© Tsahi Ben-Ami

soloavia@012.net.il

The story of the Kfir

By 11:15, September 21st, 1970, a chosen few IDF/AF officers and MOD officials were invited
to witness the secret demonstration of the new Israeli fighter – yet only a technology
demonstrator - the “Technolog”.

The thundering roar accompanied by a rising cloud of dust and hot air turned an Israeli
dream into a noisy reality.

“The altimeter indicated 20,000 ft. – the predetermined altitude for the first test flight, when
the red engine fire warning light turned on…” recalls Danny Shapira – IDF/AF’s chief test
pilot. Danny Shapira however, remained calm in the cockpit - after all - the rest of the
engine’s gauges - remained within the normal limits - nothing to indicate a critical situation.
An external inspection conducted by Assaf Ben-Nun and Y. – pilots of the Mirage IIIB chase
plane confirmed Shapira’s feeling – there was no evident fire or smoke to support the
engine-fire indication. The flight continued as planned...

After the landing, the examination of the recorded flight data revealed that the engine's high
running temperature triggered the alarm. This was solved after re-calibration of the fire
warning sensors.

MIRAGE IIICJ
It was perhaps the successful combat experience of the IDF/AF, using Dassault's fighters,
which turned its new creation - the Mirage IIIC - into a worldwide hit, after all - most of the
IAF fighters - the Ouragan, Mystere and Super-Mystere were manufactured by Dassault.

By 1959 Dassault proposed the Mirage IIIC to the IDF/AF. Their offer included Israeli
participation in the development of the fighter – tailoring it to the IDF/AF requirements.
President Ezer Weizman, serving as the IDF/AF’s commander at the time - agreed to the
French proposal on one condition: Danny Shapira would be the one to conduct the evaluation
flight!

After little objection Danny Shapira a veteran fighter pilot who received his training as a test
pilot at the French AF, flew the Mirage's third prototype – describing the experience as “Love
at first sight!”

According to Dassault's proposition - the Israeli AF development team received the Mirage's
first prototype accompanied by a team of French engineers to assist with the adjustment of
the Mirage to the Israeli specification. Those Mirages - designated Mirage IIICJ (J=Juif, Jew in
French) – received a pair of DEFA 553 30mm guns accommodated in the space previously
occupied by the booster’s rocket-fuel tank (SEPR).

Despite it's unquestionable air superiority in the Middle-Eastern skies - the Mirage IIICJ was
far from being a perfect fighter - it's "clam shell" jet exhaust design generated serious
problems as the series of mysterious malfunctions resulted in the loss of 2 Israeli, and 16
French Mirages. But for the pilots it seems that the most frustrating of all was the poor
performance of the "Cyrano II" radar.

The Cyrano's promising performance of target detection and tracking at ranges up to 30km
remained theoretical. During engagement the radar failed to lock on visible targets, and
tended to lose track of low flying targets against the terrain's echo.
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Besides, the Cyrano II was hard to maintain, and recorded a failure for every 5 flying hours.

To bypass those problems the pilots locked the radar into a pre-determined position using it
to get the necessary telemetry information (target’s speed and range). Eventually, after the
"Six Day” war, most of the Cyrano’s were removed and replaced by a balancing weight –
maintaining the aircraft’s CG.

NESHER
By 1965, based upon the accumulating experience operating the Mirage IIIC, the IDF/AF
proposed to Dassault to develop a cheaper degraded avionics version without a radar,
improving ground attack capabilities, while maintaining some air-superiority capability.

The "Mirage VFR" as the IDF/AF referred to it's proposal - was based upon the Mirage IIIE
airframe which had a longer nosecone.

The removal of the radar system and related avionics enabled the rearrangement of the
remaining avionics into the fighter’s nosecone - making room for an additional 500-liter fuel
tank behind the cockpit. Finally, the Atar 9B jet was replaced with the Atar 9C – offering
increased thrust and reduced fuel consumption – improving both range and endurance.

