solid homemarket, the Mirage 2000 hasalso achieved significantexports in an era of fallingfighter sales.


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Puccini's 'Minii', the consumptive heroineof his opera La Bohme, had a short andunfulfilled life. Dassault's 'Mimi' ('Mini

Mirage'), admittedly less melodious, is today thema tri arc h of a large and diverse family; itsdescendants are instantly recognisable as theMirage 2000 in its various guises. However,slightly different circumstances could haveconsigned this aeronautical namesake to equallypremature oblivion.

It is as much a measure of the rapid evolutionof avionics as of the Dassault company's exper-t ise that the sophist icated and immenselycomplex warplane that is the Mirage 2000-5was developed as a cheap alternative to a designwhich would have had a fraction of its potential- albeit nearly two decades earlier. The story ofthe Mirage 2000 is woven from many threads,one of which, perversely, originates at exactlythe juncture at which the United Kingdom'sTSR.2 strike aircraft met an abrupt, political ly-inspired end.

In May 1965, one month after the cancella-tion edict, another UK government statementrevealed the lau nc h of a ventu re known asAFVG: Anglo-French Variable Geometry. Thisinterceptor and strike/attack aircraft overlappedthe General Dynamics F-lllKs to which theRAF committed as a TSR.2 replacement and -fatally, as it transpired - posed a threat to thevariable-geometry Mirage G which Dassaultwas developing. As in all the best French farces,the Br i t i sh Airc ra f t Corpora t ion andGroupement Avions Marcel Dassault suddenlyfound themselves sharing the same bed as theunwitting victims of a misunderstanding.

Above: New life has been breathed into theMirage 2000 by the second-generation Dash 5family, which introduces a new radar, completelyrevised cockpit and the MICA missile, availablein both IR and active radar (illustrated) versions.

Below: Representing Dassault's heavy/lightfighter family, the sole Mirage 4000 poses withthe second prototypeMirage2000. The 2000 nowundertakes all of the missions originallyenvisaged for the larger aircraft.

The crux of that muddle was that while theRAF and Royal Navy wanted strike/attackcapability, the Arme de l'Air (AA) then said itwas looking for an interceptor , and thereseemed no way of combining the requirementsin one airframe with recourse to the technolo-gies available at the time. In Jun e 1967 Fran cewi thdrew f rom AFV G, re leas ing a joyfu lDassault to proceed unencumbered with itsMirage G (which had been rolled out themonth before) and the UK, eventually, to fall inwith West Germany and Italy on the aircraftthat became the Panavia Tornado.

Looking l ike an enla rged, swing-wingMirage Fl, the Mirage G was further developedas the twin-engined G8, and from there into

the fixed-geometry, Mach 3 Mirage G8Astrike/interdictor, which the AA nominated asits Avion de Combat Futur (ACF) and plannedto fit with a pai r of the new SNECMA M53engines, then on the drawing board.Procurement of 200-250 examples, redesignatedMirage F8, was envisaged, yet, before theprototype could be completed, the dispropor-t io na te cost of the progra mme proved i tsdownfall: the same expenditure could havesecured 500-625 Mirage Fis.

Chaired by Prime Minister Valry Giscardd'Estaiiig, a National Defence Council meetingof 18 December 1975 took the not-unexpectedstep of terminating the ACF when the prototypewas almost complete. In many countries, that

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would have prompted a call of 'back to thedrawing board', but the designated replacementhad been taking shape in the Dassault designoffices for several years and was ready forimmediate adoption.

Simplefighter

Despite working on ever more complexversions of Mirage, Dassault had shown fore-sight in keeping alive the concept of a simplerfighter. Patriotic fervour may have been thedriving force, but a cynical observer mightpoint to the ACF's virtually non-existent exportpotential. During the early 1970s, severalconcepts of a 'Mim i' - Mini Mirage - had beenexamined un der the directio n of Jean-JacquesSamin and a team of engineers led by Jean-PaulEmor and including Franois Dessir ier ,Christian Decaix and Jean-Maurice Roubertie.As the aircraft looked like the first-generationMirage, it was alternatively known as SuperMirage III and later gained the alternativeepithets of Delta 1000 and 2000.

By December 1975, Super Mirage 2000 wasthe generally accepted name for the aircraftwhich the Defence Council immediately nomi-nated as the ACF's successor. This appeared acurious move, as the F8 was optimised forpenetrat ion missions with an ArospatialeASMP stand-off nucl ear weapo n and hadsecondary interception roles, whereas the 2000was seen as an interceptor (what the AA wanted

a decade earlier) with some ground attackpotential. A deciding factor in this volte f a c e wasundoubtedly the promise of 200 Delta Mirage2000s at a total price of Frl5 ,00 0 million,compared with Frl8,000 million for a cut-downfleet of 100 ACFs.

While it was possible for the single-enginedMirage 2000 to adopt the M53 engine from itsst i l lborn predecessor , a suitable intercept-optimised radar presented more of a problem.Thomson-CSF, the natural source, had nodevelopment programme under way in late1975 and estimated that eight years would beneeded to have an advanced pulse-Dopplersystem ready for service. Dassault was moresanguine regarding its own capabilities, predictingthat a prototype Mirage 2000 could beflying within 18 months and be in service by1982. These dates were to slip, and although itwas 27 months before No. 01 took to the air,this still remarkably short time indicated howmuch work had been under taken on theventure while the F8 was still supposedly thepriority programme.

The impetus behind the Mirage 2000 wasclear ly apparent f rom the viewpoint of December 1975. Six months earlier, fourNATO nations had rejected Dassault's offer ofan M53-engined Mirag e Fl in favou r of the(then) General Dynamics F-16 and rubbed saltinto the wound by making their announcementduring the Paris air show. The ageing but still

Smceentering service in 1984 the Mirage 2000Chas slowly assumed the French air defencemantle from the Mirage F1C, and has nowreplaced the older type in all fighter squadronsapart from one in Djibouti. It is likely that morethan the currently funded 37 aircraft will beupgraded to 2000-5F standard.

dynamic Marcel Dassault spoke scathingly ofthe F-16's performance - par t icular ly inclaiming that its fixed air intakes restricted oper-ational speed to Mach 1.7 - but had to concedethat its fly-by-wire (FEW) design was a generationahead of the Fl. In the Mirage 2000, Franceplanned to embrace the new technology ofwhat was then called the combat-configuredvehicle (CCV) or relaxed-stability design.Target operational speed for the Mirage 2000was Mach 2.5, somewhat higher than actuallyachieved. Today, 'clean' speed is claimed to beMach 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 inall aspects except range, this deficiency being aconsequence of superior US engine technology.It may seem curious that, in order to achieve itsaim, the company resorted to an old configurationwhich it had seen fit to discard for thesecond (Fl ) generatio n of Mirages. However,that would be to underestimate the advantagesof FEW control which enables a delta configu-ration to accentuate the positive while goingsome way towards eliminating the negativefeatures inherent in this shape.

A different deltaIn some (admittedly mainly British) accounts,

it was the potential of the record-b reakingFairey FD2 which persuaded Dassault to abandonthe stubby Mystre Delta (or Mirage I) infavour of the larger, single-engined, area-ruledMirage III. With the prevailing technology, thedelta had much to commend it at a time whenthe driving forces behind fighter design wereever-increasing speed and ceiling. Benefitsinclude high internal volume, low wave dragand a simplicity of construction, reflected in

Having been deployed to Saudi Arabia for the1991 Gulf war, Mirage 2000Cs remained onstation in the country as part of Operation Alysse(Southern Watch), suspended in December1998after the US/UKDesert Fox air raids. ThisEC3/2

aircraft ('4', seen over Iraq) was the first to bedelivered to the Arme de l'Air.


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Throughout the fighter world the Mirage 2000 isrenowned for its excellent handling, makingaerobatics a joy to those pilots lucky enough tofly the 'Mimi'. Low-speed manoeuvrability is on apar with theF-16 and MiG-29.

reduced costs. In part, this is because a tailless

delta has fewer control surfaces than the moreconventionally shaped aircraft and does notneed the additional structural strength requiredto carry a horizontal tail. Furthermore - thoughfew bothered about it at the time - the deltaexhibits lower radar reflectivity at many angles.In short, it can fly fast in a straight line and carrya reasonable volume of internal fuel.

On the opposite side of the balance sheet, alow aspect ratio reduces the sustained turningrate, while having the aircraft's centre of gravityahead of its aerodynamic centre means that therear-mounted levons have to work hard toproduce any effect. Taking off, the initialattempt to rotate the aircraft with levons up

merely forces it harder down onto the runway,necessitating a larger airfield. Landing must becorrespondingly fast (typically 184 kt; 340 km/h;211 mph), with the additional complication of ahigh nose-up angle. In either circumstance, themoving trailing-edge surfaces are unable to actas flaps as they \vould on a tailed aircraft toreduce the speed required. The conventionallycontrolled delta needs a long runway and is at adisadvantage in a turning fight.

Relaxed stabilityBy contrast to the Mirage III, the 2000 has

'Karman fair ings ' a t the wingroot whichproduce a more aerodynamically efficient blendwith the fuselage with increased internalvolume, but the minimu m of additional drag.Less obvious, but essential to the aircraft'sgreater capabilities, is the relaxed stability designwhich moves the cen tre of gravity to behindthe aerodynamic centre. An automatic flightcontrol system and FEW controls are requiredbecause of this negative longitudinal stability,placing the Mirage 2000 in an entirely differentclass to its predecessor. Manoeuvrability isincreased and landing speed decreased (to a typical140 kt; 260 km/h; 162 mph). Rotation isachieved by lowering the levons, thus increasinglift and pivoting the aircraft.

Slower speeds are made possible by the full-length leading-edge slats which also characterisethe later delta. In two segments on each wing,the slats increase lift and are deployed in closecombat, their use being restricted at other timesto obviate the drag penalty. Wing span is 9.13 m(29 ft 1VAin), sweep is 58 on the leading edgeand area is 41.0 m2 (441.3 sq ft), giving a com-paratively low loading for a fighter. The entiretrailing edge is taken up with two-segment

levons. Structur e is mainly of metal, b ut withcarbon-fibre composites levons and fin. Strakeson the air intakes generate vortices at highangles of attack to maximise directional control.Door-type, carbon-fibre airbrakes above andbelow each wing are borrowed from theMirage III.

