Which part of miles per hour is it that you think is so complicated?
Which part of standard aviation measurement do you think are NOT complicated for you to understand by nature?
This is a serious subject and even trained technicians can get it wrong, if you can’t figure what standard speed measurements are and why there is a standard, then no wonder you get it wrong.
1.600 mp/h is NOT an aviation standard and canot be a “fixed” value.
So, according to YOU; which speed is this non-standard 1.600 mp/h meant to be in equivalent standard measurement?
Try learning.
I go into the details, which are wrong most of the time. At least an experience to learn the nasty side of your person. When you do come to your senses, we can look into some of that.
Who do you call nasty please?
Someone who is writing out of any form of knowlege let alone official documents?
Questions:
Did you get anywhere close to an operational Mirage III at any time in your life?
Do you have a pilot manual in your possesion?
As everyone can guess the answer to these questions is NO.
I can only conclude and (i know for a fact) that you are inventing what you write, are totaly confused or got your informations from a bad, innacurate source.
How many of the 12 planned Aster-systems are ordered in the meanwhile and deployed after 2003. Before that the high-altitude intercept task was done by interceptors.
What does 2003 have to do with NOW?
Max speed clean at s.l. Mach 1,15 and Mach 2,15 above 30 kft.
service ceiling subsonic 41 kft and supersonic Mach 1,8 ~56 kft
The limit was Mach 2.0 at all time and this from 33.000 ft up to 75.000 ft with very narrow engine rpm margins at the highest altitude, Mach 2,15 was a Pressure recovery limit, some aircraft actualy flew faster.
The Mirage III could be supersonic at SEA-Leve but the limit was 750 kt NOT M 1.15.
I can recall two IIIEs from Luxeuil did hit a hill at “M 1.1” flying through clouds doing low-level/high-speed training using the Cyrano IV Dopler radar.
An altimetric error of 200 ft killed these pilots, i was at the radar service workshops the following day and heared the conversation between a pilot and a technician, the pilots was complaining about this system error, at the time only the F-111 had a similar system for low-level flight in all-weather.
On the Mirage III the ATAR was the main limitation.
Limited to one Matra R.511 and without a gun-pack the rocket booster was fitted.
This is NOT what is said in this article and it doesn’t MEAN anything.
The STANDARD configuration was ALWAYS of three AAMs for intercept missions, for training only, weapon specialists would fit only the type of AAM needed, i.e. IR = 2 X AIMs, EM = 1 X R530.
That for the Mirage 2000C D.A was 4 AAMs that of the 5F is 6 AAMs.
And NO you are not telling truth it was NOT a limitation but a deliberate choise, AAM seekers had a very shot life span at this time, expecially the 530 which was particularly difficult to maintain.
And just to prove my point: Here is how innacurate and confusing your source IS.
First: Spot the difference between a IIIC and a IIIE (Cyrano IV Dopler radar).
These Mirage IIIE are NOT from the D.A Squadron specialised in intercepts (Dijon SPA 3 and SPA 103 flying Mirage III E from july 1969 to July 1984) but from the EC 01.030 Alsace now flying Mirage F1B/CT at Colmar/Meyenheim; they were (Mirage III E) and still are specialised in the tactical ground attack roles.
This means that these pilots were training for the Intercept role they would only be called upon when their immediate support was needed and therefore were not equiped in standard configuration.
Here one can see the difference of marking between the two squadrons.
The reverse was true for the two Dijon Squadrons, the D.A pilots flying a small <> 10% ratio of training missions with dumb or retarded 700 kg bombs and 68 mm rockets.
They would not carry more than what was needed for the training mission, these IIIEs are NOT in standard configuration but training configuration with ONE Live EM R530.
The only real limit was that of the engine rpm at the maximum ceilling, for the rest from <> 30.000 ft the rocket was limited to M 1.9 anyway during the whole duration of the climb.
It was in need to enhance the modest climb-rate at first.
Thanks i got THE book at home, i think it is WAY more accurate than your fantasist interpretations of flight simulation sources, you visibly can’t understand the realities of Operations in fighter squadrons.
Most user of the Mirage III did not buy that rocket motor option for good reasons. All the known air-combat success was without that.
France had the high-speed/high-altitude interceptor it needed at the time, customers requierements were different AGAIN you are caught in fantasy territory twisting reality.
The real main opponent was the MiG-21 and the subsonic Sea Harrier f.e.
Sea Harrier was never a Mirage “opponent” it was of a totaly different generation.
When I remember well, not a serious combat was fought above 40 kft. Just in the recce role that Mirage IIIs were operated up to heights of 60+ kft and Mach 1,8 in a leg straight on.
Does’nt change the performances and limits, yours are fantasist at best.
Or in short the main example, when a Mirage was used in the corner of its flight envelope for a practical purpose.
Which you still have NO idea which (role) it really was without knowing the history of the aircraft.
These limits were reached with the rocket pack, its acide fuel, one pylon for the R530, two pylons for the AIM9, three AAMs at a weight of 7.920 kg before fuel.
The difference between you and I, is that i look at real experiences real pple, actual real documentation and don’t take the internet for god itself.
What i have to my disposal you only can dream of finding in the internet if one of us doesn’t upload it and we’re talking about 29 years old documentation…
And just a little reminder, before imposing limits to operational flight and firing envelops of weapons, test-pilots have to go over these limits, because they ALWAYS involve a margin for safety as opposed to clean airframes which are limited for other reasons.
So YOU end up with absolute Maxis unreachable in operation while i have all figures including real-life, day-in/day-out limits for combat situations.
Since you guys can’t distinguish between Ultimate, Dash, Operational, Combat limits i am not surprised you can come up with stuff like this.
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