Israel placed an order for 50 Mirage 5Js, but those were never delivered due to the military
embargo declared by Charles de-Gaulle, the French Prime Minister, after the “Six Day” war
in 1967.

The promised Mirages 5J were re-designated as Mirage 5F (F=France) entering service at the
3/13 squadron (Auvergne) and 3/3 squadron (Ardennes) of the French Air Force. By irony -
some of the Mirage 5s found their way into Arab air forces including Libya, from where they
were operated against Israel.

The embargo prevented the continuous supply of spare parts and aircraft accessories for the
IDF/AF, generating a serious shortage in jettisonable fuel tanks for the Mirage.

At that stage it was clear to the Israeli government that the local military industries had to
become self-sufficient concerning the production of Aircraft, Ships, and Tanks.

At the beginning, the Israeli Military Industry (IMI) was assigned to the production of the
Mirage’s drop-tanks and the production of the missing DEFA components, whilst the Israeli
Aircraft Industry (IAI), was assigned for the production of the spare parts and accessories.

While the IAI obtained the required technology - "Muka" Limon, head of the Israeli Defense
Acquisition Office in Paris, searched for ways to bypass the French embargo, convincing
Dassault to grant the IAI the manufacturing license for the Mirage 5. Since Dassault was a
privately owned corporation, the French government - aware of the deal - preferred to look
the other way. However SNECMA, owned by the government, could not do the same and
prevented the delivery of the technology required for the production of the Mirage 5's jet.

The issue of the jet was not a cause of much concern - after all, Israel's local jet factory, the
"Beit-Shemesh Engines", manufactured most of the Atar 9B and 9C components. To complete
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the production line the Israeli jet factory required the blueprints of the jet's “hot” components,
which could be obtained via other Atar 9C manufacturers worldwide.

Although Sulzer AG - a Swiss company and one of the Atar 9C manufacturers - refused to
comply with Israel’s request for assistance, Alfred Fraunknecht, one of Sulzer’s engineers,
apparently operated by the Mossad, managed to deliver 20 out of 24 boxes containing the
essential blueprints prior to his arrest.

Now, after receiving both the blueprints of the Atar 9C and the Mirage’s construction jigs and
plans, it seemed that the cornerstone for the local Mirage production was set.

The IAI began 3 projects simultaneously:

• Overhaul of the old Mirage IIICJ airframe to a "Zero flying hour" condition and
replacement of the Atar 9B with the stronger Atar9C.
• The initiation of the local "Mirage V" production line
• The development of the new Israeli fighter - The Kfir

To assist the IAI with the projects - the IDF/AF transferred a Mirage IIIBJ -#(7)88 (The “7” was
not painted on the tail) – that was used by the IAI as a source for information and as testbed.

To prevent the termination of the French unofficial cooperation, the project - code-named
“Project Ra’am Mem” - was kept under a heavy shroud of secrecy.

For that purpose, the IAI formed the "Lahav" Military Aircraft Division and located it in an
isolated hangar where the production work took place. The access to ”Lahav” division
hangar was restricted to a “need to know” basis.

It was not until 1982 - a year after the last of the fighters was sold to Argentina - that the
pictures and story about the Israeli Mirage were cleared for publication.

By May 1971, the first Mirage V - named "Nesher" (=Eagle) by the IDF/AF, was delivered to
the 101 - “The first combat squadron”, turning it into an unorthodox mixture of various
Mirage versions. By that time – the 101 operated Mirage IIICs with both Atar 9B and 9C jets,
with and without the Cyrano radar and the Neshers. The squadron also operated the Mirage
IIICJ(R) - a special reconnaissance version with a cabuilt into the nosecone.

By 1972 the IAI reached a production rate of 2 Neshers per month, putting more than 40
Neshers into service by the beginning of the “Yom Kippur” war. Those Neshers were
operated in two “homogeneous” squadrons and two "mixed" squadrons.