Five hardpoints beneath the fuselage and twounder each wing are available for the variety ofweapons and tanks carried by the differentMirage 2000 versions. To free these positionsfor their best use, defensive aids are largelyinternal and result in antennas on the fin, wingtips and base of the rudder. Elements of theprotective suite are common to most versions ofthe aircraft, the more recent having increasedautomation. A detachable refuelling probe isfitted ahead of the windscreen, offset to starboard.Two-seaters suffer a slight reduction in internalfuel capacity and, at 14.55 m (47 ft 9 in) inlength (including nose probe), are 0.19 m(7

1Ain)

larger than the single-place aircraft. Occupantsare provided with an SEMMB (Martin-Bakerlicence-built) Mk 10 zero-zero ejection seat.

The 2000B sacrifices internal cannonand somefuel capacity for the second seat. This is theprototype, seen duringcarriage trials for theASMP nuclear missile intended for the 2000N.

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Flying from Istrana until April 1995, and thenrom Cervia, Mirage 2000Cs, Ds and Ns haveeen active over Bosnia as part of the NATOeacekeeping force, the French contribution

being known as Operation Crcerelle.Apair of2000N-K2s took part in the raid on Udbina airfieldon 21 November 1994, while one was lost to aSAM on 30 August 1995 during OperationDeliberate Force. This EC3/5 2000C, seen peeling

way from the tanker over the Adriatic, displayshe typical long-endurance CAP configuration,onsisting of two 2000-litre tanks and two Magic

AAMs. Fitment of the large tanks precluded thearriage of Super 530D missiles, although aircraftrmed with these weapons were held on alert at

Cervia. For a time the 2000Cs carried two 250-kgor 500-lb bombs on the forward fuselage pylons.

New engines can take longer to develop thanhe aircraft they power, so it was as well that the

SNECMA M53 was flying by the time that theMirage 2000 was ready to do the same.Airborne trials had begun on the starboard side

f a Caravelle on 18 July 1973 and continued inhe previously mentioned Mirage FIE from 22

December 1974 onwards. A simple, modular,

Since the retirement of the Mirage IVP and S-3missiles, the 2000N is the only strike assetassigned to the Forces Ariennes Stratgiques.The hitherto nuclear-only 2000N-K1s have beenupgraded to have full conventional capability.

single-spool design, the afterburning M53 hasthree low-pressure turbine stages, five high-pressure stages and two turbine stages. Mirage2000 prototypes had early M53-2 versions, butproduction has centred on the -5 and, later,more powerful -P2.

That was not the only engine planned forDassault's third-generation Mirage. A pair ofTurbo Union RBI99 reheated turbofans (inother words, the Panavia Tornado powerplant)was revealed in 1978 as being intended for theinte rna t iona l col labora t ive Mirage 3000.Nothing came of this proposal for an ai rcraft

that would have pre-empted the Eurofighter,but more promise was initially shown by anoth-er twin-engined variant, the Mirage 4000.Announced by Dassault as a private venture inDecember 1975 (immediately after the DefenceCouncil approved the Mirage 2000), this 33 percent scaled-up 2000 employed a pai r of M53sand bore the same relationship to its smallerbrother as did the Mirage IV and I I I. It was lesssuccessful, and though the prototype arousedthe interest of Saudi Arabia, it ended its days asa trials aircraft for the Dassault Rafale.

The effort to develop the Mirage 2000 alsoinvolved many other types, and by the end of1993, when work was virtually complete, 25

other testbeds had contributed over 4,100sorties to the programme, as summarised below:

Aircraft Quantity Sorties Task

Cara vell e 1 17 M53 engine

Falc on 20 7 2,376 nav /attack system( incl . radar) and ECM

Meteor 2 93 radar altim eter,

transponde r and IFFMirage III 3 602 autopilotMirage F1 2 56 engine and canno nNoratlas 1 32 navigati on systems

Nord 260 4 62 TACANVautour II 5 865 radar, Super 530 AAM

Totals 25 4,103

Interceptor into serviceA mere three years after development had

been authorised, the prototype Mirage 2000made its initial flight and the first small batch of

production aircraft was approved for the AA. Ineach of the two following years (1980 and1981), enough were ordered to equip VAsquadrons, giving France the basis of its initialthree-squadron wing. Such priority may becontrasted with that afforded to the currentDassault Rafale, which managed to garner onlythree AA (and 12 naval) orders 13 years afterfirst taking to the air. Admittedly, that relaxedtimetable is partly the product of reductions inEast-West tensions, although the Mirage 2000order book was also to suffer as a result of these.Plans for 372 of several versions were pared to315, within w

Thich were minor variations of

quantity as some interceptors were swapped to

the attack contract.It was as an interceptor that the aircraft firstentered service, designated Mirage 2000C.There were four prototypes, flown from 10March 1979 onwards, o f whic h the first threerequired minor aerodynamic modif icationsbefore the production standard was reached.The single-seat 2000C has an empty weight of7500 kg (16,534 lb) and a maximum take-offmass of 17000 kg (37,480 lb), including up to3160 kg (6,967 lb) of internal fuel and 6300 kg(13,890 lb) of exter nal stores (of whic h droptanks are one opti on). 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.


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Dassault Mirage 2000C-S4-2

Escadron de Chasse 2/5

Operation Daguet

AlAhsa AB9Saudi Arabia

Flight controlsThe fly-by-wire system andSFENA autopilot control two-section wing levons whichtravel 16up and 25down.The inboard leading-edgeslats droop through 17 30'while the outboard sectionsdeploy to a maximum 30deflection. Small airbrakesare located above theforward part of the wing.

UndercarriageThe landing gear is made byMessier-Bugatti. The mainwheeltyres are pressurised to 15 bars(217 Ib/sq in) while thenosewheel is at 8 bars (116 Ib/sqin). The nosewheel steersthro ugh 45, but can bedisconnected for free castoringduring ground towing.

Internal fuelThe total internal fuelcapacity of 3978 litres (875Imp gal) is carried in wing

(1480 litres/326 Imp gal) andfuselage (2498 litres/549 Impgal) tanks. Capacity in the two-seaters is 3904 litres (859 Imp gal).

The Arme de l'Air deployed 14 Mirage 2000Cs forOperation Daguet, the Arme de l'Air contribution toDesert Storm. All were S4 standard aircraft, andwere 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 fromEC 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 fouraircraft deployed on 3 October 1990, although airdefence missions in Saudi airspace did not beginuntil 12 December. The Mirage 2000s were initiallyrestricted to CAPs over Saudi Arabia or short escortmissions into Kuwait. From 24 January the 2000sflew with Jaguars and Mirage FlCRs into southernIraq, without making contact with any enemyfighters. French Mirage 2000s flew a total of 340CAP missions and 172 escort sorties. Abu DhabiMirage 2000EADs flew their first defensivemissions on 16 February, performing a totalof 58 by the war's end. Six reconnaissancemissions were also flown, using2000RADs, on 23/24/25 February.

PowerplantRated at 64.3 kN(14,462 lb) thrustdry and95.1k N(21,385 lb) withafterburning, theSNECMA M53-P2is a continuous-bleed turbojet(low bypass ratioturbofan). It has asingle shaftmounting twocompressors, thefirst of which (low-pressure) handlesa slightly largeramount of air togive a bypass ratioof 0.4. Total massflow is 86 kg (190lb) per second at arunning speed of10,600 rpm.Engine weight is1500kg (3,307 lb)

and length is 5.07m ( 1 6 f t 7

1/ 2 in) .

Weapon stationsNine attachment points areprovided, with five under thefuselage. The centreline station isstressed for 1800 kg (3,968 lb), asare the inboard wing stations.Outboard wing stations arestressed for 300 kg (661 lb) whilethe remaining four fuselage stationsare stressed for 400 kg (882 lb). Themaximum external stores load is6300 kg (13,889 lb).

RadarThe 2000C-S4 introduced the Thomson-CSF/Dassault Electronique RDIradar with high-PRF (above 100 kHz) Doppler function. In the final S4 aircraft(designated S4-2) the radar was initially the J2-4 version. The radar isoptimised for air superiority work, in conjunction with the AD26 seeker headof the MATRA Super 530D missile. The radar's flat slotted plate antennahas an inte rated IFF antenna. Wei ht of the 11 LRUs which make u the

CountermeasuresEarly 2000Cs carry the manually operatedEclair (Alkan LL5062) chaff/flare systemunder the rear fuselage. ECM is provided bya Dassault Electronique Sabre in the fairingatthohaconf thofin

Most 2000s deployedt o S aud i A r ab i aretained their two-tone blue scheme,but this aircraft had atemporaryexperimental desertscheme applied overthe top.

oc pThe pilot sits on a licence-built Martin-Baker F10Q zero-zero ejection seat. The Sextant TMV-980 display systemconsists of a VE-130 HUD and VMC-180 HDD. There isalso a VCM-65 cockpit display for the Serval RWR.


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Mirage 2000 Variants

Normally, the 2000C uses only a smallproportion of its weapons weight allowance to

arry MATRA Magic and Super 530 AAMs.Howe ver , a ful ler load of grou nd at tac kweaponry can be fitted to both the 2000C andts multi-role export counterpart, the 2000E.

The two aircraft have the same weights andperformance, two DEFA 554 30-mm gunsmounted internally (125 rounds each), and also

hare th e same type of rad ar as far as earlyFrench 2000Cs are concerned. Previouslyment ione d, it was the absence of inte rcept -optimised pulse-Doppler radar which resulted

in the f i r s t 37 AA Mirage 2( ) ( )OCs hav ing amulti-role set, the Thomson-CSF RDM.Known at f irst as Cyrano 500 (followingCyrano II and IV in the Mirages III and Fl),RDM was first tested in a Vautour in January1980 and a Falcon 20 the following June. InNovember of tha t year, the third prototyp eMirage 2000 was also equipped.

Thomson-CSF and Dassault collaborated on

the definitive RDI radar, which still had auseful surface capability despite being optimisedfor interception. Delivered to squadrons frommid-1987, it lagged three years behind RDM in

The two-seat strike/attack variants outnumberthe single-seat fighters in French service. Basedon the 2000B trainer but with airframestrengthening to cope with the rigours oflow-level buffet, the 2000N (above) and D (left) haveanew weapon system with Antilope5 or 53 radarproviding various ground mapping functionsandterrain avoidance (terrain following inD). Thenav system has two radar altimeters andtwo INSsets. The 2000D also has an embedded GPS.

this respect. Technology remains sensitive, andno RDI aircraft have been exported. With theadve nt of RDI , th e AA was able to use itsSuper 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 2000swere evaluated by the Centre d'Essais en Vol(CEV) at Brtigny-sur-Orge and outstationsincluding Cazaux and Istres. The first militaryuser was the Centre d'Expriences AriennesMilitaires (CEAM) at Mont-de-Marsan. CEAMalso received a small initial batch of all newmajor versions and sub-versions in order toformulate operating procedures and, in somecases, train the first user squadron. CEV's rolewas ini t ia l ly to evaluate the air f rame andconfirm airworthiness, but it now has a few

Mirage 2000s for pure research. In some cases,CEAM has also trained foreign pilots forDassault's export customers.

