{"id":7092,"date":"2023-04-17T12:00:13","date_gmt":"2023-04-17T11:00:13","guid":{"rendered":"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-102\/?p=7092"},"modified":"2023-06-03T07:57:05","modified_gmt":"2023-06-03T06:57:05","slug":"with-a-license-to-spy-and-a-quiet-retirement-in-argentina-mirage-iii-shahak-cj-34","status":"publish","type":"post","link":"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-102\/with-a-license-to-spy-and-a-quiet-retirement-in-argentina-mirage-iii-shahak-cj-34\/","title":{"rendered":"The Israeli spy that retired in Argentina: Mirage III CJ.34<\/b>"},"content":{"rendered":"

Our protagonist was an Israeli Air Force (Heyl’ha Avir, H’HA) fighter aircraft that shone in the Arab-Israeli conflicts between 1964 and 1982, carrying out innumerable tactical and strategic reconnaissance missions over enemy territory armed with equipment and cameras installed within a variety of increasingly voluminous (and complex) “noses” contributing to Israel’s security in a noteworthy way.<\/p>\n

In 1983 it was sold to the Argentine Air Force (Fuerza A\u00e9rea Argentina, FAA) to replace some of the losses from the South Atlantic Conflict a year earlier, its flight history in Argentina becoming routine and it ended up becoming a pale shadow of its past in Middle East.<\/p>\n

\"Tarmil<\/a>
Artist’s conception depicting #798 with “Tarmil\u201d nose as purportedly worn since delivery in 1964 through the Six Day War in 1967 (art work: Javier “Javo” Ruberto\/Perfiles en Detalle).<\/i><\/figcaption><\/figure>\n
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Built at Marcel Dassault’s factory in Bordeaux-M\u00e9rignac (France) as a Mirage IIICJ(R) under construction number CJ-34, it was assigned H’HA serial number #798 when delivered in 1964.<\/p>\n

Mirage IIICJ transfer flights between France and Israel were carried out by majors Danny Shapira and Ran Ronen, on “ferries” designated as Operation Zola<\/strong> I to XV.<\/p>\n

\"Tarmil\"<\/a>
Initial photo-reconnaissance equipment comprised a Zeiss RMK 15\/23 camera for vertical photography in a cone fully interchangeable with the original Mirage IIIC nose section (photo: via Amos Dor).<\/em><\/figcaption><\/figure>\n
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Initially assigned to 119 “Tash’im” (Bat) Squadron, #798 landed at Tel Nof Air Base (along with its sister ship #799) on 03\/09\/1964, on a “ferry” flight from France with stopover in Corsica, at the end of operation Zola XIII<\/strong>.<\/p>\n

Once on Israeli soil, it began an intense flying career in defense of the Jewish State, launching her first reconnaissance mission on 07\/08\/1964.<\/p>\n

\"Six<\/a>
Two images illustrating the kind of work performed by #98 during the Six Day War (06\/1967). Left: A Mirage IIICJ (R) caught while picturing three Egyptian Mikoyan MiG-21 fighters destroyed at Inshas air base north of Cairo during Operation \u201cMoked\u201d on 07\/07\/1967. Right: A dramatic photo of the Great Pyramid Giza, to the west of Cairo, taken by a Mirage IIICJ (R) hours after the end of the war (photos: Israeli Air Force).<\/em><\/figcaption><\/figure>\n
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The SNECMA Atar 09B jet engine was somewhat deficient and caused the loss of four aircraft, which led to a massive repowering with the Snecma Atar 09C across the fleet in the early 1970s.<\/p>\n

Defending Israel<\/strong><\/h3>\n

Israel had entered the supersonic era on 04\/07\/1962 by taking delivery of the first of a total of 76 Mirage IIIs: 70 CJ single-seaters, four BJ two-seaters and two CJ(R) reconnaissance units, better known locally by their local nickname ” Shahak” (Skyblazer).<\/p>\n

\"Attrition<\/a>
#798 performing reconnaissance missions during the War of Attrition, late 1960s (photo via Raymond Ball).<\/em><\/figcaption><\/figure>\n
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The reconnaissance pilots of the “Shahak” were delighted with their arrival, because they got a plane with which they flew beyond the borders of their enemies at speeds of more than 500 knots (926 km\/h) with a single engine, at all altitudes, with good equipment and without technical failures.<\/p>\n