By February 1974, the last of the 51 single seat Neshers was delivered to the IDF/AF, and the
production line was converted to the production of 10 "Nesher B" – a double seat version.

During the “Yom Kippur” war unofficial sources claimed 114 out of 277 air victories for the
Neshers, but those might include some of the Mirage's air victories due to confusion resulting
from censorship limitations. During that war - the "Hornet" Nesher squadron – scored 42 air
victories without suffering a single loss!

By October 18th, 1973, a pair of Nesher fighters, led by IDF/AF ace Shlomo Levi, was
scrambled to intercept a formation of six Libyan Mirages. The Libyan Mirages, serving as an
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Egyptian auxiliary force, were on their way to attack the runways of an Israeli air base.
During this engagement, two Mirage 5s were shot down and a third Mirage crashed into the
sea. This was one of two occasions in which the Israeli pilots engaged enemy pilots flying
fighters of the same kind. To avoid identification confusion between the Israeli and Arab
Mirages - all the IDF/AF’s delta winged fighters received large yellow/black triangles on
wings and tail.

By 1978 the Neshers were phased out, delivered to the IAI for overhaul and eventually sold
to Argentina as “Daggers” by 1981.

TECHNOLOG
By 1968, the IAI came up with a crazy idea proposing the replacement of the Super-Mystere
B2's (SM B-Deux - or "SAMBAD" as it was referred to in the IDF/AF) Atar 101G with the
A-4Hs J-52-P-8A jet.

The Skyhawk’s J-52's offered similar performance and lower fuel consumption - however it
was longer then the French jet and had a smaller exhaust nuzzle – requiring the extension of
the tail section.

The new Super-Mystere – officially named Sa’ar was commonly known as "Bleiberg" – named
after the South-African patient who received the world's first heart transplant that year.

The improved Sa’ar’s performance encouraged the IAI to propose a similar transplant for the
"Nesher", based upon the J-79-GE-17, the power plant of the Phantom. The J-79 was preferred
upon a British “Rolls-Royce” “Spey” jet since the Israeli Phantom deal included local
manufacturing and assembly of the jets.

By September 21st, 1970 - following several ground runs - the veteran Mirage IIIBJ testbed,
fitted with the J-79 took off for it's maiden flight. The flight of the “Technolog” as the new
converted fighter was referred to - demonstrated a significant improvement in the
thrust/weight ratio thus providing better acceleration and maneuverability. The combination,
however, generated some problems, which required further development – both for the jet
and the airframe.

The IAI engineers were not discouraged by those problems. A few modifications were
suggested and with the cooperation of General-Electric – a special sub-version of the J-79 was
designed – later known as the J-79-J1E.

The new jet, shorter then the Atar 9C, ran 300° hotter and had 11% greater mass-flow - calling
for the re-design of the intakes and the rear fuselage.

The new rear section, shorter and wider then the Mirage’s airframe received additional
cooling vents and a special protection sleeve - which prevented the overheating of the jet and
the Aluminum airframe.

The Technolog’s performance was impressive: the new J-79 increased the thrust by 35%
compared to the Atar 9C, consumed less fuel and required less maintenance. The improved
thrust/weight ratio meant the fighter could carry relatively larger payloads compared to the
Phantom, while presenting improved maneuverability compared to the Mirage IIIC.
© Tsahi Ben-Ami
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The success of the concept presented by the “Technolog” paved the way for the development
of a single seat fighter based upon the airframe of the “Nesher” – the “Ra’am”.

RAAM
The story of the “Ra’am” was kept secret until it was published by “Ba’avir” during the late
‘80s.

According to that publication - 9 month before the first flight of the “Technolog” the IAI
decided to adopt the new configuration for the “Nesher”. The project received the code name
“Ra’am Aleph” and first prototype flight was scheduled for January 1973, with delivery of
first production fighter at November same year.

To comply with this decision – the IAI began with the construction of the assembly line
before completing the test flights !

