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1F-F1K50AD-2-10
MAINTENANCE MANUAL
MANUAL 10
NWS
GENERAL
MIRAGE F1AD
AIRCRAFT
AVIONS MARCEL DASSAULT- BREGUET AVIATION
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MAY 1990
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INDEX DES PAGES

L'astérisque ndiqut ; les pages révisées ou nouvelles et la
LIST OF EFFECTIVE PAGES lettre A indiq je les pages annulées par la présente mise a jour.
The asterisk i ndicat îs pages changed or added and
/errer A indicates pages deleted by the current change.
ORIGINAL ISSUE
PAGE C DATE R PAGE C DATE R PAGE C DATE R
A/B AD 05/90 1-004 AH 07/77 1-501 AH 03/84

C/D AD 05/90 1-005 AH 07/77
1-006 AJ 07/78 2- 1 AD 05/75
I/II AB 06/75 1-007 AB 05/75 2-001 AB 05/75
III AC 07/75 1-008 AH 07/77 2-002 AF 08/77
IV AC 11/75 1-009 AK 07/77 2-101 AB 08/79
V/VI AD 01/77 1-013 AB 11/80 2-101M AA 05/75
VII/VIII AJ 10/78 1-015 AB 02/80 2-102 AH 07/77
IX AC 06/74 1-016 AB 02/80 2-103 AB 05/75
X AC 06/74 1-017 AB 07/76 2-104 AH 08/77
XI AC 06/74 1-018 AK 07/77 2-105 AA 01/74
XII AC 06/74 1-019 AB 05/74 2-106 AA 05/75
XIII/XIV AC 06/74 1-020 AE 02/80
XV AC 06/74 1-021 AB 02/76 3- 1 AA 01/73
XVI AC 06/74 1-022 AD 12/76 3-301 AF 10/79
XVII AC 06/74 1-023 AB 01/79
XVIII AC 06/74 1-024 AB 01/79
XIX AC 06/74 1-025 AB 01/79
XX AC 02/80 1-026 AB 10/75
1-027 AK 07/77
0- 1 AB 02/85 1-028 AH 07/77
0-101 AK 07/77 1-029 AA 06/78
0-102 AK 07/77 1-030 AC 10/78
0-103 AD 06/75 1-031 AB 10/78
0-104 AD 06/75 1-032 AC 10/78
0-105 AB 06/75 1-050 AA 05/82
0-107 AA 01/76 1-051 AB 02/80
0-108 AA 11/83 1-052 AB 07/78
0-109 AA 01/85 1-053 AB 07/78
0-110 AH 07/77 1-054 AB 07/78
0-111 AE 10/77 1-055 AB 06/79
0-112 AC 02/85 1-056 AB 06/79
0-113 AA 02/85 1-057 AB 01/79
0-114 AK 10/79 1-058 AB 07/78
0-118 AG 02/85 1-059 AB 01/79
0-119 AF 02/85 1-060 AB 06/79
0-119M AA 02/85 1-061 AB 01/79
0-120 AB 03/77 1-062 AB 11/80
0-121 AC 11/82 1-063 AB 07/78
0-122 AB 09/75 1-201 AD 09/76
0-123 AB 02/78 1-202 AB 09/76
0-124 AA 03/77 1-301 AA 05/74
0-125 AJ 03/83 1-302 AA 05/74
0-201 AD 07/77 1-305 AA 09/76
1-306 AA 09/76
1- 1 AJ 02/80 1-307 AA 09/76
1-001 AA 02/80 1-308 AA 09/76
1-002 AK 02/80 1-309 AA 09/76
1-003 AJ 07/77 1-310 AC 02/80
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LISTE DES DECISIONS DE MODIFICATION AYANT ENTRAINE

