Dassault



 Carrierborne strike fighter

History

The Etendard, result of a series of prototypes initially named Mystère, was designed in order to take part in the competition organized in 1955 by NATO, relating to a strike fighter able to operate take-off from summarily arranged runways. Dassault develops three aircrafts, in the same time of the development of the Mirage formula.

Mystère XXII Turboméca Gabizo twin-jet airgcraft, become Etendard II, was first flown on July 23, 1956 by Paul Boudier. Answering a program for Armée de l'Air, it is not finally retained.
Mystère XXIV single Snecma Atar 101 E3 turbojet, becomes Etendard IV, first flew on July 24, 1956 in Mérignac by George Brian, then is presented to NATO contest. It is also the 1st military turbojet aircraft entrusted to Mérignac factory's engineering and design department.

Mystère XXVI single Bristol Orphéus 03 turbojet, become Etendard VI, first flew on March 15, 1957 by Gerard Muselli. It is also presented to NATO contest. These two planes, just like Bréguet Br.1001 Taon are not selected by NATO with the profit of the FIAT G.91. However Etendard IV draws the attention of the Marine Nationale which, in 1956, order a naval version for its carriers Foch and Clemenceau. The development of this new carrierborne fighter is the subject of modifications relating in particular to the installation of an Atar 8 turbojet (alternative Atar 9 without afterburning), a fuselage redrawn according to the law of the surfaces and an increase in the surface of the wing to compensate the weight increase. The high-lift devices are also improved. Its structure is reinforced for catapult-launching and the landing. The nose of the plane is increased for the use of a radar and receives a retractable boom for the in-flight refueling. The ends of the wings are folding. A preproduction of 5 aircrafts id ordered in May 1957.

1st Etendard IV M flew on May 21, 1958, in Melun-Villaroche, by Jean-Marie Saget: it goes as quickly as the SMB2 whereas its engine is not afterburning equipped. Etendard IV P version (recognition) flew on November 19, 1960 by the same pilot.

The performances and carrying capacities make Etendard IV M an excellent attack aircraft, and on secondary missions for interception or air combat, imposed characteristics by the Marine Nationale.


Production

The aircraft will be produced in Mérignac in 90 specimens, without counting the prototypes and the preproductions. The deliveries will spread out December 1961 at May 1965 for Etendard IV M (n1 to 69) and from December 1962 to May 1965 for Etendard IV P (n101 with 121).


Career

The 1st formation in Aéronautique Navale which used Etendard IV M was Flottille 15F (training unit) on the (Air and sea Base) in Hyères, this Flottille carried out the operational tests on the very new Clemenceau aircraft carrier, before joining the BAN of Landivisiau. It equipped Flottille 11F in Landivisiau and 17F in Hyères. Etendard IV P equipped Flottille 16F in Landivisiau and Hyères. Etendard IV M will be gradually withdrawn from the service progressively with the arrival of the Super-Etendard as from 1978. Last Etendard IV M flew in 1991 within the 16F.

Technical features
Wingspan	9,60 m	Detailed silhouette
Length	14,53 m
Height	4,30 m
Wingarea	29 m2
Empty weight	5.900 kg
Max weight	10.200 kg
Max speed at sea level	1100 km/h
Climb	6000 m/mn
Ceiling	15500 m
Tactical range	300 km
Turbojet	1 SNECMA Atar 8B of 4400 kg thrust
Basic armament	2 x 30 mm DEFA 552 cannons

CAEA's specimen

Etendard IV M that has the C.A.E.A. is the number 40. It made its 1st flight on June 8, 1963. It flew successively within Flottille 15F, 17F, 11F and 59S. This aircraft was pointed out during its activity on Clemenceau: victim of an internal rupture in the shock absorber of the left gear during catapult-launching, it rests on the deck with a shock absorber out of use, the gear broke and the wing was seriously damaged. The n 40 however continued its career on aircraft carrier and flew for the last time in October 1987, then was reformed in October 1990 after 3531 hours of flight. It arrives finally at the Conservatoire, by the road, in March 1993. Visible in the hangar

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