By February 1970 the IDF/AF issued a request for an upgraded version of the “Ra’am Aleph”.
The modified version included high pressure refueling system capable both for ground and
air refueling, advanced Navigation/Weapon delivery system, rearrangement of the avionics
for greater survivability and more. The new version designated by the code name “Ra’am
Bet” was later rejected due to budgetary limits.

By November 1971 the IDF/AF canceled the “Ra’am Aleph” project and called for the
development of a new fighter combining both of the “Ra’am” configurations designating it as
“Rakdan” (=Dancer) (Benny Peled – commander of the IDF/AF, disapproved with this
“inappropriate” name and renamed it as “Kfir”).

The IAI decided to act in two steps:

• The IAI will complete the conversion of a “Nesher” into the “Ra’am Aleph”
configuration, using it for configuration evaluation.
• The assembly lines were reconstructed and fitted for the construction of the “Kfir”.

On June 4th, 1973 – flown by Assaf Bin-Nun - the first “Ra’am” #(5)88 took off for it’s maiden
flight. Externally the Ra’am resembles the “Nesher” but its dorsal fin which was cut on the
front and was used as an intake for the air-conditioning system (The famous dorsal fin with
intake of the Kfir is much larger and is more “squereish”).

On its third flight (June 21st) the Ra’am broke the sound barrier, and on December 10th, it
reached the top speed of Mach 2.4.

On August 7th, 1974 the first “Kfir” converted from a “Nesher” took off for it’s maiden flight
and was delivered to the IDF/AF same month (further test flights were conducted within the
IDF/AF flight test center).

The Ra’am however, was not put aside. While the Kfir advanced through the production line,
the IAI continued using the Ra’am as a technology testbed, together with the veteran
“Technolog”.

At first, small streaks were installed on the intakes used for the investigation of their effect on
its performance.
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The improved maneuverability generated by the effect of those surfaces led the IAI engineers
to develop the larger foreplanes. Those, with the modified wing - were later included in the
Kfir C-2 and the further production versions.

On May 25th, 1975 the Ra’am suffered a technical failure during one of it’s test flight, and
crashed into the sea. The pilot ejected safely.

The last modification to the Technolog’s airframe was the incorporation of a leading edge
flap. This modification, however, was never implemented.

The Technolog - later designated as “Kfir TC” receiving the tail number 988, contributed a lot
to the Kfir and Mirage’s development. Some of those modifications were offered to other
Mirage IIIC operators including Switzerland. Others, as the foreplanes configuration, were
adopted by Dassault and installed on their Mirage 4000.

The Family of the Kfir

The Kfir “C-1”

At first the Kfir (=Lion cub) was nothing more then another Mirage improvement. The Kfir’s
first prototypes were based upon some Neshers converted into the J-79-J1E configuration -
including the redesigned tail section, cooling vents and dorsal air scoop, located at the base of
the vertical stabilizer.

The first of those Nesher converted Kfir's - #712 took off in June 1973 and was used for further
investigation of the Kfir's flying characteristics.

Later versions of the converted Neshers included a new and "friendlier" cockpit layout –
using local technology. The Kfir’s avionics included a new ECM system and Elbit's new flight
management system - a Multi-role mission and navigation computer combined with an
advanced fly-by-wire system (replacing the older and heavier hydraulic controsystem).

The pride of the Kfir, however, was Elta's advanced telemetry radar the EL/M-2001 which
presented a new technology at the time - the concept of look down/shoot down interception.

On production, the Kfirs received a reinforced landing gear with a longer stroke - enabling
operation from unpaved runways and increased take-off weight.

By 1974 the first Kfirs entered service at the “First Combat Squadron” but those were first
revealed to the public on April 14th, 1975 – as an attempt to boost up the national morale
after the bitter experience of the “Yom Kippur” war.

Based upon the experience gained during the further development of the “Ra’am” testbed,
the Kfir C-1 received small streaks installed on the intakes – suggesting an improvement in
the fighter’s maneuverability.