The AA marked its 50th anniversary 2 July1984 by commissioning the first squadron ofMirage 2000Cs. Escadron de Chasse 1/2'Cigognes', the famous 'Storks' squadron, wasbased at Dijon where, by early 1985, it hadachieved full strength with 15 aircraft, includingthree trainers. Co-located EC 3/2 'Alsace'followed in March 1986 and EC 2/2 'Cted'Or' equipped from June 1986 onwards, taki ngresponsibility for pilot training with an appro-priate share of the two-seat fleet.

Two more wings were outfitted with the

definitive Mirage 2000C sub-variant, charac-terised by RDI radar (and Super 530D AAMs)

The primary weapon of the 2000Ds ofEC 3 is theArospatialeAS30Llaser-guided missile, withdesignationprovidedby thePDLCT FUR/laserpod orATLIS II TV/laser pod. Like the Super 530Dair-to-air missile, AS30Ls areflight-time limitedand arecarried sparinglyfor training.

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and M53-P2 engines. Whereas the Dijonaircraft replaced Mirage IIIEs, the remainingfive interceptor squadrons had formerly flownMirage FICs: EC 1/5 'Vende', EC 2/5 'Ile deFrance' and EC 3/5 'Comtat Venaissin' all at

Orange/Caritat, plus EC 1/12 'Cambresis' andEC 2/12 'Picardie' both at Cambrai/Epinoy.Defence cuts resulted in the third Cambraisquadron (EC 3/12 'Cornouaille') disbandingbefore re-equipment, further reductions bring-ing the disappearance o f EC 3/2 in 1993 andEC 3/5 in 1997. Incorporated in the ForceArienne Tactique, Mirage 20()OCs are assignedboth to home defence and overseas interven-tion, the Orange squadrons specialising in thelatter. Accordingly, it was aircraft of that wingwhich deployed to Al Ahsa, Saudi Arabia, foroperations Desert Shield and Desert Storm in1990/91, marking the Mirage 2000's combatdebut - in the sense that it participated in a war,

but encountered no enemy aircraft. Abu Dhabi,part of the U nited Arab Emirates, also committed

Exports of first-generation Mirage 2000saccounted for 157 aircraft for five air arms. India(below) was the second to order, but the first toreceive aircraft, including a few early machineswith M53-5 engines. Greece (below right) bought40, primarily for the defence of Athens. They havebeen considerably upgraded, and some now havea secondary Exocet anti-ship capability.

its Mirage 2000s to the conflict. They includedthe 2000R reconnaissance version, unique tothat customer, which relies entirely on externalpods 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 dimin-ished internal fuel capacity of 3100 kg (6,834 lb).All three fighter wings have operated at least ahandful of 2000Bs for continuation train ing,with the previously mentioned EC 2/2 at Dijonacting as OCU for the interceptor force as wellas a type conversion unit for pilots destined tofly 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 asan interceptor, the AA had only covered thecancelled ACF's secondary role; there remained

the question of a new low-level nuclear inter-dictor to replace the Mirage IVA, this havingbeen the ACF's raison d'tre. France had formedits own strategic force from 1964 onwards,even tuall y fielding an operational total of 36(from 62 built) Mirage IVAs, each with anuclear bomb semi-recessed in the belly. Thecarrier aircraft was no more than a scaled-up,twin-engined Mirage III, originally optimised

Ushering ina newera forthe 2000D is theMATRA/BAeD APACHE 'stealthy'munitionsdispenser. This weapon has astand-off range of140km(87miles), cruising at150m(500 ft) inmid-coursebeforedescendingto50 m (165 ft) forthe terminal,active radar-guided phase.

for high-altitude missions and only later adaptedto the low-level role with corresponding modi-ficati on of the 65-kT weapo n as the AN22.Additionally, having foregone the US-ownedtactical nuclear arsenal for its North AmericanF-100 Super Sabres upon withdrawal fromNATO's military structure in 1996, France hadbuilt a replacement air arm from April 1973onwards, based on the Mirage HIE, SEPECATJaguar and the AN52 22-kT bomb.

App reci at in g the l im itat i ons of f ree-fallbombing, the AA decided that the next genera-tion of strike aircraft would carry a stand-offbomb, to which the designation ASMP (Air-Sol

Moyenne Porte - Air-to-Ground MediumRange) was assigned. ASMP remained a priorityafter the demise of the ACF, the programm eaccelerating in 1976 when Arospatiale andMATRA were commissioned to undertakeparallel studies into turbojet- and ramjet-powered solutions, respectively. Aerospatiale'sdesign was accepted and began development in1978, remaining simply 'ASMP' to this day.


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Left: Peru's Mirage 2000Ps are arguably 'top dog'in South America. This unusual formation sees apair being led by a Chilean Mirage 50 and followedby an Argentinean IA-63 Pampa.

Below: A Peruvian 2000 refuels an earliergeneration of Dassault delta, a Mirage 5P. ThePeruvians use the same Intertechnique 231-300

refuelling pod as the Arme de l'Air.Bottom: Oilfield defender-Abu Dhabi (UAE) hasbecome an important customer for the Mirage2000, and the only purchaser of the 2000Rreconnaissance sub-variant. In association with arecent order for the 2000-9, Abu Dhabi is upgradingits existing Mirages to a similar standard, whichincludes the ability to launch Black Shaheen, anexport version of Storm Shadow/SCALP.

Fit ted wi th c i ther a TN80 warhead of 50 kT or a 300-kT TN81, ASMP is broadly ine class of the Boeing AGM-69 SRAM, havingrange of 43 nm (80 km; 50 miles ) a fter low-t i tude release from a platform flying attween Mach 0.6 and 0.95. Upon launching,

SMP is accelerated to Mach 2 by a powderopellant packed into the rear chamber of amje t. At the end of this five-secon d pha se ,anks covering air intakes on each side of theissile are discarded and the ramjet begins

perating on kerosene fuel. ASMP is 5.38 m7 ft 8 in) long and weighs 900 kg (1,984 lb).has no wings, relying instead on dynamic lift

enerated by the angular air intake trunks.either is it an 'intelligent' weapon in the sense

the current generation of terrain-following,dar-equipped , GPS-guided s tand-off spensers. However, having an inertial naviga-on system, it is programmed to fly a predeter-ined path (which can be varie d until jus t

before launch) that makes use of terrain maskingand avoids high-risk areas.

Notwithstanding the fact that the MirageHI E and Jaguar were single-seat aircraft, the AAdecided from the outset that their replacementwould have both pilot and WSO for maximumefficiency in all-weather interdiction. A two-

seat Mirage 2000, as ordered for training ofinterceptor pilots, was viewed as the idealsolution. Two prototypes were put on contractin 1979, ini t ial ly designated 2000P (forPntrat ion), but soon changed to 2000N(Nuclaire). Dimensions and weights are gener-ally as for the 2000B - no more specific details


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France is acquiring second-generation 2000-5s by conversion rather thannew-build aircraft. Funding has been allocated so far for 37 for service withEC 2, the first entering service in 1998. The RDI radars released by the

conversion process are being retrofitted to early machines which still haveRDM. The Dash 5 conversion takes approximately six months per aircraft.

In common with mostcurrent fighters, theMirage 2000 hasundergone a radicalcockpit modernisation.Compared to the 2000C(left), the 2000-5 (right)has a vastly improvedworkspace. The SextantTMV-980 data displaysystem (one head-updisplay and one head-down display) has beenreplaced by the SextantComte system, whichemploys a wide-angle

HUD (not illustratedhere: this is the originalVE-130), three HDDsand a head-level displaybelow the HUD. Theonly traditional dial-type instrument is theclock to the left.

have been released - and lo-lo-lo range is 500nm (925 km; 575 miles). As for all Mirage 2000variants, maximum permissible weight is 17tonnes (16.7 tons).

The Mirage 2000B airframe required somelocal strengthening for its new mission in theturbulent lower air and, naturally, a navigation

suite optimised for high positional accuracy.Key elements include a Dassault/Thomson-CSFAntilope 5 nose radar and twin iner t ialplatforms, plus appropriate instrumentation inthe rear cockpit. In its original form, Antilope 5provides terrain-avoidance capability which isgenerally stated to be effective down to 61 m(200 ft), although AA operating squadronsappear to regard 91 m (300 ft) as the lowerlimit.

'Pre-strategic' forceMirage 2()()ONs with ASMP were issued to

two former Mirage HIE squadrons and one thatpreviously operated Jaguars, all three transfer-ring in September 1991 from the AA's tacticalcommand to the Forces Ariennes Stratgiques(Strategic Air Forces), operato r of silo-launchedS-3 missiles and a depleted Mirage IV fleet alsorearmed with ASMPs. (Both these accompany-ing systems were stood-down in 1996.) Despitethe nominal change of status, t he ASMP force isofficially regarded as 'pre-strategic', leaving the

SLBMs of the F rench Navy as the weapons ofultimate recourse.

EC 1/4 'Dauphin' worked up under theguidance of CEAM before transferring back toits home base at Luxeuil/St Sauveur on 30March 1998. It became operational on 12 July,its aircraft at first restricted to carrying ASMP.EC 2/4 'La Fayette' achieved IOC on 1 July1989, also at Luxeuil and also nuclear-only.Later Mirage 2()()ONs were able to mountconventional weapons as an al ternative tonucl ear strike and they first went to EC 1 /4 toallow surplus aircraf t to reform EC 3/4'Limousin' (previously the Jaguar-equippedEC 4/7) at Istres on 1 July 1990. Retrospectivemodification has now given all Mirage 20()ONsthe conventional option.

Because of delays w ith the Rafaleprogramme, the AA's requirement for Mirage2000Ns was increased from 110 to 180, not allof which needed to be A SMP-armed. A versionwithout the ASMP interface was at first mootedas the 2000N', then redesignated 2000D, theopportunity being taken to upgrade the naviga-tion and attack system and more clearly separatethe duties of the pilot and WSO. Af ter somechanges to requirements, the eventual buy was161 a i rc ra f t , compr is ing 75 2( )OONs and 862()OODs. The latter was intended primarily forprecision attack with self-designated laser-guided weapons (AS30L missiles and LGBs),but can also deliver ordnance such as clusterbombs and rockets which require a closerapproach to the target. Addition al security from

SpiraleFitted to late 2000Cs, 2000N-K2s and 2000Dsduring production, and being retrofitted to 2000N-K1s, the MATRA Spirale system is an automaticcountermeasures suite designed specifically for the

Mirage 2000, and is integrated into the airframe.Chaff dispensers are mounted in the rear of theKarman fa irings either side of the rear fuselage,while in the fuselage itself are eight-round flaredispensers. SAMIR missile plume warningreceivers are mounted in the rear of the outboardmissile pylons. Earlier Mirage 2000s use theDassault Electronique Eclair chaff/flare system.