They accomplished their missions with interchangeable noses, including the \u201cTarmil\u201d (Bag) for medium altitude and the \u201cTashbetz\u201d (Crosswords) containing American ICON HR-231 cameras for altitudes from 12,000 feet to 50,000 feet (4,000 meters to 15,000 meters), the \u201cMoshel\u201d (Governor) for low altitudes and the \u201cUniversal\u201d for photography of different classes, which were long and made final approach and landing maneuvers a bit more difficult than usual for these delta-winged fighters.<\/p>\n

\"Nose<\/a>
Different reconnaissance nose sections carried by #498 throughout its service in the Heyl’ha Avir (art by Amos Dor).<\/em><\/figcaption><\/figure>\n
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Their flights were generally quite long, flying mostly low, and once over their targets, they would climb to 15,000 feet (5,000 m) to obtain photographs that provided valuable data to Israeli intelligence.<\/p>\n

Flying to the targets required precise preparation and planning and exact adherence to schedules by the pilots, flying hundreds of very daring missions through very well defended airspaces.<\/p>\n

\"Tzniut\"<\/a>
#498 taking off for a 101 Squadron reconnaissance mission carrying the \u201cTzniut\u201d nose section for long range oblique photography (LOROP), possibly during the Yom Kippur War (photo via Amos Dor, circa 10\/1973).<\/em><\/figcaption><\/figure>\n
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\u201cShahak\u201d #98 (as the CJ.34 was generally called in Israel) had an intense career and its stellar moment was in the Six Day War (06\/1967), as well as in the Attrition (1967\/1970) and Yom Kippur (10\/1973) wars.<\/p>\n

One of those electrifying missions took #98 and its #99 duo to H3 airbase in Iraq, which had become very important due to its size and strategic location, and was executed based on previous calculations of route, time and distance with reasonable precision, as narrated in detail by Brigadier General Amos Amir in his book “Fire in the Sky: Flying in Defence of Israel”.<\/p>\n

\"Tarmil<\/a>
#498 with the \u201cTarmil\u201d (with mapping sensors) nose section and armed with two AIM-9D Sidewinder missiles (photo: via Amos Dor).<\/em><\/figcaption><\/figure>\n
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Of great importance to Israel as a key factor in its survival as an independent nation, reconnaissance operations formed part of its intelligence assets and helped it determine the capabilities and readiness of hostile Arab armed forces.<\/p>\n

Huge amounts of money were invested to have the best in this field and their activities were obviously secret so the units and personnel involved in them were not numerous.<\/p>\n

\"Tzniut<\/a>
Artist\u2019s conception depicting #498 with \u201cTzniut\u201d nose during the Yom Kippur War (art work by Javier \u201cJavo\u201d Ruberto\/Perfiles en Detalle).<\/em><\/figcaption><\/figure>\n
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In October 1970, the “Bat Squadron” received its first RF-4E Phantom II aircraft, so all of its Mirage IIICs were transferred to 101 “First Fighter” Squadron, where #98 and #99 would continue to fly with different reconnaissance equipment.<\/p>\n

These systems were installed in a largely modified nose, known as the \u201cTzniut\u201d (Discretion), for long-range oblique photography (LOROP), consisting of a 1.47 m cylinder and a 1.69 m radome with four windows (two lateral and two vertical) with access panels for maintenance.<\/p>\n

\"Tzniut\"<\/a>
\u201cTzniut\u201d #498 (101 Squadron) in a hiatus between missions, circa 1973 (photo: via Jorge Nu\u00f1ez Pad\u00edn).<\/figcaption><\/figure>\n
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Replaced in the reconnaissance role by a more advanced IAI Kfir fighter in the 1970s, our protagonist reverted to the standard Mirage IIICJ fighter configuration and remained active in operational training missions until its retirement from service and sale to the FAA.<\/p>\n

In the Argentine Air Force<\/strong><\/h3>\n

Initially, the FAA had been interested in the Mirage III back in 1971 and a commission went to Israel to study it when Atar 09C engine fitting was already underway.<\/p>\n

