Professional Documents
Culture Documents
Welcome to the third edition of the Newsletter, we trust you enjoyed the last issue and will
continue to support its goals. The summer is hear and I suspect like myself modelling will take a back
seat whilst the more leisurely warmer day activities take over! However, please carry on supporting the
SIG and keep up the modelling when you can. You may have noticed changes to the second issue in the
layout and format, please let me know if you like or dislike them, my aim is to improve the newsletter
and deliver something you will look forward too. With the model show season starting to gain
momentum I would like to ask any reader who attends a show to keep an eye out for Mirage models,
photograph them, get a few details if you can, and send them to me for inclusion
peter.fearis1@gmail.com.
In this edition there is an article on the Royal Australian Air Force (RAAF) Aircraft Research and
Development Unit (ARDU) that I hope you will find both informative and enjoyable.
Mirage A3-2 of ARDU, in formation with a Macchi 323 a type that Steve flew many missions in photographing the Mirage
(RAAF Official)
Along with the ARDU feature there is further coverage of the Mirage III in RAAF service, this time
supplied by a legendary RAAF pilot, Ex SQD LDR Dave Halloran “The Hooligan”. There are also the
regular items such as the “Homage to the Mirage”, book reviews, decal reviews, Exotic colours (Mirage
III D and Mirage IIIDP) and much more to enjoy.
SIG & Show News
So the show season has started and the SIG has a few displays under its belt now. There has
been some great feedback regarding the displays and it’s great to meet so many Mirage fans.
IPMS Avon, Thornbury 4th August
Modelfest, IPMS Farnborough 14th September
IPMS Brampton, St Ives 29th September (TBC)
IPMS Abingdon 5th October
Maquette Expo, Hyeres South of France 12th & 13th October
SMW, Telford 9th & 10th November
Also as a reminder the SIG will be putting on a special display at Scale Model World 2021 to mark
the 60 anniversary of the entry into service of the Mirage (it’s only 873 days as of 24 th June). Please
th
contact Mark or Paul via email if you wish to help mirage602021smw@yahoo.com The first show of the
year was at RAF Cosford on 7th April, Mark has supplied a few photographs for the SIG to enjoy. As usual
the show had an enthusiastic feel and was attended by a good crowd.
The 1:32nd scale Mirage 50DV and the 1:48th scale Brazilian Air Force 30 Anos special were both
built by Phil Cater.
Lutz Arndt and Michael Ullmann are both members of the Plastik Modellbau Club Bodensee
(PMCB) and the Mirage SIG. They recently displayed at the Lingen Show in Germany and have kindly
sent some photographs to share with other SIG members. The aircraft were displayed on a Belgium Club
display table. The name of the club is just visible in the photo of the Dijbouti III C. The Jordanian F1EJ is
the 1:48th scale Esci kit with corrections and improvements made by Lutz. Specifically Lutz divided each
wing in half and inserted 2 mm of plastic card before re-joining the halves. The models are a mix of Lutz
and Michael’s builds and I think you would agree they look stunning. It’s good to get the chance to
display these images to the SIG, Thank you Lutz and Michael.
An annual event which the SIG also attends is the Salisbury IPMS show held on 1st June. It’s a
great little show that proves very popular giving people in the South a chance to catch up. Mark, Paul
and myself took turns to man the stand which attracted a fair amount of interest. I would also like to
report Mark is alive and well despite it being his wedding anniversary (you have a very understanding
wife Mark). Paul had the French Air Force SIG stand next to us and brought along several 1:48 th Mirage
2000 builds he is currently working on.
Quite a mixture of Mirages and other variants for the eyes to feast on!
It was also gratifying to see some very nice builds of Mirages whilst walking around the Salisbury
show.
Graham Harris has very kindly allowed us to include some photographs he recently took at the
Melbourne Hobby Expo in early June, all the builds are 1:72nd scale. Graham is a member of the Mirage
SIG Facebook group and a keen modeller. Thanks for these Graham and I am hoping with a little luck I
might be able to persuade you to be our antipodean reporter!
Mirage News
Photographs have appeared on the web and in aviation magazines of Draken International’s
Mirage F.1’s undergoing engine running tests, hopefully it should not be too long before they enter
service and we will finally get to see the colours they will be wearing.
The air show season has started and there have been some new schemes applied to the Armée
de I’Air Mirage 2000’s, hopefully we will be able to get some photographs for the next issue.
Other News
Readers will recall the mention of a 2 volume book on FAC Mirages and Panteras in the last
newsletter. The name of the company releasing these is Aviation Art & History, I have been in contact
and the Spanish language books are available via there site (there is some other very interesting stuff
there), unfortunately the English language editions are not ready yet due to the translations not being
up to their desired level.
Airmark who produce a range of modelling guide bookzines (a cross between a magazine and a book)
have just released guide number 3, IAI Kfir and F.21. There are 48 pages of full colour and it should
prove to be a helpful addition to the book shelf.
PJ Productions have announced 3 new boxing of their rendition of the High Planes Models Mirage.
These include the Mirage M-5M Elkan, Mirage IIIS/ RS and the Mirage 5M Mirsip Demo, each edition
comes with the appropriate resin items and decals.
Mark 1 Models have released 3 more kits of the Mirage in their range. Each share common runners and
are well detailed with the added bonus of 2 full kits to each box. These are ideal for fans of the Mirage
with limited space as they are to 1:144 scale and do not take up much room. Hopefully Mark 1 will
continue with the range and issue some of the more exotic variants.
If it is colourful markings you are looking for to adorn your Mirage builds then you cannot go wrong with
Syhart Decals. Designed by Sylvain Hautler this French company supplies a vast range of sheets for the
Mirage covering a myriad of anniversary and Tiger meet schemes that have adorned the Mirage family
over the years. All are extremely well researched and printed to the highest quality unfortunately they
can sell out rather quickly, however they are re-issued fairly frequently as well, the key is if you miss out
be patient and wait for their return. As an example their recent sheet depicting Peruvian Air Force
Mirage 2000’s comes with excellent reference drawings showing the external changes in the Mirage
2000 subtypes, a very useful reference. Syhart produce decals in several scales and has quite a large
range, please visit their web site at www.syhartdecal.fr to check out what’s available and what’s coming.