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e defences will be obtained shortly, uponervice entry of the MA TRA/BAeD APACHEand-off weapons dispenser.Although nuclear delivery had long been the

rovince of the tandem-seat Mirage IV, two-ace conventional attack was a new concept toe AA. To assist in development of operationalchni ques, a squ adron's worth of Mirage

000Ns was assigned to Tactical Air Command,here it was declared operational on 30 August991 as the Nancy/Ochey-bascd EC 2/3

Champagne'. EC 2/3 liaised widely with

milarly-tasked squadrons in other air forces asbuilt up experie nce prior to the arri val of therst Mirage 2()OODs. Furth ermo re, in June992, as part of a reorganisation which resulted

n all front-line units increasing from 15 aircraftn two flights to 20 in three, it was assigned ahird escadrille. Various methods were used byifferent squadrons to ensure that the threeadges were fairly distributed among theirrcraft 's fins.First of the 2000D squ adr on s, EC 1/3

Navarre' underwent conversion from MirageIEs at CEAM, Mont-de-Marsan. At the earli-

st possible juncture, six aircraft, known as theellule Rapace (Rapacious Cell), were declared

perational there on 29 July 1993, armed onlyith laser-guided weapons.'Navarre' later returned to Nancy to become

ully operational on 31 March 1994, but notefore Cellule Rapace had been deployed toervia, Italy on 19 February 1994, along with000Ns of 'Champagne' squadron, to reinforce

the Mirage 2000C element stationed there forNATO policing of former Yugoslavia. EC 3/3'Ardennes' was the second Mirage 2000Dsquadron, becoming operational on 21 August1995 and sending a detachment to Cervia nineclays la ter . Two 2()( )ODs f rom each uni t madethe type's combat debut on 5 September thatyear when the y used A S30Ls as part of aNATO attack on Serbian forces in Bosnia.

EC 2/3 began receiving Mirage 2000Ds inmid-1996, its conversion taking two yearsbecause of a reduced rate of deliveries. By then,

all French Mirage 2000s except the ASMP forcewere contained within a new command, theAir Combat Force (Commandement de laForce Arienne de Combat) which hadreplaced Tactical Air Command in March 1994and assumed responsibility for interception aswell as attack. It is in the former role thatCoFAC is currently receiving a further boostwith the beginning of deliveries of the latestMirage 2000-5.

Major upgrade: the -5During the second hal f of the 1980s and into

the following decade, export sales of the Mirage2000 slumped alarmingly as the aircraft was

unsuccessful in several fighter competitions.Dassault urgently required an updated versionto reinvigo rate the in terest of potentia l buyersand proposed to ft Thomson-CSF RDY radar,the equally new MATRA (now MATRA/BAc) MICA air intercept missile and a cockpitmodernised with technology from the Rafale

Orders forthe Dash5 wereledby Taiwan, whichhas acquired 60 as partofitsmajorrevampingofitsfighter forces. Magic2 andMICA missileswere includedin thedeal,and the 2000-5Elsaretasked with airdefencemissions. Likethe aircraftforQatar,the TaiwaneseDash5s have the fullICMS Mk2 electronic countermeasures suite.

programme. The separate elements were testflown from 1988 onwards and the whole cametogether on 24 October 1990 when the muchmodified prototype Mirage 2000B flew as thefirst 2000-5. A single-seater followed on 27

April 1991.Foreign interest was evinced in the Mirage2000-5, although the home air force was reluc-tant to bestow its stamp of approval by makinga purchase for the purpose of encouragin g otherbuyers. After some behind-the-scenes lobbying,the AA announced in October 1992 that it did,after all, have "an operational need" for thisaircraft, albeit as a conversion, rather than new-build. Taiwan then quickly placed a substantialorder, followed by Qatar and Abu Dhabi/UAE.The first Mirage 2000-5s to attain IOC werethose of a sq uad ron of the 2nd TFW atHsinchu, Taiwan in November 1997.

Apart from a length of 14.65 m (48 ft 0 in),

the single-seat 2000-5 is similar in dimensionsand weights to the 2000C/E. Dassault quotes animproved service ceiling of 60,000 ft (18290m), declining to explain how this is achievedwith the same engine and airframe. Extremeoperational range in the air defence role - fourMICA and two Magic AAMs, three externaltanks jettisoned when empty, five minutes'combat at 30,000 ft (9145 m) - is 780 nm (1445km; 898 miles). The Mirage 2000-5 can beequipped for attack missions, its most recentsub-variant having appropriately modified radarand the ability to launch a stand-off weapon.

In France, the 2000-5F interceptor reachedCEAM in April 1998 and is now being

prepared for service entry with EC 1/2 and EC2/2. In a roundabout manner, Mirage 2000Cs

TheDash5'sRDYradar can provide groundmapping functions for attack missions. Qatar haspurchased a wide range of precision ordnance toequip its multi-role2000-5DDA/EDAs,includingAS30L and BlackPearl, an export version of theAPACHE stand-off munitions dispenser.


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from the Orange-based squadrons are being

upgraded for the Dijon wing, whose old aircraftare having their RDM radar replaced by RDIsets taken ou t of the Mirages befo re reissue toEC 1/5 at Orange. Following two prototypeconversions at Istres, upgrades are being under-taken at Bordeaux, including the completedis-assembly and trans fer of fuselages to t heArgenteuil plant for modification.

Preparation of the operating squadrons waslaunc hed in January 1998, wh en EC 1/2 begangiving up its aircraft and temporarily replacingthem with Alpha Jets (dismissively called'Gadgets', but painted in full squadron markings)to enable pilots remaining at Dijon to maintaintheir flying hours. At the same time, EC 2/2

started running down its fleet of trainers andre-equipping with Mirage 2000Cs from Orange(RDI radar). This achieved, it was assigned toregular air defence duties from 1 August 1998onwards. After working up at Mont-de-Marsan,the first dozen Mirage 2000-5Fs were due togam IOC with EC 1/2 in April 1999, followedby EC 2/2 in 2000.

The Mirage 2000 story is far from finished,but the un usual absence of an aircra ft at the1998 Farnborough show could imply the end ofthe beginning, suggesting that marketingemphasis has shifted to the Rafale. Eightcustomers have contracted for 574 Mirage2000s, not including 70 being upgraded to -5or equivalent standard. Compared with over1,400 Mirage II I/ 5s and half that nu mbe r ofMirage Fis sold, the third-generation Miragehas slowed the steeply downward trend inDassault fighter sales, in spite of being far moresophisticated and costly than its predecessors.No longer a 'Mini Mirage', it is, perhaps, aMirage Magnif ique. Paul Jackson

Developed byTBA,nowTDA, theBAP-100is arunway-cratering

munition. Therear sectioncontains aretarding parachute (below) whilethe main body consists of a boosterrocket to accelerate the weapontowards the runway, anda warheadwhich is designedtoexplode beneaththe concrete, lifting the surface. Theweapon strikes the runwayataround230 m (755 ft) per second.Aspecialcarrier is required (right), whichreleases the weapons at a preselectedtime interval.

FrenchMirage 2000scarry bombs ofboth US and Frenchorigin. Shownabove leftareUS Mk 82s,whileabove are SAMP Type25 250-kg(551-lb) weapons. SAMP (Socitdes Ateliers Mcaniques dePont-sur-Sambre) manufactures arangeoflow-drag bombs, withvaryingwarheads (between50-and400-kg),nosesandfinkits.

Left: Mirage 2000Csareincreasingly seen carrying air-to-ground weaponryin the form ofbombs or rockets. This EC2/5aircraftcarriesa MATRAF418-round pod for 68-mm TDAMulti-Dartrockets.A varietyof warheadsisavailable, includingkineticenergy darts, illumination roundsand inert trainers.

Left: Animportant family ofweaponsbeing developedfortheair-to-ground role isthe MATRA/BAeD APACHEandSCALP EG.Based on thesamestealthybody, theseare stand-offweapons with asmall turbofan engine, pop-out wings and a range ofabout 150 km (93 miles).APACHEis a sub-munitionsdispenseremploying

Promthe millimetre-waveradarfor terminal guidance.SCALP EGis a unitarywarhead version withGPS/TERPROM guidanceand imaging infra-redterminal guidance. Here a2000N releases a testAPACHE.

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eneral note:D assault fighter sub-esignations are not allocated in alphabeticalder, but derive in many cases fromstorical precedent originating in the 1960s.or example, there has been no Mirage000A because the Mirage IMA appellationas restricted to a pre-service developmentatch. In the case of the initial two letters ofe alphabet to be employed, usual

erospace practice is reversed, in that thewo-seat trainer version is assigned the firstvailable character. Elementary Frenchupplies the rationale: 2000B for Biplace;000C for Chasse (Fighter).

Thereafter, other suffix letters aressigned according to role (N: Nuclaire) orustomer (AD: Abu Dhabi). Some in theecond category are more cryptic, such as for Misr (Egypt) and H for Hindi (India),

nd it is usual for them to duplicate theesignations of Mirage llls/5s or Mirage F1s ine case of countries which are long-termassault customers. The following data

therefore deal with Mirage 2000 variants inlogical sequence of their development, not inalphabetical order. As an aid to reference, thetable attached outlines the main 'families'.

The Mirage 2000 has emerged as a true multi-role aircraft, although ithas evolved into two distinct sub-families. They are optimised foreither air defence or attack and are represented here by a 2000D,carrying a PDLCT FUR/laser designator pod, leadinga2000B fighter.