A decade later, trying to compensate for the many combat aircraft lost during the 1982 conflict (including two Mirage IIEA and 11 Dagger), Argentina hastily purchased 22 of the HH’A Mirage IIIBJ\/CJ in a discreet deal arranged by Argentine-Israeli businessman immediately after the Malvinas War.<\/p>\n

\"Seven<\/a>
Artist\u2019s conception depicting C-711 in service with Argentine Air Force Squadron 55 (art work by Javier \u201cJavo\u201d Ruberto\/Perfiles en Detalle).<\/em><\/figcaption><\/figure>\n
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To try and \u201ccover-up\u201d their arrival in country, blank purchase orders were issued by the always friendly and cooperative Peruvian Air Force and fake (or \u201ctemporary\u201d) insignia and serial numbers were painted on all of the aircraft while they were being shipped through the Mediterranean Sea and the South Atlantic Ocean towards Buenos Aires.<\/p>\n

Throughout so-called Operation Neptune, CJ.34 was “disguised” with the colors of the Peruvian Air Force (FAP 4822) and sent to Argentina aboard the ship MV “San Martin”.<\/p>\n

\"Mendoza\"<\/a>
C-711 in Mendoza’s IV Air Brigade (photo: Paolo Rollino\/Aviation Reports).<\/em><\/figcaption><\/figure>\n
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Once at Rio Cuarto Material Area (\u00c1rea de Material R\u00edo Cuarto, ARMACUAR) facilities, it underwent a complete revision of the systems, installing new radio equipment and repainting it with the colors and insignia of the FAA.<\/p>\n

On 05\/30\/1984, it was assigned to I Squadron of the 4th Fighter Group (I Escuadr\u00f3n del Grupo 4 de Caza, Esc.I\/G4C) and on 10\/18\/1984 it arrived in IV Air Brigade (IV Brigada A\u00e9rea, IV Br A\u00e9), making its first public presentation at the XXV Aeronautical and Space Week between October 16 and 21, 1984.<\/p>\n

\"Skid<\/a>
Once in Argentine colors, C-711 skidded off the runway at El Plumerillo on 05\/14\/1985 due to a braking system failure (photo: IV BrAe via Javier Mosquera\/Avialatina).<\/em><\/figcaption><\/figure>\n
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Best known as “Squadron 55”<\/strong> (motto \u201cFaith, Prudence and Courage\u201d), the unit paid tribute to the 55 FAA members killed in the 1982 conflict with the United Kingdom.<\/p>\n

H’HA\u2019s #98 became FAA\u2019s C-711<\/strong> and had a short operational career (1983-1991) participating in routine training, exercises and air parades.<\/p>\n

\"Flight<\/a>
C-711 (left) at the IV Air Brigade flight line (photo: Paolo Rollino\/Aviation Reports).<\/em><\/figcaption><\/figure>\n
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Participated in exercise “Zonda 85” (06\/09 to 06\/16\/1985), an air combat tactics training exercise between aircraft of different characteristics and, at the beginning of 10\/1985, it took part in joint exercise with the Argentine Army (Ej\u00e9rcito Argentino, EA) in Uspallata (Mendoza).<\/p>\n

In 1986, it maintained a modest routine activity and in 1987 participated in FAA’s 75th Anniversary air parade over Buenos Aires.<\/p>\n

\"Routine<\/a>
C-711 taxiing towards the IV Air Brigade tarmac\u00a0after a routine flight (photo: Paolo Rollino\/Aviation Reports).<\/em><\/figcaption><\/figure>\n
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Its last known operational exercise was “Gala I”, where it was pitted against X Br A\u00e9 Mirage 5PA in Rio Gallegos (03\/27\/1989 to 04\/05\/1989).<\/p>\n

In 1990, it once again recorded minimal activity and its last flight took place on 02\/06\/1991, when Captain Oscar Cuello transferred it from Mendoza to the VI Air Brigade in Tandil (Buenos Aires) for storage and eventual discharge after a total of 2,491 flight hours… a very quiet career when compared to what it had endured for almost two decades in Israel!<\/p>\n

\"Final<\/a>
C-711 shortly after landing on its last flight (Mendoza-Tandil), crewed by captain Oscar Cuello (right) on 02\/06\/1991 (photo: Com. Oscar Cuello via Javier Mosquera\/Avialatina).<\/em><\/figcaption><\/figure>\n
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Identities:<\/strong><\/h3>\n