For decades, Dassault’s fighter design philosophy has been based in incremental development and frequent prototypes. This led the company from the swept-wing Mystere to delta-wing Mirage III and swept-wing Mirage F1 to delta-wing Mirage 2000—and ultimately to today’s canard-delta Rafale.
The Mystere III, or Mystere du Nuit, was a two-seat night-fighter version of Dassault's second production jet fighter, the Mystere II. The prototype flew in July 1952, but the program did not proceed.
The Mystere IVN was a two-seat night-fighter version of the production Mystere IVB. The prototype flew in July 1954, but the French air force chose the Sud Aviation Vautour IIN instead.
Developed to meet a French requirement for a light interceptor, the MD 550 protoype flew in June 1955 as the Mystere Delta but was later to become the Mirage I—and the first of a long line.
A French requirement for a tactical fighter led to Dassault developing designs that became the Etendard II and IV, both flown in July 1956—the latter the basis for the French navy’s carrier-based Etendard IVM.
A derivative of the Etendard IV, the Bristol Orpheus-powered Etendard VI, was developed for a NATO fighter competition. The prototype flew in March 1957, but the competition was won by the Fiat G.91.
Originally designed as a heavy interceptor, the Mirage IV flew in June 1959 as a prototype for the Mirage IVB strategic bomber. This was canceled in 1959 and replaced by the smaller, less expensive Mirage IVA.
An ultimately fruitless NATO competition for a vertical/short-takeoff-and-landing fighter led to the Balzac V demonstrator (top), flown in October 1962, and Mirage IIIV prototype, which flew in February 1965.
A French requirement for a short-runway, all-weather fighter led to the swept-wing Mirage F2, which flew in June 1966. A production Mirage F3 was canceled, and France bought the private-venture F1.
Against a background of ultimately unsuccessful Anglo-French efforts to collaborate on a variable-geometry fighter, Dassault flew the experimental, single-engine Mirage G in November 1967.
France wanted a twin-engined strike fighter, and eventually single- and two-seat prototypes of the variable-geometry Mirage G8 were ordered, with Snecma M53 engines, the first flying in May 1971.
Too costly, the Mirage G8 was canceled. A swept-wing Mirage G8A was designed, but in 1975 France canceled its Avion de Future Combat for the less expensive single-engine, delta-wing Mirage 2000.
While developing the Mirage 2000 for France, Dassault designed a twin-engined version, the Mirage 4000 (right), as a private venture for export. The prototype flew in March 1979, but no customers were found.
Seeing a market to replace a large number of Mirage IIIs, 5s and 50s, Dassault flew the fly-by-wire Mirage IIING in December 1982, but the upgraded aircraft failed to find a customer.
While wrangling with the U.K., Germany and Italy over collaborating on a European fighter, France funded the Rafale A demonstrator, flown in July 1986. The decision to go it alone resulted in today’s Rafale.
For decades, Dassault’s fighter design philosophy has been based in incremental development and frequent prototypes. This led the company from the swept-wing Mystere to delta-wing Mirage III and swept-wing Mirage F1 to delta-wing Mirage 2000—and ultimately to today’s canard-delta Rafale.
The Mystere III, or Mystere du Nuit, was a two-seat night-fighter version of Dassault's second production jet fighter, the Mystere II. The prototype flew in July 1952, but the program did not proceed.
The Mystere IVN was a two-seat night-fighter version of the production Mystere IVB. The prototype flew in July 1954, but the French air force chose the Sud Aviation Vautour IIN instead.
Developed to meet a French requirement for a light interceptor, the MD 550 protoype flew in June 1955 as the Mystere Delta but was later to become the Mirage I—and the first of a long line.
A French requirement for a tactical fighter led to Dassault developing designs that became the Etendard II and IV, both flown in July 1956—the latter the basis for the French navy’s carrier-based Etendard IVM.
A derivative of the Etendard IV, the Bristol Orpheus-powered Etendard VI, was developed for a NATO fighter competition. The prototype flew in March 1957, but the competition was won by the Fiat G.91.
Originally designed as a heavy interceptor, the Mirage IV flew in June 1959 as a prototype for the Mirage IVB strategic bomber. This was canceled in 1959 and replaced by the smaller, less expensive Mirage IVA.
An ultimately fruitless NATO competition for a vertical/short-takeoff-and-landing fighter led to the Balzac V demonstrator (top), flown in October 1962, and Mirage IIIV prototype, which flew in February 1965.
A French requirement for a short-runway, all-weather fighter led to the swept-wing Mirage F2, which flew in June 1966. A production Mirage F3 was canceled, and France bought the private-venture F1.
Against a background of ultimately unsuccessful Anglo-French efforts to collaborate on a variable-geometry fighter, Dassault flew the experimental, single-engine Mirage G in November 1967.
France wanted a twin-engined strike fighter, and eventually single- and two-seat prototypes of the variable-geometry Mirage G8 were ordered, with Snecma M53 engines, the first flying in May 1971.
Too costly, the Mirage G8 was canceled. A swept-wing Mirage G8A was designed, but in 1975 France canceled its Avion de Future Combat for the less expensive single-engine, delta-wing Mirage 2000.
While developing the Mirage 2000 for France, Dassault designed a twin-engined version, the Mirage 4000 (right), as a private venture for export. The prototype flew in March 1979, but no customers were found.
Seeing a market to replace a large number of Mirage IIIs, 5s and 50s, Dassault flew the fly-by-wire Mirage IIING in December 1982, but the upgraded aircraft failed to find a customer.
While wrangling with the U.K., Germany and Italy over collaborating on a European fighter, France funded the Rafale A demonstrator, flown in July 1986. The decision to go it alone resulted in today’s Rafale.
Dozens of prototypes built and flown over decades have given Dassault an ability to design advanced combat aircraft that belies the company’s relatively small size for a defense contractor, says Aviation Week contributing columnist Antoine Gelain. As Dassault’s Rafale enjoys belated export success, we look back over some of those many prototypes. Credit for all photos: Dassault Aviation