Scaleworx, a name that may not be recognised by many of the readers, is a South African concern that
produce a large selection of resin conversions and kits. John Weidman and his wife not only run the
company they also design and produce all the products in the range. John is a very approachable guy
and has a passion for the Mirage (great for us Mirage lovers) and this can be seen in his products.
Covering the 3 main scales 1:32nd, 1:48th and 1:72nd each product comes in a stout box with delicately
cast pale blue resin parts, instruction sheet, decals and where required a vac formed canopy. Being a
small outfit, and with Johns products being popular, delivery times can sometimes be a little long, don’t
worry they always turn up and John is more than willing to answer an queries’. For more information on
their products visit www.scaleworx.com
John has now updated the Cheetah C conversion to be used with the AMK 1:72 nd scale kit, it is
important to ensure you order the correct conversion for your donor kit.
Late news
Just a couple of items of late news to finish with.
Italeri have a 1:48th scale Mirage 2000 c in the pipeline, IT2789, this is expected to be the old Esci
tooling.
Kitty Hawk Model will be releasing a new tooled Mirage 2000 D/N in 1:32 nd scale, this should prove to
be a very popular choice.
Minicraft have announced a Mirage F-1 USAF Top Gun Aggressor? Produced in 1:144th scale this is a kit
looking forward to seeing more information on! Now if any reader out there has seen photos of ‘USAF
Top Gun Aggressor’ F-1’S please share them with the SIG, it would be most enlightening. Personally I
think this may be a typo and it’s a re-issue of the Kfir F-21.
Finally
I would like to point out to readers that the SIG has a group page on Facebook where you can
chat, post photographs and catch up on all thing Mirage, have a look and join in you will meet some
great people on there.
Last but not least I would like to extend a very sincere thank you to the following for their very
generous contributions to this newsletter:
Ex SQN LDR Dave Halloran, alias ‘The Hooligan’, for sharing his experience as a RAAF Mirage pilot.
Darren ‘Motty’ Mottram for the assistance he gave getting and supplying the photographs of the RAAF
Mirage’s.
To them, and all the others who contributed a very big and sincere thank you.
Peter Fearis
Homage to the Mirage
Welcome to the latest ‘Homage to the Mirage’, there are some fantastic contributions in this issue from
Mirage fans around the world, so sit back and enjoy!
The first is from yours truly and is linked to a feature contained in this edition of the newsletter ‘A man
of many hours’. The kit is the new 1:72nd Modelsvit Mirage IIIE finished in the colours of FLT LT Hallorans RAAF
Mirage A3-29 with additional text! To build the model as an Australian Bird the kit needed a few modifications
including the removal of the Doppler radar dome and corrections to the fin. The model was painted with a
mix of Mr Hobby and Tamiya acrylics, the text on the fuselage was hand painted.
Ian Gaskiell a member of the Portsmouth IPMS and a regular contributor to Model Airplane Monthly
has kindly submitted a selection of photographs of a recent build for the SIG to enjoy. The kit is the 1:48th
AMK Kfir finished in the ATAC scheme. For his build Ian used a resin cockpit set and resin exhaust, he also used
a metal replacement pitot tube. The model was airbrushed using Hataka ‘Orange Line’ lacquer paints and
weathered with Ammo by Mig washes and pastels. I think you would agree Ian has done a first class rendition!
All the photographs are Copyrite Ian Gaskell who has given kind permission to use them. Thank you
From Argentina I have received these excellent photographs of a 1:32nd Scale Italeri Mirage III EA. The model
was built by Fabian Mario Vera of the Argentinian IPMS. I would like to thank Sergio Bellomo for getting
permission to use them and for sending them to me.
In the words of Monty Python “and now for something completely different”. Jean – Michel Christian, a
contributor to the last newsletter, has supplied some photographs of a ‘What if’ Mirage. The kit is the old
1:48th scale Heller boxing with the following changes: a new radar nose, an in-flight refuelling probe (based
on a modified probe from a Tu 22 kit), enlarged intakes, British Phantom Jet exhausts, weapons and counter
measure pods from the spares box and a ventral tank from an Su-24. Jean-Michel has put a lot of work into
this and produced a very interesting Mirage concept.
These 2 builds, by myself link quite nicely into two of the articles in this newsletter and depict ex ARDU
Mirages in Pakistan Air Force markings. The aircraft carried this scheme for a short period only, thankfully
someone decided to photograph them. The kits are the 1:72nd scale High Planes Mirage, the paints used were
Tamiya and the decals Bright Spark.
Modelling the Mirage in 1:72nd scale –Part 2, The Kfir
Close Cousins
Having covered the Mirage III/V its now time to turn to its close cousin the IAI Kfir. The history behind
the development of the Kfir is well known so I will not cover it here, all I would say is its worth reading the
story!
Italeri
Italeri were the first company to produce a 1:72nd scale kit of the Kfir, at the time it was a perfectly
acceptable replica. It has also been re-issued in various guises over the years with modifications as required.
The first issue to be released was a C2, later with additioal parts it was released as the C.7. In this guise it
also came with decals to build a USMC aggressor. The third issue was marketed as an F.21, again with the
required parts, the latest incarnation reverts to a C.7 and F.21 boxing. with decals to build a USMC aggressor.
There is now a fourth issue which reverts to the Isreali schemes.
There are shape issues with the model that are difficult to correct and in light of other kits that have
since appeared, which are more accurate this stalwart of a kit has been superseeded.
Hasegawa
Hasegawa issued their Kfir during the mid 1990’s and it was considered at the time to be an advance
on the Italeri kit. Originally a C.2 it has also been released as a C.7 and F.21 over the years. Again some
aspects of the kit did not appear correct but it could be made into a nice model.
Revell
Recently released the Italeri mouldings make another outing under the Revell label. It was a shame
Revell had decided against designing its own variant of the Kfir but at least, for those who like the Italeri kit,
it will be readily at hand to purchase. The Revell boxing does however come with a nice set of markings,
unfortunately the kit is showing its age.
Tamiya
This is another incarnation of the Italeri produced Kfir and was distributed in Japan by Tamiya.
