The French connection

During the 1950s several types were reported to have been under consideration but the main contenders were thought to be the Northrop F-156F which evolved into the F-5 Freedom Fighter, Lockheed F-104 modified for Australian and SEATO commitments, and the Dassault Mirage III.

There was intense competition from the US industry keen to retain its relationship with Australia, flowing from the success of North American Aviation’s aircraft built in Australia for the RAAF.

On December 12 1958 the Sydney Morning Herald reported Lockheed had reduced the F-104 price from £617,875 to £377,500.

The F-104 had been flown by both AIRMSHL Sir Frederick Scherger and SQNLDR J Flemming, while Northrop on May 5 1959 said the trainer T-38 Talon training aircraft could be built using existing facilities in Australia. The T-38 was derived from the N-156T.

The field had narrowed with the announcement on December 9 1959 that a RAAF technical mission would visit the US and France to closely examine the F-104G and Mirage III.

On March 15 1960 Minister for Defence Athol Townley said the government hoped to decide within the next few months which aircraft would be acquired to re-equip the RAAF with the three contenders being considered.

The highly qualified Fighter Evaluation Team assembled to study future aircraft for the RAAF left Australia on May 22 1960 led by the Chief of the Air Staff, Sir Frederick Scherger accompanied by GPCAPT D R (Gel) Cuming, recently OC RAAF Base Edinburgh and Senior Air Force Officer South Australia, WGCDR A R Hodges, Fighter Operations, RAAF Headquarters, Canberra, Mr H H Knight, Engine Superintendent, Commonwealth Aircraft Corporation, Mr I B Fleming, Controller Aircraft and Guided Weapons Supply, Department of Supply (Fleming was chief designer of the Jindivik and Malkara), L F Bott, Assistant Secretary (Finance) Department of Supply. The flying evaluations were to be conducted by Cuming and Hodges.

The team visited aircraft facilities in Europe and the US during May-August 1960 inspecting the English Electric Lightning, Dassault Mirage III, Lockheed F-104G, Northrop N-156 and Republic F-105. The choice later narrowed to the F-104G and Mirage III.

The Scherger report was considered by the Air Board with their recommendation to Cabinet that the Mirage III be selected to replace the Sabre.

On November 22 Cabinet endorsed the selection as the RAAF’s new fighter aircraft.

The decision to acquire the Mirage III was officially announced on December 15 1960 by the Minister for Defence who said, “The airframe and engine of the new aircraft will be manufactured to a substantial extent in Australia.

“Thirty aircraft would be purchased to equip one squadron and an operational conversion unit with six aircraft with deliveries expected to commence in 1963. The aircraft would have either a French or new Rolls-Royce engine with the selection to be made by the middle of 1961. A later statement from the Minister for Air, Frederick Osborne, explained that Rolls-Royce would co-operate with Dassault to fit a new Avon Mk.67 engine at the engine manufacturer’s expense “without any major modification of the airframe”. The French were elated at having won the contest to supply the new fighter to Australia against the usual supply of aircraft from Britain or the US.

Against the F-104G were some operational reasons such as engine reliability, handling qualities and ferry range while cost and airfield demands were other factors. The Mirage offered airfield flexibility with its tyre pressure of only 80psi in fighter configuration and 135psi at maximum AUW of 26,600lb, while the F-104G figures were 250psi and 310psi at AUW 28,984lb. The Mirage could operate from unprepared airfields requiring a takeoff run (dry) carrying two Sidewinders of 3,100ft verses 4,800ft for the F-104G.

The Mirage flyaway cost with a Rolls-Royce Avon Mk 67 was expected to be approximately £500,000 with a total “programme cost” of £1,100,000 comprising the flyaway cost plus spare engines, spare parts, ground equipment and other items. The selection of a French engine would be somewhat less – the Atar 9C was simpler to build.

To determine engine selection, the first flight of a Rolls-Royce Avon-powered Mirage IIIO named City of Hobart, modified from the fourth production Mirage IIIC, took place from the air test centre at Melun-Villaroche on February 13 1961 in the presence of the RAAF technical team headed by GPCAPT R T Susans. By the end of April, about 45 test flights had been conducted with performance compared to an Atar 9C-powered Mirage IIIE. While testing revealed there were both benefits and disadvantages using the Rolls-Royce engine, overall the Atar was superior and the decision to adopt it for the RAAF aircraft was confirmed on May 17 1961. An option existed until September 30 1961 to decide whether to use the Atar 9K or 9C, with the decision made to use the latter engine.

‘The French were elated at having won the contest’