Those streaks were later enlarged into small foreplanes – as installed on the F-21, the Kfirs
leased to the USMC and US Navy - serving as aggressors at the VF-43 and VFMT-43 – later
replaced with the F-16N.
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Kfir C-2
Based upon the improved flight characteristics of the “Technolog”, the IAI began with the
production of the next version of the Kfir.

Introduced on June 20th, 1976, the new Kfir C-2 presented several changes to the airframe
including larger sweptback foreplanes installed on the reinforced intakes, small streaks
installed on the extreme nosecone and a newly designed wing which included a “saw tooth”
to the wing’s leading edge.

Those modifications improved the Kfir's performance at low speeds and high AOA, as well
as the enhancement of the take-off and landing performance.

Among the avionics modifications, the new Kfir C-2 received the improved EL/M-2001B
telemetry radar, which was installed in a longer nosecone.

The Kfir C-2 (#874) achieved its maiden air victory on June 27th, 1979 shooting down a Syrian
Mig-21PFMA(J) in Southern Lebanon.

The IAI presented several Kfir C-2 variants as the twin seat TC-2, and the reconnaissance
CR-2, which received a special nosecone to accommodate a camera.

During the 80s, the Kfir C-2 received a gray air-superiority color scheme, replacing the
IDF/AF’s standard color scheme.

Several system upgrade proposals, designated as RC-3 to RC-6 (R-still presenting the
“Ra'am” code name), were developed as export versions – until the R-16 proposal was
accepted and designated as Kfir C-7.

The Kfir C-7

The Kfir C-7, officially introduced in summer of 1983, was a modified strike version which
presented higher augmented thrust via the “Combat Plus” system originally developed for
the F-16/79, enabling the increase of thrust for short periods. The strong landing gear and the
two additional hard points enabled the increase of 3,400 lb. to the take-off weight.

The Kfir C-7 received several avionics modifications including a modified weapon delivery
system improving accuracy and enabling the delivery of guided weapon systems, and a
HOTAS (Hands On Throttle And Stick) system. The new Kfir C-7 received a brown standard
colors scheme suggesting Air-to-Ground as primary capability.

Since the Kfir C-7, the IAI proposed additional Kfir upgrades to the IDF/AF – designated as
Kfir C-8 and C-9, however those proposals did not raise much interest and did not make it to
the production line.

The Kfir 2000

By 1988, following the canceling of the Lavi project the IAI turned to the world in an attempt
to promote the export of its Kfirs.

Introducing the “Namer” (=Tiger) – the IAI proposed a Kfir powered by the F-404 with some
of the avionics developed for the Lavi – including an advanced “crystal” cockpit and
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advanced radar system. The Namer however, did not create enough interest and was
abandoned in favor of additional Kfir modifications based on the proven airframe.

By April 1991, the IAI introduced the Kfir 2000 offering two configurations:

The C-10 – “All Weather” fighter – incorporating Elta’s EL/M-2032 advanced tactical radar
installed in a larger nosecone, and the C-11 with the standard telemetry system.

The Kfir 2000 presents an upgrade suite, turning the well-proven airframe into a new
generation fighter. This upgrade suite was proposed to several Kfir operators including the
Israeli Air Force.

The Kfir’s redesigned cockpit, includes a single mold front visor and advanced wide-angle
color HUD system. Most of the gauges were replaced with two large Multi-functional
displays and an improved HOTAS system was integrated – enabling the shift between the
various combat modes by the use of a single switch as the according adjustment of all other
systems and displays.

The avionics upgrade included a new mission-management-computer, which offered

increased operational speed and upgrade reserves for future development. A new navigation
system was installed - combining INS, laser-gyro and GPS information increasing accuracy
both in navigation and weapon delivery.

During the early 90s, the IDF/AF closed its last Kfir squadrons. 25 years after its maiden
flight, the Kfir, operated by the air forces of Columbia Sri-Lanka and Ecuador, still sees lots of
action and continues adding entries to the pages of aviation history.