AMK Avantgarde
This kit is the latest of the 1:72nd scale Kfirs to find its way to the modeller and what a kit ! Its not
perfect, there are area’s that could be improved and area’s that need correcting but it’s a cracker. For the
72nd scale modeller the AMK Kfir is the must go to for many reasons. Firstly its unbelievably inexpensive for
a new tooling ! Then you have a high level of detail, numorous parts and 5 decal options ! If you add to this
the amount of stores provided within the kit you will have enough spares to arm a fleet (almost) of aircraft.
The only down side to AMK’s kit is they generally sell out very quickly and take a while for a re-stock. I really
like this kit having built several, it is also the base kit for conversion sets from the South African company
Scale Worx. These conversions include the CE/C10 and the TC, more of these later.
In part 3 we will be looking at the Mirage F.1 in 1:72nd scale, until then, happy modelling !
To mark its retirement from service the Fuerza Aérea Argentina in 2015, several Mirages were chosen
to be decorated for the occasion. A Mirage IIIDA 1-002 from Escuadron II –Grupo Aero 6 De Caza VI Brigada
Aérea – Tandil 2015, was painted in a beautiful representation of the National flag.
The photograph below was supplied to the SIG by Sergio Bellomo, unfortunately Sergio didn’t give details of who
built it. It was taken at the 33rd Model show and contest organised by IPMS Argentina Mar del Plata. A stunning
model of a stunning Mirage!
I would like to express my thanks to Syed Zohaib Zaidi for allowing the SIG to show his splendid
photographs of Mirage IIID 67-302 and supplying some background details.
In 2017 to celebrate 50 years of the Mirage being in service with the Pakistan Air Force (PAF) an
aircraft from each Squadron was chosen to mark the event. On 67-302 the design was restricted to the tail
area and depicts stylised flames (not dissimilar to a rising Phoenix) with a pair of Mirages climbing away.
After an overhaul and completing maintenance at the Kamra Facility 67-302 joined No 7. Squadron “Bandits”
where the Anniversary markings were applied.
GAF Mirage IIIO A3-84, 3 Squadron, Butterworth. Photo via the web (RAAF Official)
When I joined the ‘Friends of the RAAF Mirage IIIO’ group on Facebook I was indeed a fortunate
fellow! The members of the group are knowledgeable, friendly, full of pride, extremely witty and one could
say “In love” with the Mirage. It is to all these guy’s that I send a sincere thank you to for helping spread the
word.
Birth of a Legend
At the beginning of the 1960’s
the RAAF was in need of a replacement
for its ageing Avon Powered CA-27
Sabre’s. To move into a new era they
would need a more sophisticated
aircraft to defend the sky above
Australia.
Initially five types were
considered for this role; EE Lightning,
Republic F-105, Northrop F-5,
Lockheed F-104 and the AMD Mirage
III. After a period of consideration the
A3-69 75A3-69,
SQN 75 SQN Photographer
Photographer Unknown Unknown
list of contenders was reduced to just
two, the F-104 and Mirage III.
Difficult Birth
A report was produced and submitted to the Federal Cabinet recommending the acquisition of the
Avions Marcel Dassault (AMD) Mirage as the replacement for the Sabre and, on 22nd November 1960, the
Cabinet endorsed the selection cementing the Mirages place in the annals of RAAF history.
With the go ahead given by the Federal Cabinet the acquisition of the aircraft was put into motion. A
team of six serving RAAF Personnel and two civilians, Group Captain R.T Susans, Wing Commander Rowland,
SQD LDR Jordan, FLT LT O’Brien, Howie and Grantham and Mr Darling and Turner. On 29 th January 1961 the
team departed from Sydney to make the long flight Paris, France. Over the next few weeks the team settled
in to Parisian life and set about making headway not only with their personal wellbeing but also establishing
a strong relationship with their French counterparts.
Although the decision had been made to replace the Sabre with the Mirage certain aspects had not
been decided upon such as the power plant. There had been an opinion the Mirage should be powered by
an Avon engine, this was twofold, firstly because Avon engines powered the Sabre and familiarity would be
an assist with maintenance transitions in the future, secondly there was pressure from certain quarters to
carry on using it. Another concern was the language barrier! This barrier initially proved to be valid and
although great steps were taken to resolve it there were occasions when eyebrows were raised. On the
whole the language issue was approached in a most professional manner with the Australians involved in
the project tacking courses in French. Negotiations regarding the requirements for the Australian Mirage
continued with a great deal of professionalism. In regards of the power plant, Avions Marcel Dassault even
accommodated the request to fit the Avon engine into a modified airframe. The first flight of the Avon
powered Mirage took place at Villa Roche on 13th February 1961, with testing continuing there and at other
locations until the end of April by which time 45 flights had been made. Around the same time the first flight
was made of the Mirage IIIE fitted with the SNECMA Atar 9C. Information from both test programmes were
analysed: take-off performance, rate of climb and range. It was found that there was no significant
improvement with the Avon, and at altitudes above 40,000 feet the Avon was in fact inferior! This was
however not the only factor that led to the decision to power the aircraft with the Atar engine, it was lighter,
cheaper to produce, easier to manufacture and easier to maintain. With the initial discussions concluded,
and with due ceremony, on 30th March 1961, three months after arriving in Paris, contracts for the first batch
of aircraft were signed, thus starting a relationship with “The French Lady” that would last for over a quarter
of a century.
This however was not the end of the requirements for the aircraft, avionics systems, weapon systems,
manufacturing rights and technical drawings costs needed to be finalised. When these factors had finally
been agreed work started to progress at pace both behind the scenes and on the front line. Pilots,
technicians, both Australian and French, worked hard together learning and developing not only Australia’s
new front line defender but also building a strong friendships. One area not considered until the production
of manufacturing drawings had been arranged was at the time a troublesome issue, France was Metric and
Australia used Imperial measurements. Getting to grips with these new-fangled metric dimensions was
something technicians would have to do (Australia had already planned to go Metric in the future). The
language barrier also continued to raise its head from time to time with translations on occasions not making
sense, furthermore when younger members of the team arrived from Australia there level of competence
in the French language was lower therefore adding to the issue. In an attempt to resolve this professional
translators were employed by AMD to ease the situation, unfortunately they were part time and few
possessed any engineering or aeronautical knowledge. With hard work and dedication these young men of
the RAAF overcame the issues, toiled away day on day eventually resolving most of the problems whilst
officials got to work finalising additional requirements.