Single-seat fighter variants

Mirage2000-01/03he initial authorisation to proceed with theirage 2000 programme included three

rototypes which, in Dassault fashion, w ere be hand-built in the company's St Cloud

xperimental workshops near Paris. Inarlier times, they would have been carriedy road the short distance toelun/Villaroche for final assembly andght test, but the Dassault trials base had

ecently moved south to the better weatherf Istres, and it was from here thatevelopment flying was undertaken.einforcing a previous break from Frenchadition, the trio was not numberedpwards from 001, but began with 01 - theeries more properly used by pre-productionrc ra f t .Early trials demonstrated the need for a

n of increased chord and modification ofhe wing trailing edge/fuselage junction.onsequently, 01, 02 and 03 were the only

Mirage 2000s to have the narrower fin withs distinctive curved leading edge, although

hey were later modified to productiontandard. Contributions of the aircraft to theevelopment programme were as follows:

Mirage2000-01:Firstflownat Istreson0 March 1979 by Jean Coureau, achieving

Mach 1.02 on dry thrust and Mach 1.3 withfterburner during a 65-minute sortieowered by the M53-2 engine. Initial officialvaluation was a flight with a pilot from theEV on 29 May 1978 (14th sortie), followinghich 01 was exhibited at Farnborough ineptember by Guy Mitaux-Maurouard, whoemonstrated the aircra ft's exceptional low-peed handling when only some 60 hoursad been accumulated. No. 01 was

modified at Cazaux between October 1978

nd April 1979 with the larger fin, plus

2000-02 heads this prototype line-up, which includes one aircraft(probably 01) with the productionfin. The patriotic paint scheme wasapplied for air show appearances.

straight-edged air intake splitter plates, andthe Karman fairings at the wing trailing edgeextended rearwards.

The internal cannon were first fired on 12December 1979 (142nd flight) over therange at Cazaux, while between November1980 and March 1981 Mitaux-Maurouardand Jean-Marie Saget cleared the aircraft forall flight manoeuvres from 0 to 800 kt (1480km/h; 920 mph). By now with an M53-5powerplant, it was handed over to SNECMAat Istres for engine trials, taking the M53-P2aloft for the first time on 1 July 1983 (flight580). No. 01's 1,202nd and final flight, in1988, was to Le Bourget for exhibition inthe Muse de l'Air et de l'Espace, havingachieved a total of 1,149 hours 3 minutes offlying time.

Mirage2000-02: Firstflown at Istreson18 September 1978 by Guy Mitaux-Maurouard. Completed 125 sorties in theoriginal configuration before receiving fin,trailing edge and air intake modifications.No. 02 concentrated on stores trials,including the RPL 501 and 502 1700-litre(374-lmp gal) drop tanks, and on its 164thsortie conducted the Mirage 2000's firstaerial refuel ling. The aircraft's 188th flightwas delivery to the CEV for ordnance trialsover the Cazaux ranges with bombs, clusterbombs and rockets. Flight 278, on 9 March1981, saw the first launch of a dummy

MATRA Magic AAM, while the first MATRA

Super 530 followed on 27 May the sameyear. Further modification was effected withfibre optic actuation of control surfaces, theaircraft returning to the air for its 479th flighton 3 November 1983. No. 02 was a fewmetres short of completing its 513th flight,on 9 May 1984, when fuel contaminationcaused a flame-out on the approach toIstres. Jean-Marie Saget ejectedsuccessfully from 75 m (250 ft), but theaircraft was almost completely destroyed byfire, having flown 399 hours 40 minutes.

Mirage2000-03:Firstflown at Istreson26 April 1979 by Mitaux-Maurouard. Fittedwith a black radome, initially covering nomore than ballast, it did not fly with RDMradar until 13 November 1980, becomingthe first Mirage 2000 to do so. Equippedwith navigation/attack avionics and modifiedwith the new fin shape and relatedaerodynamic changes, it was based atCazaux in 1982 for trials with Magic and

Super 530F AAMs. Whereas the two earlieraircraft had flown initially in natural metalfinish before receiving an overall white paintscheme with red and blue trim, No. 03 wassoon given a coat of a ir defence blue andlight grey.

RDI radar was fitte d (as was acamouflaged radome) during 1983 for trialsof the Super 530D, the first launch of thisvariant following on 26 October 1984. Thefina l flight (No. 647) took place on 31 August1988 and was a ferry from Caz aux to Istres,bringing airborne time to 648 hours 4minutes. After a period of storage, the thirdprototype was transferred on 20 May 1992to the air force technical school (Ecole desMcaniciens) at Rochefort/St Agnant.

2000-03 was the main RDM radartestbed, although it has yet to befitted here. The aircraft was paintedin this air defence scheme.

Mirage 2000-01 initial configuration

One blade aerialon spine

Tall fin initially, later retrofittedwith production shape

The second prototype is seen in theconfiguration and paint scheme inwhich it originally flew. Initially ateast, 2000-02 differed in only minordetail from the first aircraft. As withhe other prototypes, it was rebuilt

with the revised fin.

08

Vane andpitot tubeunder nose

No radar - slimmer nosprofile

*-


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Mirage 2000-04A fourth single-seat Mirage 2000 prototypewas ordered in 1976. Powered by an M53-2, No. 04 first flew at Istres on 12 May1980, piloted by Mitaux-Maurouard,achieving Mach 1.5 on this flight and Mach2.0 on its third sortie. It was the first Mirage2000 to be constructed to the definitive

aerodynamic configuration, apart from beingnitially unpainted, with a 'solid' nose.Once RDM radar was installed (black

radome), No. 04 became representative ofthe initial production aircraft and, as such,was heavily involved in trials includingmissile and cannon firing, night refuellingand static tests in an anechoic chamber ofthe radar and self-defence jamming system.As part of the Mirage 2000-5 programme,No. 04 was modified to carry MICAmissiles, flying so-equipped for the first timeon 15 March 1990, its 732nd sortie. By1991, it had a camouflaged radome, but wasater withdrawn from flying.

No radar fitted - slimmer noseprofile and equipment hatches


In its last usefulrole,2000-04tested the MICAmissile.Hereboth EMandIRversionsarecarried.

As originally flown,2000-04 hadthe newfin, Karman fairingsand representative radomeshapefrom theoutset. Theaircraft worked hard on weapon system development.

Mirage 2000-04 initial configurationTwo aerialson spine

Small pitot forward ofwindscreen

Air data vane under nose M53-2 engine Lengthened Karman fairings at rear of wing/fuselage joinSabre jammerat base of fin

Mirage 2000C-S1/-S2/-S3 Mirage 2000C-S3 ServalRWRantenna infin-top fairing.Additionalantennas in wing leadingedgeneartips

During the second and third financial years(1980 and 1981) of Mirage 2000 productionprocurement, France funded 22 and 152000Cs, respectively. As early productionaircraft, they were to a lower standard ofequipment than those which followed -particularly in view of the unavailability ofhe definitive M53-P2 engine and RDI radar.Provision was therefore made to equiphese machines with the M53-5 and RDM,so as not to delay entry into service.

In the traditional French manner,production aircraft were numbered upwardsrom No. 1, the first two batches being Nos1 to 37. These identities are serials, ratherhan constructor's numbers (c/ns), in that a

single manufacturer's sequence was used

or all Mirage 2000 types. For example,Mirage 2000C No. 22 (the last 1980-fundedaircraft) has the c/n 68.

Later Mirage 2000Cs, which conformedo the intended production configuration,retained the same designation. However,us t as ' F-16A' covers Fighting Falcons fromBlocks -1, -5, -10 and -15, Mirage 2000s aregiven Standard sub-marks to differentiateminor changes in internal equipment. Forhe RDM/M53-5 aircraft these were as

under:

N o s 1 to 15Nos 16 to?N o s ? t o 3 7

Mirage 2000C-S1Mirage 2000C-S2Mirage 2000C-S3

All were subsequently upgraded to S3s.RDM radar is produced by Thomson-CSF

and derives its designation from RadarDoppler Multifonctions (Multi-Role Doppler

Radar). It had always been intended thatMirage 2000C-series exports would beequipped with RDM because of exportrestrictions on RDI, so integration in the first37 French 2000Cs caused little additionalwork. The radar is a coherent, digital,frequency-agile system operating inl/J-bands (US military X/Ku) with modes forair interception and surface attack - bothand and sea.

In the air-to-air role, RDM can look bothup and down while searching, track whilescanning (TWS), provide continuoustracking, generate aiming signals forcombat, and compute attack and firingenvelopes. Look-down was poor in earlyversions, requiring an in-service updatebefore an acceptable standard wasachieved. Over land, RDM supplies real-beam ground-mapping, navigation updates,contour mapping, terrain avoidance, blindet-down, target ranging and ground moving

Aircraft '472-EA was the firstmachine to be delivered to anoperational unit,EC1/2. Althoughcarrying Super 530s here, the earlyS1 aircraft did not have the radarilluminator needed to guide them.

RDM radar in dielectricradome. Black radomeson initial 19 S1/S2aircraft. S3 aircraftintroduced CWilluminator

Two smallbladeaerials on spine M53-5 engine

Super 530F missile (530D from S4 onwards and by retrofit)MS?

Alkan LL5O62chaff/flare dispensers

The first production Mirage 2000Cwas used for a series of avionicstests, including fitment of upgradedradars. The black radome gave wayto grey for these trials.

target indication. Lastly, as an overwaterradar, it gives long-range sea rch and TWS,and additionally can designate targets foractive radar homing missiles. Other modeoptions include Doppler beam-sharpeningand continuous wave (CW) illumination ofaerial targets.

The Mirage 2000 employs a SNECMAM53 low-bypass-ratio reheated turbojetdeveloped for its predecessor, the stillbornACF. Whereas the four single-seatprototypes initially used pre-productionM53-2s rated at 83.34 kN (18,739 lb) thrust(although they were re-engined from 1980

onwards), the 2000C-S1/S2/S3 received anM53-5, providing 88.24 kN (19,842 lb) at fullpower and 53.92 kN (12,125 lb) in drypower on a bypass ratio of 0.32. Essentialfeatures of both variants include a three-stage fan, five-stage compressor, annular

combustion chamber, two-stage turbine andmulti-flap variable nozzle. Digital enginecontrol gives carefree handling throughoutthe Mirage 2000's flight envelope, and the

modular design, comprising 12 elements,simplifies repair and upgrading.Self-defence aids of the early Mirage

2000C comprise a Thomson-CSF ServalRWR with antennas at each wingtip and onthe trailing edge of the fin; a Dassault Sabre

jammer a t the rear base o f the fin with itsdetector in the fin leading edge; and aDassault Eclair manually-operated chaff/fla resystem comprising Alkan LL562

dispensers in the lower rear fuselage.Mirage 2000C-S1:Productionaircraftassembled and flown at Bordeaux. No. 1first flew on 20 November 1982 (GuyMitaux-Maurouard) and was delivered to

Productionfin shape

Cooling outlet

Magic 1 (laterMagic 2)IR AAMs


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EV at Istres for development work,cluding trial s of avionics for S3, S4-2A and5 versions. No. 2 first flew 21 January983 and was assigned to SNECMA attres for trials of the M53-P2 engine andassault for navigation/attack avionicsevelopment. Nos 3 (flown 15 March 1983),

5 and 6 went to CEAM at Mont-de-arsan for service development work.os 7 (flown 14 December 1983) to 15ere delivered to first operational squadron,C 1/2.