The 9th March 1963 was to be a momentous day for all concerned, it was the first time that the RAAF’s
new fighter would be seen in the air. On a foul day at Villa Roche, South East of Paris, Jean- Marie Saget
would take Mirage III O into the sky for the first time. Performing an impressive low level display that thrilled
the watching members of the Australian team the aircraft landed and taxied back to the hanger. After several
speeches and drinking of Champagne, Monsieur Vallierers, President of AMD, handed over a parchment
scroll handing the aircraft officially to the RAAF (This scroll was on the wall of the crew room at Williamtown).
Production of the new aircraft was to be carried out in Australia with the exception of A3-1 and A3-
2 that were built by AMD, A3-2 was to be used as a pattern aircraft. Ironically A3-1 crashed near Avalon on
7th December 1964 whilst in a stall/spin, the pilot, Squadron Leader Tony Svensson (RAF) ejected at high
speed and fortunately survived although badly injured, A3-2 on the other hand is still flying today (2019)
albeit in the colours of the Pakistan Air Force (PAF).
Above. A3-2 the second RAAF Mirage III O was the longest serving, her service time was spent with the Aircraft Research
and Development Unit (ARDU) until retirement and subsequent sale to the PAF where she still serves. (Photo Graeme Reid)
Production
It had always been the intention that the new fighter for the RAAF would be produced in Australia.
Responsibility for the production of the new fighter was to be given to two very experienced and established
companies, Government Aircraft Factories (GAF) and Commonwealth Aircraft Corporation (CAC). Both GAF
and CAC were located at Fishermens Bend. GAF was to be the prime contractor manufacturing the fuselage
whilst CAC would produce the wings, fin, rudder, tail cone and engine. Once fabricated the major items
would then be transported to Avalon where assembly, fitting out, function testing and flight testing would
be carried out. To allow time for production planning, jig assembly and the training of staff a lead in supply
of components was to be supplied from France and this would include two complete airframes.
With everything in place, work began in 1964 to produce the aircraft in Australia. The planned
production would be for 100 (including the Dassault built aircraft) IIIO single seaters and 16 IIID dual seat
aircraft with delivery to the RAAF commencing in 1964.
YEAR 63 64 65 66 67 68
QTY 1 9 20 22 33 24
Into Service
The first unit to receive the Mirage was 2 OCU (Operational Conversion Unit) on 26th February 1964
when it received A3-3 (A3-3 was officially handed over to the RAAF in December 1963). The task for the unit
would be to develop and put into
place the training syllabus for the
air force and future Mirage pilots.
Initially the aircraft delivered to
the unit were III O single seaters,
the first dual seat being A3-101,
this arriving in November 1966.
In January 1965 75 SQN
began their association with the
Mirage when its first IIIO arrived.
At this point in time all RAAF
Mirages were delivered in natural
A3-33 2 OCU Photographer Unknown
metal, however this was found to
One of the preserved examples of the Mirage finished in 76 SQN colours Photo courtesy of Andy Binks
After the withdrawal from service the aircraft were put into storage at Woomera awaiting either
disposal or a purchaser. Pakistan came forward as a potential buyer for the aircraft and after much
negotiation a contract was signed. The aircraft were to be shipped by sea to Pakistan, there they would
undergo a full overhaul and upgrade, before being handed over to the Pakistan Air Force (PAF). Some of
these aircraft are still in operational use today (2019), indeed A3-02 is one of those, this must surely make
her one of the longest serving fast jets in the world!
I hope that you have enjoyed this piece and found it informative. Thank you to all those who have
helped and given encouragement. If you wish to find out more on the RAAF Mirages I would like to suggest
the following books:
The RAAF Mirage Story compiled by Wing Commander M.R.Susans
Mirage IIIO Colours and Markings by Paul Mason and Darren Mottram.
SQN LDR Dave Halloran a man of many hours
Ex Squadron Leader Dave Halloran is without doubt a Mirage legend within the annals of the Royal
Australian Air Force (RAAF), he is one of the few (7) Mirage pilots to exceed 3000 (3121.8) hours flying time
on the type. He was also the pilot of a reconnaissance mission that was steeped in controversy that would
ultimately contribute to a change in the Australian constitution.
Ex SQN LDR Dave Halloran in his flying gear posing in front of Mirage IIIO (A) A3-9, 75 SQN for an official photograph
(Photograph courtesy of Dave Halloran).
Born in 1950 he was the youngest of the siblings born to Stan and Dorothy Halloran, and it would
seem that flying was in his blood. Stan Halloran was a pilot serving with 234 Squadron in Europe during WW
II flying Spitfires, Hurricanes and Mustangs. Following in their father’s tradition both Dave and his older
brother Jim joined the RAAF, both having a distinguished career all be it in different areas, Dave becoming a
pilot whilst Jim spent most of his 24 years in Air Movements.
Joining the RAAF in January 1968 as a member of 21 RAAF Academy Course, Dave Halloran began
his long path that would eventually lead him to becoming a Squadron Leader. Graduating in December 1971
he moved onto 84 Pilots Course, initially at Point Cook, where he flew Winjeels, and then onto Pearce flying
Macchis. Receiving his wings in March 1973 he was posted to 2 OCU at Williamtown for his introductory
fighter course, again on Macchis. Upon completion Dave Halloran commenced his Mirage conversion
training and the beginning of his relationship with ‘The French Lady’ that would last until 1986. FLT LT
Hallorans first operational posting was to 77 Squadron at Williamtown for a 9 month period. By January 1975
he was on the move again, this time to join 3 Squadron based at Butterworth in Malaysia. Later that year he
was to have the good fortune to be posted to Cranwell for a Weapons Employment Course giving him the
opportunity to catch up with Uncles, Aunts and sundry cousins. In May 1977 he was again posted back to
Williamtown for a Fighter Combat Instructors course at 2 OCU. In what could be seen as a strange twist of
fate he failed the course, this did however start a new chapter in Dave Hallorans career.
A3-58 was one of Dave’s Mirages bearing his name (Photographs courtesy Graeme Reid)
Having been unsuccessful on the FCI course Dave Halloran was to begin a tour with 77 Squadron that
would last almost 6 years as a Squadron Pilot and in his own words “it was most enjoyable! For me Squadron
life was my personal Shangri La”. Whilst serving with 77 SQN, Flt Lt Halloran was to fly Mirage A3-58 which
carried his name. Unfortunately on 2nd May 1980, whilst being flown by Graham Butterworth, A3-58
encountered an undercarriage failure and the pilot ejected. Losing his aircraft, Flt Lt Halloran was eventually
to have his name applied to another Mirage A3-29. This did however take a very long period to achieve and
a great deal of pleading by him with the maintenance crews. Their reluctance was entirely due to the belief
that it would be a wasted exercise as he was soon to be posted. This did not happen though for 2 years and
8 months. Finally their resilience was worn down and they applied not only his rank and name, Flt Lt Halloran
but his nickname “The Hooligan” to the aircraft, not in what could be deemed as the correct format, but in
approx. 1 metre high letters painted with yellow distemper! Along the port side was FLT. LT. HALLORAN
whilst the starboard side read “ALIAS THE HOOLIGAN”, there could be no doubt as to who the pilot was!
Could this possibly be the reason why SQN LDR Halloran got his nick name! The flypast took place on 20th September 1982 at the
Learmonth bombing range. The aircraft was A3-116 and the IAS (Indicated Air Speed) was around 250 knots at a height of about
20 feet, hence the high angle of attack. The gent in the photograph on the left must have been very glad he had ear defenders on!
Seen on display at an open day at Williamtown A3-58 is carrying Sidewinders on the outer wing stations, supersonic
tanks on the inner stations and a Matra R530 missile on the centre line store (Photographs courtesy Graeme Reid)
Above is an extract of SQN LDR Hallorans log book showing the record of his flights for the 6-8th April 1983 with the
infamous ‘Franklin Dam’ mission entered on the 7th. A very sincere thanks to Dave for sending this to share with the
members.
The Franklin Dam
The Tasmanian Dam case is the most famous and influential environmental law case in Australian
History, and was also a landmark in Australian constitutional law.
In the late 1970’s a proposal was tabled by the Tasmanian Hydro-Electric Commission (owned by the
Tasmanian Government) to build a hydro-electric Dam on the Gordon River, this was to become known as
the ‘Franklin Dam or the Gordon-below-Franklin Dam’. With this large construction completed a large section
of the Franklin River area in the South-West would have been flooded. In 1982 however the World Heritage
Committee, due to its diversity in flora and fauna, declared the area a ‘World Heritage site’. This listing alone
would not stop the construction of the Dam as Australia was not signed up to international law regarding
the environment and the current Federal Government would not act.
Above illustrates the area that would have been effected by the Dam had the construction been finished
(Illustration via the internet Public domain)
In 1982 protests rapidly grew both in Tasmania and the mainland regarding the impact the
construction of the Dam would have on the area. Amidst all this the Tasmanian Government passed laws
that would allow the Dam to be built and preliminary work commenced on the proposed site.
During the Australian Federal elections of 1983 Bob Hawke, leader of the Labor party promised, that
if elected, the Labor party would intervene and stop the construction of the Dam. Consequently the Labour
Party won the election and it subsequently passed the ‘World Heritage Properties Conservation Act 1983’
into law, this together with the ‘National Parks and Wildlife Conservation Act 1975’ gave the Federal
Government the legal right to prohibit the works within the area under threat in Tasmania. The Tasmanian
Government challenged the actions taken by the Commonwealth Government and refused to halt the
construction of the Dam. Court proceedings commenced in the High Courts for an injunction and validity of
its laws on 4th April 1983 with the provision that all works should be stopped whilst the hearing was being
held. To confirm that the Tasmanian Government was complying and work was suspended the Royal
Australian Air Force was ordered to carry out a reconnaissance flight over the area.
“That Dam Sortie” In SQN LDR Dave Halloran’s words
On the 7th April 1983 I was to fly A3-57 from Williamtown (near Newcastle) on what I had thought
was a routine reconnaissance sortie to the Franklin River Dam site in Tasmania. The newly elected Federal
Government had ordered work to cease at the site and the purpose of my mission was to make sure that
the Tasmanian State Government was complying. Initially an RF-111 from Amberley (near Brisbane) was
tasked but none were serviceable, so 77 SQN was given the job as we had PR capability. I might add that the
RF-111 was much more suited to the task, having such luxuries as two engines, lots of fuel, multiple cameras,
navigation aids and a travelling companion for the pilot if he became bored. At the time we were doing air
to air gunnery so the aircraft had to be reconfigured with the PR nose cone, camera switches and drop tanks.
Even with the drop tanks fitted (I recall two supersonic wing tanks and a centre line tank - the difference in
capacity in this configuration and carrying two large wing tanks was minimal) the distance involved required
me to stage through Avalon (near Melbourne) both ways to refuel. The sortie to Avalon was uneventful until
I taxied into the flight line where the brakes promptly failed. My first thought was that this was the end of
my task as events usually moved slowly at Avalon. Fortunately Mirages were overhauled there so the
expertise was on hand to carry out the required repairs. With time on my hands I went to find some
sustenance wondering if I would get back to Williamtown that day, much less fly the mission to Tasmania.
Needless to say I was quite surprised to find on my return that the aircraft was refuelled and the brakes
repaired! I should have realised then that this was no ordinary sortie.
The flight across the Bass Strait via King Island was as uneventful as could be expected with only one
engine and lots of cold water underneath. The
weather in the Macquarie Harbour area was very
poor with heavy rain and low cloud so I had to
descend to very low level to get under it. As a
result I had to carry significant IAS (Indicated Air
Speed) up the Gordon river valley in case I needed
to reach Safety Height in a hurry. Fortunately the
weather improved somewhat near the dam site
and I was able to reach 1000 feet for the photo
run (in an email I was sent by Dave he recalled a
time when flying a recon sortie when, due to the
proximity of the camera switch, he had
inadvertently used a whole cassette of film before
finishing his climb). With the run complete I
returned the way I had come, refuelled at Avalon
and returned to Williamtown, I remember feeling
very tired on the final leg as it had been a long day.