This first service variant was externallymilar to prototype No. 04. Radomes wereack, but gave way to grey when aircraftere upgraded to S3 standard. Principalature of the S1 was the RDM Batch 1

radar which lacked an illuminator for a semi-active radar homing AAM. Accordingly, theSuper 530 missile could not be fired andonly the IR-guided Magic 1 was available forair combat.

Mirage20OOC-S2: Improved radar look-

down capability characterised the S2 sub-variant, which was otherwise as itsimmediate predecessor. No. 16 was thefirst aircraft, but the quantity delivered hasnot been revealed. It is conceivable that allup to No. 37 were so-delivered and wereuprated at a later stage to S3s. Greyradomes were introduced on the productionline from No. 20. Most of the batch up toNo. 37 had been delivered to EC 3/2 by

Left: An early weapon to be clearedwas the MATRA ARMAT anti-radiation missile, seen here carriedby a 2000C-S1. Both Egypt and Indiabought the ARMAT.

Right: Built as a 2000C-S2, thisaircraft has been brought up to S3standard with the grey radome.

early 1987, although a few joined the mainlytwo-seat complement of EC 2/2, the OCU.

Mirage 2000C-S3:Additi on of a CWtarget illuminator to the RDM radar gavecompatibility with the Super 530F medium-range AAM, considerably increasing theMirage 2000C's combat potential. Super530 was developed from the firstgeneration R.530, used by earliergenerations of Mirage and readilyrecognised by its large, pointed fins. Long-chord fins, extending half the length of themissile body, identify this version, whichentered service in December 1970 with theMirage F1C interceptor, thus gaining the530F designation. French Mirage 2000Cshave a secondary attack capability with free-fall bombs and MATRA F4 pods of 68-mm

rockets.Mirage 2OOOC-S3 Upgrade:By 1998,26 of the original 37 RDM/M53-5 Mirage2000Cs remained in AA service and afurther two were with the CEV. As part ofthe Mirage 2000-5 programme, theseaircraft are to receive redundant RDI radarsfrom later production Mirage 2000Cs whichare being converted to -5s.

Mirage 2000C-S4/-S5DI radar and M53-P2 engines werevailable for installation in Mirage 2000Csurchased with 1983 and subsequent

unds. An initial nine aircraft were funded inhat year and the total had increased to 99y 1989, or 136 Mirage 2000Cs in all. That

gure was later reduced to 124 by aombination of transfers of orders to otherariants and funding cuts. Production wass below:

N o s 3 8 t o 4 8N o s 4 9 t o 6 3Nos 64 to 74N o s 7 5 t o 1 2 4

M i r a g e 2 0 0 0 C - S 4M i r a g e 2 0 0 0 C - S 4 - 1Mirage 2000C-S4-2M i r a g e 2 0 0 0 C - S 5

Thomson-CSF developed RDI radar inonjunction with Dassault's electronicsivision, its initials signifying Radar DopplerImpulsions (Pulse-Doppler Radar) .

Optimised for the air-to-air role, RDI has aat, slotted plate antenna and operates inJ (X/Ku) Bands. Range is some 90 km (56

miles) in look-down mode against a flyingarget. The radar has air-to-air search, long-ange tracking/missile guidance and short-ange tracking/identification facilities for air

combat, but can also provide groundmapping, contour mapping and air-to-groundranging.

The Dassault Super AD26 missile seekerhead is compatible with Doppler signalsemanating from RDI, and when installed in

the nose of a Super 530 missile changes itsdesignation to Super 530D. This version ofweapon is standard equipment of the mainproduction batch of Mirage 2000Cs,matching the radar's better discrimination oftargets to an improved interceptioncapability. Slightly longer than the Super530F and having an improved rocket motor,Super 530D can 'snap-up' to targets 40,000ft (12200 m) higher than the launch aircraftand deliver a 30-kg (66-lb) fragmentationwarhead at a maximum speed of Mach 4.6to a hostile aircraft up to 21.6 nm (40 km/24.8 miles) away.

Since 1984, the Magic 2 IR-guidedmissile has also been available. Effective atdistances between 320 m (1,050 ft) and 5.4nm (10 km/6.2 miles), the Mk 2 has animproved proximity fuse for the 12.5-kg (28-Ib) warhead and a seeker which can bedirectionally slaved to the RDI's antenna.

Above: EC 5 began to equip with theS4 variant in 1987 to become the firstuser with a fully operational aircraft.Super 530D and Magic II missileswere available from the start, greatlyenhancing the aircraft's lethality.

Below: The S5 variant was thedefinitive fighter version,embodying full-spec RDI radarandM53-P2 engines. Both S4s and S5shave undergone upgrades, includingthe addition of HOT AS controls.

10


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Increased aircraft performance isobtained from a considerable improvementin thrust available from the -P2 engine. Drypower is 64.32 kN (14,462 lb) - up 19 percent - and full thrust is boosted by 8 percent to 95.1 1 kN (21,38 5 lb) as aconsequence of improvements including abypass ratio raised to 0.40, a new low-pressure compressor and new fan. Thisversion of engine is not directly related to

the -2, having originally been designated -7.It is installed in all export Mirage 2000s, andwill remain so following withdrawal ofSNECM A's offe r to provide a 98.05-kN(22,046-lb) thrust version, designatedM53-P20, for later Mirage 2000s.

Mirage2OOOC-S4: Initial standardofRDI/M53-P2 aircraft, delivered from July1987 onwards. Total of 11 produced, ofwhich the first three went initially to CEAMfor service trials and the remainder beganequipping EC 1/5. Radar in this version wasRDI Series J1-1.

Mirage20OOC-S4-1: Improved J1-2 radarinstalled in the next 15 aircraf t, which weredelivered to EC 1/5 and EC 2/2. S4s wereretrofitted to this standard.

Mirage2000C-S4-2:RDIJ2-4 radarin 11production aircraft, comprising five forCEAM and six fo r 5 Wing.

Mirage 2000C-S4-2A:Update to allearlier S4 aircraft between Nos 38 and 74,adding RDI J2-5 radar and a modifiedthrottle with HOTAS-type controls.

Mirage2000-S5: Final50 productionaircraft to definitive standard with J3-13radar. Delivered between late 1990 andJune 1995; aircraft up to No. 93 went toCEAM or 5 Wing, majority of remainder to12 Wing. No. 93 and subsequent aircraftwere fitted with automatic MATRA Spirale

Mirage 2000C-S5 early production

Optional bolt-on refuellingprobe, offset to starboard

Low-voltage formation 'slime' lightson sides of rear and forwardfuselage, and in leading edge of fin

High-PRF RDI radar

Extra small bladeantenna under nose

chaff/flare dispensers in the Karmanfairings, replacing Eclair.

Mirage20OO-S5-2C:Retrofit introducedin 1995, initially on aircraft of EC 1/12, toprovide RDI radar with improved anti-

jamm in g ci rc ui tr y. At the sam e time , Mir age2000Cs operating over Bosnia onpeacekeeping duties were fitted with anSAT SAMIR missile plume detector in therear of a Magic launch pylon. In April 1994,these aircraft had gained a 'swing role' withMk 82 bombs for attacking targets ofopportunity while on Bosnian patrols. Somewere designated as buddy tankers with anIntertechnique hose pod on the centrelineand two non-standard 2000-litre (440-lmpgal) tanks on the inboard wing pylons.

Conversion is in hand of 34 (of 35remaining) Mirage 2000C-S4-2As and three(of 48 remaining) S5s to Mirage 2000-5Fstandard, as detailed later.

RPL 522 centreline tank

\

Late-production S5 hasSpiralesystem in rear of Karmanfairingsinstead of underfuselageEclair

RPL-541/542 tanks of 2000-litre (440-lmp gal) capacity are increasinglycommon on 2000Cs. The aircraft above is seen on a mission over Bosnia,complete with Mk 82 bombs, while the pod-equipped aircraft belowcarriesthem for its tanking task. The refuelling pod is the Intertechnique231-300.

Mirage2000E (EM, H andP)Mirage 2000EM (Egypt)

Two series of multi-role Exportation Mirage2000s have been produced, not includingthe current 2000-5. The first of thesecomprised aircraft for Egypt (M), India (H)and Peru (P), all of which have basic self-

defence suites and M53-P2 engines. Ra daris RDM, fitted with a CW illuminator whichallows it to operate with the Super 530AAM. Differences from early 2000Cs(equipment in parentheses) include twomain computers with expanded memory, amodified digital databus, a ULISS 52Dinertial platform (52E), a TRT AHV-9 radar

Thomson-CSF ATLIS laserdesignator pod on forwardfuselage station

RDM radar with CWilluminator \

Revised fin-top antennas: rearfairingelongated with additional antenna above

One blade aerial ABD2O OO jammeron spine \ M53-P2 engine m fairing at base

Extra blade aerial under noseArospatiale AS30 Llaser-guidedmissile

M53-P2 engine ofincreased thrust

Cooling air outletat base of fin s


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surface camouflage, suggestive of low-leveltaskin g. IAF Vajras have always had a dualrole, being able to carry MATRA ARMATanti-radar missiles, Durandal anti-runwaybombs and Blouga cluster bombs asalternatives to Magic and Super 530.However, at the arrival ceremony for thefirst seven aircraft, it was stated that the2000H has an Antilope 5 radar and a secondULISS 52 INS, implying it to be a single-seat

version of the 2000D interdictor. Thisapparent contradiction has never been fullyresolved. Operating squadrons are Nos 1and 7 at Gwalior.

Mirage2000P:PeruvianAir Forceversion. Intent to order 14 aircraft was

announced in December 1982 andrenegotiated in July 1984 as a consequenceof financial problems. An eventual total of10 was delivered to Escuadrn 412 at LaJoya from December 1986 onwards,together with Thomson-CSF ATLIS laserdesignators, 1000-kg (2,205-lb) MATRAguided bombs, MATRA AS30L missiles anda selection of free-fall bombs.

Peru's Mirage 2000Ps have a dual-role tasking, and are often seenarmed with bombs. They also havethe ability to fit ATLIS for thedesignation ofASSOL missiles andMATRA BGL bombs.

Egypt's 2000EMs (this is the firstaircraft) were delivered with a rangeof weaponry that included AS30Lmissiles, together with ATLIS IIaser designation pods.

ltimeter (AHV-6) and provision for a wideariety of weaponry, including air-to-ground.