A few days later what I had done became
headlines. Whilst taxying a Winjeel out to go to
Richmond (near Sydney) I was ordered to return to the lines immediately, shut down and report to the Group
Captain Air Staff Officer. Wondering what atrocity I had committed I did so where upon I was ordered to
hand over all my flight documentation from the Franklin River Dam flight. The Squadron also had to hand
over all the prints and destroy the negatives. It transpired that the prints and documentation were required
by Operational Command and I assume they were then presented to the Senate Inquiry that ensued.
Personally I thought that was the end of the matter until about a week later when a large envelope arrived
from ASIO. I wondered how I could have upset the Australian Security Intelligence Organisation but after
recent events I figured anything was
possible! When I examined the
contents I discovered it had come
from the Squadron Engine Fitters
(Sumpies) and contained a beginners
guide to spying. They were obviously
unhappy with my performance and
felt they could provide the necessary
guidance and training for any future
missions I might fly. I also learnt that
ASIO stood for Australian Sumpies
Intelligence Organisation which was
news to me!
A few days after my sortie to
the Franklin Dam site an RF-111 from
Amberley photographed the site Above is a photograph taken of the area where clearance for the Dam construction
from 20000 feet in perfect weather as had started (Photo Official Government Photograph).
the task had not been cancelled.
Needless to say their photos were much better than mine!
Thus ended my role in the Franklin River Dam saga.
The Outcome
With the evidence in hand the High Court deliberated its judgment between May and June 1983. A
few weeks later, on 1st July, the High Court in a 4:3 split decision upheld the validity of the Commonwealth
laws and thus prevented the dam proceeding. This decision had enormous significance regarding the extent
of the Commonwealth powers to make laws under the Australian Constitution, including its power to make
laws to protect the environment. The legal debate over the extent of the “external affairs” power continued
for many years in a series of High Court cases with the external affairs power prevailing. Today a large part
of Australia’s main national environmental law, the Environment Protection and Biodiversity Conservation
Act 1999 have been ratified on the constitutional validity of the Tasmanian Dam case, a moment in time in
which SQN LDR Dave Halloran had a part!
I would personally on behalf of myself and the Mirage SIG like to express my sincerest thanks to Ex
SQN LDR Halloran (Dave), his brother Jim (who put me in contact with Dave) and all the people who have
assisted me in putting together this enjoyable piece.
Peter Fearis
The origins of the Aircraft Research and Development Unit (ARDU) can be traced back to December 1941
and the establishment of the Special Duties and Performance Flight (SDPF). Based at Laverton, Victoria, the unit
was set up to evaluate the performance of types in service and captured enemy aircraft. Feeling a need to
expand their portfolio to meet operational requirements the unit was reformed as No 1 Air Performance Unit
(1 APU) in December 1943, carrying out flight trials of new aircraft and testing aircraft modifications.
During World War 2 trials were carried out on aircraft such as the Spitfire, Beaufighter, Beaufort and the
indigenous Boomerang. These trials consisted of various aircraft modifications including gun, radar and
bombsight installations. Several Japanese types were also evaluated including the Ki-43 (Oscar) and Ki-61
(Tony). Having proved to be a valuable asset, post War the Unit continued to be involved testing, mainly the
next generation of aircraft. Amongst the types evaluated was the indigenous CA-15, Gloster Meteor Mk 3, Avro
Lincoln Bomber and the De-Havilland Sea Hornet.
In September 1947 the Unit was again renamed and expanded to its now familiar name ARDU, with
detachments operating in Victoria, South Australia and New South Wales. The following year, in October, ARDU
moved its Head Quarters back to Laverton and set up three detachments based at other locations, these were;
Detachment A at Mallalla, South Australia, Detachment B at Richmond, New South Wales and Detachment C at
Edinburgh, South Australia.
The Mirage was a stalwart of ARDU for many years until its retirement, its place now taken by the F/A-18 (RAAF Official)
By February 1977, all ARDU detachments had been relocated to Edinburgh, South Australia, from where
it continues its role of testing and evaluation for the RAAF. In 2003 ARDU was re-formed into the AIR Warfare
Centre (AWC), incorporating several additional support roles including flight testing. On 14TH January 2013,
ARDU established a detachment at Amberley, Queensland. Today the unit continues to give a resolute service
operating the latest aircraft whilst continuing to push the development envelope. The Mirage served ARDU
proudly until its retirement, giving sterling service and has now been superseded by the F/A-18 Hornet.
A3-105 Loaned to ARDU on
several occasions she was lost on
26th April 1984 during attachment
to 2 OCU whilst participating in
Exercise ‘Pitch Black 84’. The
wreckage was recovered and put
on display in Darwin, Northern
Territory. (RAAF Official)
The Mirage was a stalwart of ARDU for many years until its retirement, its place now taken by the F/A-18 (RAAF Official)
By February 1977, all ARDU detachments had been relocated to Edinburgh, South Australia, from where
it continues its role of testing and evaluation for the RAAF. In 2003 ARDU was re-formed into the AIR Warfare
Centre (AWC), incorporating several additional support roles including flight testing. On 14TH January 2013,
ARDU established a detachment at Amberley, Queensland. Today the unit continues to give a resolute service
operating the latest aircraft whilst continuing to push the development envelope. The Mirage served ARDU
proudly until its retirement, giving sterling service and has now been superseded by the F/A-18 Hornet.
A3-105 Loaned to ARDU on
several occasions she was lost on
26th April 1984 during attachment
to 2 OCU whilst participating in
Exercise ‘Pitch Black 84’. The
wreckage was recovered and put
on display in Darwin, Northern
Territory. (RAAF Official)
A3-2 in its earlier scheme of Golden Yellow and Deep Bronze Green, considered by many to be the most attractive
(Photographer Unknown).
RAAF Mirage A3-2 at the RAAF’s Aircraft Research and Development Unit (ARDU)
High Speed Cine Camera Operations for Airborne Cine Photography
Author – Steve Alder, Ex RAAF ARDU photographer and OIC ARDU Photo Section, 1976 to 1980.
A3-2 as she arrived, in the original finish of natural metal, April 1964. This photograph was taken prior to the application of one of
the more recognisable schemes she later carried. (RAAF Official)
Mirage A3-2. Fitted with the centreline-mounted camera tank, two outboard mounted supersonic camera pods and the distinctive
photo nose cone. (RAAF Official)
Depending on the requirements for each particular test flight up to fifteen high speed cine cameras could be
mounted in a variety of locations within and on A3-2 using highly modified camera pods and tanks. More
often than not the standard radar nose cone was replaced with a camera nose cone and this enabled
photographing the entire underside of the aircraft. This was achieved by having a 1P cine camera mounted
vertically with the lens viewing through a forty-five degree optically flat mirror. The camera’s lens and the
mirror were protected by an aerodynamic fairing. Additionally, four cameras could be mounted horizontally
in the cone to view outwards.
On the centreline fuselage station, a highly modified
long range 1,700 litre fuel tank that could carry up to
six outward-looking cameras was often used. This
particular tank was modified at ARDU with two large
camera windows on either side of the tank and also
horizontal camera mounting plates. These cameras
positions provided additional underwing coverage.
On the outermost under-wing stations a small French
manufactured supersonic camera pod could be
mounted. These pods usually carried the smaller 1VN
cameras to look inwards under the aircraft.
Sometimes, the modified long range fuel tank was carried on one of the under-wing stations. Before a flight
all cameras were tested to ensure correct operation. For correct alignment of the camera lens angle of view
a bore sight tool was used. This tool consisted of a dummy magazine fitting together with a long fibre optical
fibre wand that provided an image of exactly what the lens was viewing. Sometimes a clinometer instrument
was also used to set the camera(s) downward angle to view underneath the aircraft to capture the target.
Exposure settings on the various cameras were generally based on previous settings. Experience, quickly
learnt, showed that the lighting conditions high above clouds were exceedingly bright and far away from
lighting conditions at ground level.
Mirage A3-2 also had a flight data recording instrument that carried a paper trace medium. The recorder was
housed just behind the cockpit. This recording instrument was loaded with either 70 mm colour, for multiple
trace read-outs, or black and white roll sensitive paper for more simple read-outs. ARDU photographers were
responsible for loading the magazine and processing the trace paper.
A3-2 seen carrying RPK wing tanks with 500 lb. bombs (RAAF Official)
Air To Air Cine Photography
The skills required for airborne cine photography could only be obtained by much experience in the confined
operating environment of the chase jet aircraft’s cockpit. All photographers commencing work at ARDU were
required to undertake ejection seat training and hypoxia experience. Usually, air-to-air cine photography of
A3-2 was conducted using ARDU’s dual seat Mirage, but sometimes a dual seater Macchi trainer chase aircraft
was used for this work. The operating environment for the photographer was unique and required the
operator to be totally familiar with the role of correctly filming and recording the test procedure. The words:
preparedness, situation-awareness, confidence and skill all contributed to ensuring that good filming results
were achieved.
Once airborne, and in the cramped comfort of the back seat cockpit it was always necessary to thoroughly
check your camera equipment and go through your mind the pre-flight briefing on what will, or could happen.
Most photo chase sorties were conducted with the photographer using the smaller Photo sonic 1VN camera
using a framing rate of up to 200 fps and this camera had an open sighting system that provided proper
sighting alignment with the camera lens’s field of view. A hand grip was also mounted to the camera.
Processing the cine film was almost always conducted within ARDU’s photo section using specialist roller
transport processors for black and white film or specialised large spiral tanks for colour film. Sometimes, bulk
quantities of colour film were processed off-site in commercial laboratories if large volumes of film were used
and required a quick turnaround.
The following piece by Steve relates to his first flight and operation from a Mirage.
My first flight in ARDU’s dual seat Mirage, A3-111, last week, was a one hour familiarization flight that gave
me a good understanding of this jet’s rear seat cockpit environment. I experienced a totally new awareness
and learning experience in this aircraft, watching fast spinning instrument dials and numbers on the cockpit
instrument panel, the feeling of enormous power and acceleration, particularly on take off, and the jet’s
incredible agility during some reasonably active aerobatic manoeuvres. Tomorrow I was assigned to conduct
air-to-air high speed cine photography from this same aircraft and I was now fully prepared for my first photo
cine task from this dual seat Mirage jet.
ARDU had been tasked to test and evaluate a French manufactured Secapem towed air-to-air target banner
system. The banner, together with its very long and strong rope, was housed in a canister that was centreline
mounted underneath Mirage A3-2, ARDU’s primary Mirage test aircraft. Following the release of the banner
from the canister it would take approximately one minute to reach its trailing position, some three hundred
meters behind the tow aircraft. My task was to film the unfurled banner at close range to record the flight
characteristics of the banner at varying speeds. Also, we would fly very close to A3-2 to observe and film the
position of the rope in relation to the Mirage’s rocket bay area at the underside rear of the aircraft during
different towing speeds. Onboard A3-2 were two inwards looking Photosonic 1VN high speed cine cameras
mounted in supersonic camera pods that were carried on the outermost station under each wing. These two
cameras would provide cine coverage of the banner release from the canister.
During the past eight months, since my arrival at ARDU, from RAAF Richmond, I had flown in many rear seat
and side-by-side photo sorties in a number of ARDU’s aircraft, including the CT-4 trainer, DC-3 Dakota, the
Macchi jet, the Canberra bomber and also the units Iroquois and Kiowa helicopters. I now considered myself
proficient in the task of air-to-air photography, using both still and cine cameras.
My preparation for tomorrow’s task began during the preceding afternoon with the careful, and time
consuming, loading of many camera magazines with black and white reversal 16 mm film. I would take three
one hundred foot magazines with me and the other two magazines were for the inward looking under wing
pod mounted cameras mounted on A3-2. I also loaded the big paper trace magazine that would record all the
readouts from the many on-board flight data sensors on A3-2.