The VE-130 HUD and VMC-180 head-downdisplays remain unchanged from the 2000C.

Self-defence can be provided by eitherABD2000 (an export version of the 2000C'sSabre) or Thomson-CSF Rmora (DB-3141ow-band or DB-3163 high-band) and CT-51JCaiman jamming pods. Each operator hasalso acquired compatible two-seat trainers,described under the Mirage 2000EDheading.

Mirage2000EM: Egyptwas the firstexport customer for the Mirage 2000, buthe second recipient. The contract placed inDecember 1981 included 16 single-seat2000EMs, the first of which flew inDecember 1985. Deliveries began in June

986, the aircraft serialled 101-116. Aunique feature of the 2000EM is a single,ear-facing antenna above the Serval DF unit

high on the fin trailing edge. Based atBengat, the aircraft are in a colour schemeof medium grey upper surfaces (with ablack radome, however) and light grey

undersides. Armament includes Magic,Super 530, ARMAT ASMs and AS30LASMs with an ATLIS laser designator.

Mirage2000H5Vajra:India placedanorder for 40 Mirage 2000s in October 1982,ncluding 36 single-seaters. To expedite

deliveries, the first 26, serialled KF101 toKF126, were produced with M53-5 enginesand carried a '5' in their designation. KF101lew on 21 September 1984 and, after pilotraining in France, the first batch of seven

was delivered by air between 20 and 29June 1985. The local name Vajra looselytranslates as Thunderbolt'.

Mirage2000HVajra:Te nfinala i r c ra f tfrom the first Indian contract (KF127 toKF136) and a follow-up batch of six (KF137to KF142), ordered in March 1996 anddelivered by October 1988, were suppliedwith M53-P2 engines. The earlier 26 wereupgraded to this standard in India.Configuration and colour scheme (blackradome) was as for the French 2000C but,by 1993, at least KF101 and KF104 hadreceived mid-brown and dark green upper

Below: Confusion surrounds India's2000Hs, which may be fitted withthe attack-optimised Antilope Vradar instead of RDM.

Mirage 2000E (BAD and EG)mproved self-defence equipment, extra

computing power and additional air-to-ground armament options are to be found inhe second series of export Mirage 2000ssupplied to Abu Dhabi (part of the UnitedArab Emirates) (EAD) and Greece (EG ).

Mirage 2OOOEAD:Between May 1983and 1985, Abu Dhabi ordered 22 Mirage2000EADs, which were numbered between731 and 752. Acceptance was delayed bythe customer's dissatisfaction with thestandard of equipment installed, and not

until November 1989 were the first flown tothe Middle East. Self-defence aids includeSpirale chaff/flare dispensers in the Karmanfairings and Elettronica ELT/158 radarwarning receivers and ELT/558 jammers inplace of the standard French equipment, thenew fit being known as SAMET. A furtherunusual feature is the adaptation to carryAIM-9 Sidewinder AAMs as alternatives toMagic (which is also used). In common withGreek 2000EMs, there is a Chelton spadeaerial under the forward fuselage in place ofthe usual swept-back blade antenna. Nos Iand II Squadrons fly Mirage 2000s atMaqatra. In November 1998 it wasannounced that the aircraft will be upgradedto 2000-9 (2000-5 Mk II ) standa rd as part ofthe UAE's deal to purchase new aircraft.

Mirage 2000EG-SG1 (Greece)

Mirage 2000EG-SG1:Th e G r e e kMirage2000 has extensive self-defence aids, moreakin to the later 2000-5. The Mk 1 ve rsion ofICMS (Integrated Counter MeasuresSystem), developed jointly by Dassault,Thomson-CSF and MATRA, is based on theMirage 2000C system, but with anadditional pair of superheterodyne(superhet) antennas on the fin-tip,secondary DF receivers scabbed to themain DF pods at each wingtip, and Spiraledispensers in the Karman fairings.

Serialled 210 to 245, Greece's 36 Mirage2000EGs were ordered in March 1985 andwere delivered from March 1988 onwardsto 331 and 332 Squadrons at Tanagra fo r airdefence duties with Super 530D and Magic2 AAMs. The exact version of radar is

One blade aerial onspine in forw ardposition

Revised fin-top arrangementwith additional small antennasabove enlarged Serval units.Associated with ICMS Mk 1

M53-P2 engine

Greek Mirage 2000EGs fly fromTanagra, with the air defence ofAthens their primary tasking.However, at least some of the aircrafthave been modified to launch theAM39 Exocet anti-ship missile.

112

RDM radar with CWilluminator

Revised blade aerial under forward fuselageAdditional wingtip RWR antennasadded to standard Serval units

Airfield emergencyarrester hook

Spirale chaff/flaresystem in rear ofKarman fairings


18/28

orted to be RDM3, which initially wasered by a black radome, later changed

grey.

rage 200OEG-SG2:Upgraded Greekcraf t, configuration undisclosed, butsibly connected with an update to ICMSch was declared operational in August

95.

rage 2OOOEG-SG3:Modification toek Mirages to permit carriage of the

0-kg (1,477 lb) Arospa tiale AM39 Exocet-ship missile.

u Dhabi received 22 M irage00EADs to equip its interceptoruadrons. Like the Greek Mirages,e EADs have the Spiraleaff/flare system, and incorporaten French EW equipment. Unique

mong 2000s, the EADs aredewinder-capable.

Mirage2000R (RAD)contrast to some reconnaissancesions of combat aircraft, the Mirage

00R has no obvious airfram e changes toommodate cameras. RDM radar is

ained, and the aircraft is capable of flyingack or air defence missions in addition toprimary duty. The operator is able toor the Mirage 2000R to specific tasks byying the sensor pod carried on theelage centreline. Those available include:

Thomson-CSF Raphael SLAR 20000 kg/1,257 lb), providing all-weatherveillance ca pability at up to 100 kmmiles) and capable of real-time

nsmission of data to a ground station.

- Dassault COR2 m ulti-camera pod (400 kg/882 lb), with sensors operating the visible

and infra-red spectra. C ontains a fan of fourAP OMERA 35 cameras (11 4x 11 4 mmformat) with focal lengths between 150 and600 mm; an AP OMERA 40 panoramiccamera (240 x 47 mm); and an SAT SuperCyclope infra-red linescan. Speed andaltitude limitations are 600 kt (1100 km/h;690 mph) and 11600 m (38,000 ft).

- Dassault AA-3-38 HAROLD long-rangeoptical camera pod (680 kg/1,499 lb)containing a single AP OME RA 38 (114 x114mm) fitted with a 1700-mm telephotofor oblique photography of targets up to 100

km (62 miles) distant with a resolution of 1m (3.3 ft). To assist aiming, the pod (whichhas the same shape as the COR2 ) alsocontains an Inspectronic CCD TV camerawith a 30 to 300-mm zoom lens.

Only one customer has purchased theMirage 2000R.

Mirage 2000RAD:Abu Dhabi's contractsincluded eight of this version, s erialled 711-718, which were built in 1987. Configurationand equipment is as for the Mirage2000EAD, except for the obvious provisionfor carrying reconnaissance pods.Furthermore, these are the only Mirage2000 exports with the confirmed ability to fitthe detachable refuelling probe available toFrench versions, although it may bepresumed that Mirage 2000s of other

operators have the option, if not the probes.In the case of Abu Dhabi, the tanker supportwould come from other Mirage 2000s fittedwith a 250-kg (551-lb) Intertechnique 231-300 buddy hose-pod on the centreline. The

2000RAD s are due for upgrade to 2000-9(now 2000-5 Mk II) standard.

Below left: Seen in 1991 duringDesert Storm, this 2000RAD sportsthe original desert camouflage andrefuelling probe.

Below: The RADs have received anew grey camouflage. Allreconnaissance sensors are carriedexternally, in pods on the centreline.

Mirage 2000X' (single-seat)

he 2000 X7 is seen here with AS30Lissiles, ATLIS pod and various test

amera installations, includingward-facing cameras in place ofe outboard pylons. Note the

estige of desert camouflage.

Black radome forRDM radar

Not an official de signation, this is aconvenient label for various experimentalMirage 2000s which have appeared with

non-standard identities for both short- andmedium-term trials with the manufacturer.Two-seat aircraft in this category arediscussed separately. Most, if not all, havebeen delivered to a customer at the end oftheir experimental use, but in many cases ithas not been possible to determine theireventual identity.

Mirage2000X7: Firstflownon 9November 1987 and marked '2000 X7' onthe nose, carrying 2 Wing badges on thefin, this 2000C was used by Dassault forweapon trials including the AS30L and

1990, X7 gained this unit's badge on the finand 'X7' applied immediately above, in theplace normally occupied by the AA serial.

Main trials use was as a launch aircraft forthe MATRA/BAe MICA AAM, replacingprototype 04. It has also been seen inpublicity photographs for the MATRA/BAeApache stand-off weapons dispenser.Changes from the norm included a camerain place of the forward-facing jammerantenna in the fin leading edge and a rear-facing came ra pod scabbed to theunderside of the forward fuselage, bothbeing used to record weapon separations.(The aircraft is possibly a rebuild of 2000CNo. 7, which was damaged at Solenzara inJune 1985.)

Mirage 2000 X7

Large blade aerialon spine

Forward oblique cameramounted in former RWR fairing

Two large fairings on centreline house test equipment/cameras Fairings underneath each outer wing house inward-facing weapon separation recording cameras

Early production 2OOOCwith M53-5 engine


19/28


Mirage2000PX34:One Peruvianaircraft was used for 1000-kg bombqualification in 1987.

Other export aircraft have been noted onflight test wearing their production numbers(for example, H37 on a 2000H) prior toapplication of serial numbers.

Left: Devoid of any pylons or testequipment, X7 is seen at the CEV.The flags are those of the (then)Mirage 2000 customers.

Above: Another photograph ofX7during AS30L trials shows theaircraft wearing a two-tonedesert-style scheme.

Mirage 2000-4This designation was allocated to one of thetwo stages by which the Mirage 2000-5was evolved from the 2000C. Cockpitmodifications of the Mirage 2000-3 arerecorded in the section on two-seat traineraircraft, the -4 stage being integration of theMATRA (now MATRA/BAe) MICA AAM.

The first guided flight of MICA against atarget drone was conducted on 9 January1992 from the Mirage 2000 X7 (see above).

The Dash 4 designation coveredintegration of the MICA missile.Here an EM (radar-guided) versionof the weapon isfired by the 2000X7, while another missile is carriedon the port pylon. The X7 retainedthe test camera installations fromearlier trials.

No further aircraft were built to the -4

configuration, all other MICA-capableMirage 2000s having the revised cockpitand other changes.

Mirage 2000-8Dash 8 is the designation given to the

export variant which became the Mirage2000EAD, RAD and DAD for Abu Dhabi. It isconceivable that other export aircraft sharedthe -8 configuration.

Two-seat fighter variants

Mirage 2000B-01In 1976, Dassault decided to increase thenumber of Mirage 2000 prototypes on orderto five with the addition of a company-funded two-seat aircraft. In the usualmanner, this was known as the 'B' version,but its duties extended far beyondconversion training, and it became both avaluable testbed and a useful demonstrator.Fifth to fly, it conducted its maiden sortie on11 October 1980 in the hands of MichelPorta, powered by an M53-5 engine. Initiallypainted in house colours of white overallwith red and blue trim, B-01 was theplatform for the first Mirage 2000 flightswith a dummy ASMP stand-off missile(8 July 1981, flown by Herv Leprince-Ringuet) and ATLIS laser designation poc.

A live ASMP launch followed at CEV Cazauxin 1982, as did firing of the Dass ault CC-630765-kg (1,687-lb) twin 30-mm DEFA M554cannon pod (25 October 1985) whichcompensates for the two-seater's lack ofinternal armament.

Early flights were with a white 'solid'nose, but the aircraft gained a black radomeand RDM radar (following No. 03) in 1981.When displayed in 1985 it was in airdefence camouflage and marked 'SNECMAM53-P2'. It then became the Mirage 2000BY2, as described later.

Equipment, configuration and capabilitiesare as near as possible to the 2000C, apartfrom loss of internal cannon and some fuel.Integral wing capacity of 1480 litres

(326 Imp gal) is unaffected, but the 2000Bloses 74 litres (16 Imp gal) from thefuselage tank, for a revised capacity of 2424litres (533 Imp gal). A slightly raised spineresults in the 2000C's aft-facing, raisedengine air bleed outlet immediately ahead

The first two-seater was unpaintedfor its initial flights. Itsubsequentlyreceived a white scheme.

of the fin being replaced by a p air of flushrectangular doors in each side.

Mirage 2000BFrance has not been the only nation to ordertwo-seat trainer versions of combat a ircraftalmost as an afterthought, but that sin ofomission was not committed in the case ofthe Mirage 2000. In 1979, the firs t year ofproduction funding, just four new Mirageswere ordered - all of them 2000Bs. Thefigure had increased to 22 by 1986 and 32

by 1990, the last two suffering cancellation.Of the 30 built, two are with CEV on long-term trials and two have been lost in

accidents.Mirage 2000Bs have been allocated bothto an OCU and to individual squadrons, thelatter requiring commonality with the sub-version of 2000C which they operate. In thecase of conversion unit aircraft, it will benoted that some have an engine/radarcombination which does not parallel anysingle-seat machine. Production details are:

Mirage 2000Bs mirror the Cs in production standards, whichlargely concernthe radar. The black radomes (above) identify early S1/S3 aircraft with RDM,while grey radomes (right) distinguish later S4/S5 aircraft with RDI radar.

N o s 5 0 1 t o 5 1 4N o s 5 1 5 t o 5 2 0N o s 5 2 1 t o 5 2 2

N o s 5 2 3 t o 5 3 0

M i r a g e 2 0 0 0 B - S 3M i r a g e 2 0 0 0 B - S 4M i r a g e 2 0 0 0 B - S 4 - 2

M i r a g e 2 0 0 0 B - S 5

All Mirage 2000Bs were delivered instandard blue and grey upper surfacecamouflage, the first 15 with blackradomes, the remainder grey.

Mirage 2000B-S3:The first production2000B flew on 7 October 1983, and thus

followed 2000C No. 6; Nos 502 and 503were supplied to CEAM for service trialsand the balance went to the three

squadrons of 2 Wing, including the OCU,EC 2/2. All have M53-2 engines and mosthave RDM radar, the exceptions being No.501, used by CEV as a trials vehicle for RDIradar and, la ter , the Rafa le 's RBE2; and No.503, delivered to CEAM in March 1987 withthe sixth RDI prototype. No. 504 wasconverted to a testbed, as described underthe Mirage 2000BOB heading. Some early

114


20/28

ircraft were built to S1 and S2 radartandards (see Mirage 2000C) before

modification to S3.

Mirage2000B-S3Upgrade:SurplusRDI radars will be installed in some

reviously RDM-equipped aircraft in parallelo the similar programme being undertakenn early Mirage 2000Cs.

Mirage 2000B-S4:In 1987-88, six furtherircraft were supplied to CEAM (one) and 5

Wing with RDI J1-1 radar, but retained the5 engine. Two, Nos 516 and 517, wereater nominated for transfer to 2 Wing andhus were modified in 1990 with RDM radar.

Mirage 2O OOB-S4-2:The next twoainers, supplied in 1990, both had RDI J2-4ngines, but No. 521 was powered by an

M53-5 and went to 5 Wing, while No. 522ad a -P2 for use at CEAM.

Mirage 2000B-S5:Eight remainingircraft were mostly issued to 12 Wing in

he first instance and were to the full 'early

S5' standard with RDI J3-13 radar and -P2engines, although no Spirale self-defencedispensers were installed. The last wasdelivered in December 1994.

Mirage 2000Bsareassigned throughout the air defence unitsfor continuationtraining duties, with a larger number concentratedin the training unit. Until1998 the OCU was EC2/2'Cte d'Or' at Dijon-Longvic, with whichthis 2000B-S4-2served.Nowthetraining taskisundertaken by EC2/5.

Mirage 2000B-S3Second cockpit - reducedinternal fuel capacity

Standard Serval RWR fit in fin-topand wingtip fairings

Two bladeaerialsonspine-no cooling outlet

Optional bolt-on refuellingprobe, offset to starboard

RDM radar (RDIinlateraircraft) Internal cannon deletedfrom all two-seat variants Centreline RPL-522 tank

No Spiraledispensers in rearof Karman fairings

Mirage 2000BOBhe Banc Optronique Biplace (Two-seatptrpnic Testbed) is operated by the CEV atrtigny-sur-Orge on behalf of the defence

ministry and aerospace industry, specialisingn military electro-optic trials. A fter fourears with 2 Wing, No. 504 was delivered tortigny on 5 August 1988 and underwent

modification for its new duties, flying againn 28 June 1989 with pilots Claude Sagetnd Philippe Limacher. An upgrade to S3tandard was completed when the aircrafteturned to the air on 19 September 1989,eady for its duties to begin.

Equipment tested has included thehomson-TRT Rubis FLIR pod, Sextant VEH020 holographic HUD (for the Mirage 2000-, replacing the standard VE-130) and

Sextant night vision goggles. Among non-visual tes ts have been those of an onboardoxygen-generating system for the Rafale.Externally, the 2000BOB differs little fromthe air force version, now having a greyradome and fixed refuelling probe.Unusually for a 2000B, it is often flown witha pair of RPL 541/542 2000-litre (440-lmpgal) external tanks, more commonly seen onthe 2000N/D.

The Mirage 2000BOBis apermanent test vehicle for variousequipment trials. Hereit is seenoutside the famous hangars oftheCEV at Brtigny.

Mirage 2000ED (BG, BM, DAD, DP and TH)Originally built as a 2000TH5, thisIndian two-seater was subsequentlyre-engined to full 20000TH standard.

lthough never assigned to a specificustomer, 2000ED is the generalesignation for exported Mirage 2000aine rs. In fact , customers for the first-eneration trainer have been given 2000Bnd 2000D designations, those f or Indiadopting the English convention of T forainer.

Airc raf t configurations reflect those ofhe main single-seat purchase by eachperator, all having RDM radar and M53-P2ngines, except where stated otherwise.

Mirage 2000BG: Greek version; fourircraft delivered in 1988, serialled 201 to

04. ICMS Mk 1 self-defe nce system,ncluding second pair of fin antennas andp i ra le d i spense rs .

Mirage2000BM: By chance, Egypt alsossigned the numbers 201 to 204 to its fourainers supplied in 1986.

Mirage2000DAD:S ixa i r c ra f t ,701 to

706 for Abu Dhabi, delivered 1989-90. Incontrast to the EADs and RADs suppliedsimultaneously, they have light blue andlight grey upper surface camouflage (plusblack radomes). In common with the otherAbu Dhabi Mirage 2000s, they will beupgraded to 2000-9 configuration.

Mirage2000DP:Peru' s trainer orderwasreduced to two aircr aft, serialled 193 and195 (194 being current on a Mirage 5). Thefirst was handed over at the Paris air showon 7 June 1985.

Mirage 20OOTH5: Four, KT201 to KT204,

accompanied the first batch of Indian single-seat aircraft, all powered by -5 engines toensure early delivery. They were retrofittedwith M53-P2s in India and became 2000THs.

Mirage2000TH: Three more Indiantrainers were KT205 to KT207, of which thelast was delivered on 7 October 1988. Thefirst four were converted to this standard.

15

M53-5 engine


21/28

Left: Six 2000DAD two-seaters wereincluded in Abu Dhabi's first batch,finished in a grey scheme. Theaircraft have Spirale installationsbut retain RDM radar.

Below: Peru was initially to haveacquired three two-seaters, but thiswas cut to two 2000DPs when the

planned purchase was reduced.They serve with Escuadrn deCaza-Bombardeo 412 at La Joya.

Above: Greece operates four two-eaters, fitted with full mission

equipment, including ICMS Mk 1.

Below: Coincidentally, Egypt's four2000DM two-seaters have the sameserials as the Greek machines.

'Mirage 2000X/Y'(two-seat)As previously noted under single-seatariants, some aircr aft were assignedpecial designations for trials leading up tohe Mirage 2000-5.

Mirage2000B XI: F i r s t productionMirage 2000B No. 501 was transf erred toDassault for trials and demonstration flying.Marked 'BX1 ' on the fin, and with nationalnsignia removed, it first flew in its new

guise on 13 February 1987 and has sincebeen occupied in trials and demonstrationflying. By 1990 it was marked 'Mirage 2000-5' and sported dummy MICA missiles, agrey radome and superhet fin-tip antennasin addition to the usual larger ECMprotrusions.

Mirage 2000B Y1:Two-seat prototypeB01 was renumbered BY1 and on 10 March

1988, with Patrick Exp erton in command,took to the air for the first time with a 'glass'cockpit from the R afale, as described underMirage 2000-3. In May 1988 it added RDYradar, b

dassault mirage 2000 variant briefing

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