Tomorrow had finally arrived and the day started with me attending the usual daily morning unit briefing at 8
am. This briefing that was always attended by ARDU’s test pilots, other aircrew support personnel,
engineering, armament, and many other specialist personnel. For me it was a somewhat of a real eye opener
to see the briefing procedure that included various updates on ARDU’s current test projects, and also a
detailed briefing by a person from the local meteorological section who gave us a very clear picture of today’s
weather and the forecast for the next few days.
A3-111 was to be Steve’s office during the Secapem test flights, and one he would become familiar with. (RAAF Official)
ARDUs jets were based at Avalon, a thirty minute drive south of Laverton. Just after our arrival at Avalon, a
short discussion between the two test pilots and me was conducted to ensure that everyone knew exactly
about this morning’s one hour test flight. I loaded both underwing Photosonic cameras in the under wing
pods and triple checked that they working correctly and an instrument fitter gave me a hand to correctly load
the paper trace magazine.
Just before I made my way to the safety equipment section I had a really close look over A3-2. The jet seemed
to be alive and itching to get airborne, with all sorts of subtle electrical-type groaning noises coming from the
different areas of the aircraft. I soon realized that this test jet was somewhat unique, having so many active
sensors installed throughout the aircraft to record flight data information. I ran my hand along the sharp
leading edge of the wing and the wing tip to quickly realize the slickness of this “French Lady”.
It took me twenty minutes to change into my flying clothing gear that included a flying suit, high lace-up strong
leather flying boots, anti-gravity G suit, a Mae West personal floatation vest and a good fitting helmet with a
visor. A necessary check of the proper functioning of the tightly fitted oxygen mask with its long and flexible
tube concluded my preparation before climbing up the ladder and into the rear seat of the dual seater Mirage.
I was handed my loaded cine camera and two extra film magazines and after I double checked that the camera
was working correctly we were set to go and taxied out following A3-2.
After getting airborne it took approximately ten minutes, at speed, to reach the designated test area and we
positioned our chase aircraft three hundred metres behind A3-2 at an altitude of 3,000 meters. This was
roughly where the banner would appear and unfurl. We listened to the countdown release call from A3-2 and
then waited for the banner to appear. Our positioning was good, as the banner unfurled within fifty metres
of our aircraft. We then flew adjacent and below the target banner while I filmed the banners flight
characteristics at varying tow speeds. We then flew quickly forward for me to film the tow rope in relation to
its proximity to A3-2’s rocket bay area, at the very rear underside of the aircraft. I found it somewhat amazing
how my pilot manoeuvred so quickly and skilfully to allow me to be in the best position to film this area of A3-
2.
We returned to Avalon and it was now necessary to unload the two underwing camera magazines on A3-2
and also the large paper trace magazine. I had ended up with 500 feet of exposed cine film and a lengthy roll
of paper trace. Processing the film and trace using roller transport processors took me all that afternoon back
at Laverton. I was very pleased with my camera work when I viewed each of the rolls of film and knew that
the test pilot project manager would also be pleased. My first air-to-air camera work task in a dual seat Mirage
had been a complete success.
A3-1 (Built in France) crashed 7th December 1974. Test pilot Tony Svennson (RAF) ejected supersonic at 750
knots at 7,000 feet altitude near Avalon, Melbourne, Victoria. He was badly injured with multiple burns.
A3-2 (Built in France) served at ARDU during the period 1969 to 1988. When retired the aircraft was sold to
Pakistan and was still serving with the air force in 2019. Interestingly it carried the Orange and White scheme
for a few months whilst serving with the PAF, it also carried the Pakistani National markings.
A3-4 Last flown 3rd August 1972, crashed at Avalon
A3-12 Withdrawn from service late 1988 with 4214 airframe hours. Now serving with the Pakistani Air Force
(PAF) as 90-512
A3-16 Last flown 24th October 1974, damaged at Tullmarine.
A3-53 Withdrawn from service September 1988 with 3895 airframe hours. Now serving with the Pakistani Air
Force (PAF) as 90-553.
A3-76 Crashed 3rd May 1984. Undercarriage malfunction. Test pilot Tracy McCormick ejected safely near RAAF
Edinburgh, South Australia.
MIRAGE IIIO A3-76 was one of the stalwarts of ARDU and is seen here carrying the Secapem towed air to air target
on the centre line. (RAAF Official)
Mirage IIIO A3-2 displaying the very attractive White and Orange scheme this could be the longest
serving Mirage in the world, after retirement from ARDU she was sold to the Pakistani Air Force.
(Photographer Unknown)
Mirage IIIO (F) A3-12 was delivered to the RAAF in 1965 and initially served with 75 and 77 SQD’s. Near
the end of her career the aircraft was over stressed during low level tactical exercises and required major
work after which she was assigned to ARDU. As a swansong A3-12 was the last RAAF Mirage to perform
a public display at the Richmond Air Show in 1988.
(Photo via Darren Mottram)
Mirage IIIO (F) A3-76 during weapons trials of GBU 82 Guided bombs attached to RPK 10 tanks. The
centre line pod was a converted fuel tank and housed camera equipment for filming the drops. Also of
interest is the panel covering the gun bay in a two tone colour. (RAAF Official)
Mirage IIIO (A) A3-53 parked up alongside A3-2. Of particular interest in this photograph is the styling of the lettering
in the ARDU badge, the letters are bolder than normal. This bold variant was used on only this particular Mirage and
was applied towards the end of the Mirages time with the unit.
(Photo Darren Mottram)
Copyright Turtle
Copyright Turtle
Copyright Turtle
Mirage IIIO (F) A3-21 of 3 SQN,
Butterworth, Malaysia looking
pristine in its standard three
tone camouflage. A tarp has
been placed over the equipment
bay behind the canopy
presumably to help keep the
temperature down. A3-21 also
served with 2 OCU and 75 SQN
during its time with the RAAF,
retired in 1988 the jet was
subsequently sold to Pakistan.
Photo supplied by Darren Mottram
Copyright Turtle
Mirage IIIO (A) A3-89 seen here in the
markings of 3 SQN based at
Butterworth, Malaysia. Later in her
service A3-89 was transferred to 75
SQN and was lost on 21st June 1985
when flown by FLG OFF Davidson
during a night interception mission of
Darwin she flew into the sea.
Tragically, FLG OFF Davidson was
killed.
Photo supplied by Darren Mottram
Copyright Turtle