UNE MISE A JOUR DU MANUEL
LIST OF A IRCRAFT MODIFICA TIONS WHICH HA VE RESUL TED
IN MA NUA L UPDA TING
The present manual includes the modifications applicable to the aircraft basic technical
definition
Original issue of November 1977 including following modifications :
FX84 (FF1 14).
Change 1 of May 1979
Change 2 of July 1980
Change 3 of February 1982
The re-issue dated May 1990 includes the previous updatings.
NOTE : For modifications prior to the aircraft basic technical definition, systematically apply the
"modification incorporated" text.
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TABLE OF CONTENTS
SECTION Page
INTRODUCTION iii
GENERAL INDEX OF MAINTENANCE MANUALS v/vi
EXPLANATION AND USE OF MAINTENANCE MANUALS ix
REVISION OF MAINTENANCE MANUALS xix
0 GENERAL INFORMATION AND SAFETY 0-1
1 USE OF TESTING AND TROUBLE SHOOTING EQUIPMENT . 1-1
2 26 V, 400 HZ^vPOWER SUPPLY 2-1
3 COMMON CHASSIS 3-1
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INTRODUCTION
1 The Maintenance Manuals are prepared for the personnel who have the responsability of
performing technical work on the equipment.
2 The Maintenance Manuals contain :
In the description and operation all the technical information concerning the various component
systems of the aircraft as well as of those equipment items whose documentation is incorporated.
- All information necessary, for the performance of technical work involved in :
- Servicing
- Trouble shooting
- Removal-disassembly
- Inspection-maintenance-adjustment
- Reconditioning and storage
which may be to be carried out by the operators. As such, they establish the limits of the maintenance
authorized at organization level.
3 These Maintenance Manuals form an integral part of a set of publications covering the aircraft
operation. Therefore, it will be necessary to refer to :
- the Illustrated Parts Breakdown for identifying assemblies, sub-assemblies and detail parts.
- the equipments with individual documentation.
4 This set of maintenance publications consists of 17 manuals. Each manual is divided into sections.
Their contents are shown. in the «General Index of Maintenance Manuals».
A Some of these manuals cover the aircraft systems and structure according to a breakdown into
homogeneous functions, each section relating to all or part of functional system.
B Other manuals deal with general and specific information such as servicing intervals servicing
instructions, etc.
Thus:
(1) Manual 01 «GENERAL» gives some general information on the aircraft.
It summarizes :
-The safety measures to be taken during the various tasks, which should normally be known and
observed by all the personnel who may work on the equipment.
- The list of the various products and materials that aircraft operation and maintenance require.
- The usual torque values.
It defines :
- The maintenance cycles and the various inspections recommended for the equipment.
-The table of periodic maintenance operations which summarizes all the maintenance operations
detailed in the Manuals and gives the frequency of the operations which are to be performed
systematically during the various inspections.
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It gives :
- The locations of the inspection doors and the principle of their numbering.
- The definition of the standard and specific tool kits as well as their contents.
In Sections 5 and 6 the Manual deals with aircraft storage and transportation.
(2) Manual 02 «SERVICING INSTRUCTIONS» gives information necessary for the performance of
technical work involved in aircraft servicing and preparation for flight :
- parking-mooring,
- ground handling,
- replenishing-draining,
- tyres,
- pre-flight and post-flight inspections,
- preparation for mission,
- engine starting,
- run-up.
Section 0 «GENERAL INFORMATION AND SAFETY» contains general information data and
also Essential Safety precautions to be observed during various maintenance operations. This section
should be familiar to all personnel involved in work on the equipment.
(3) Manual 10 «NWS GENERAL» is a collection of the parts common to the NWS Manuals.
(4) Manual 16 «WIRING»
- Gives information necessary to understand the diagrams (symbols used in the diagrams, diagram
effectivity code, location diagrams for the electrical boxes and their components) and information
necessary to maintenance information.
- Lists the electrical and electronic components.
- Gives the connection diagrams in list form.
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GENERAL INDEX OF MAINTENANCE MANUALS
MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Take-off Pilot
Servicing
Structure Hydraulic Electrical
Flight Power-plant environment
CHAP General and and landing system
instructions controls System
airframe system installations
Genpra! General General General General General General General General

0 information information information information information information information information information
and sdt'ety and safety and safety and safety and safety and safety and safety and safety and safety
Maintenance
cycle Hydraulic Electrical
Table of Parking Lateral Accessory Cockpit
1 periodic W.ngs Ma>n L/G power power
Mooring controls dr ive furnishings
maintenance generation generation
operations
Lubrication Fuselage
points Lighting
Tightening forward Pitch Mam L/G Air
Ground Fuel system internal
2 torques section conditioning
handling controls doors and
Inspection (up to
doors external
frame 22)
Tools Fuselage Air intake Anti-g

and Replenishing Rudder
Failure
rear section and and
3 Ground Nose L/G warning
Support Draining (from controls ventilation oxygen
systems
Equipment frame 221 system systems
Engine
List of various Pilot
High-lift Nose L.'G installation
4 products Tires Tail unit ejection
controls doors Bleeding and
and materials system
Draining
Pre-flight
Removable Engine
and Airbrake Wheels and
5 Storage structural
post-flight - controls tires check and
components
inspections control
Preparation L'G and door

Transporta¬
6 tion
fO' controls
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Run-up
8 and steering
Check flights
controls
9 Miscellaneous Drag chute 1
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MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
NWS radio NWS
SUB NWS NWS
NWS and flight control NWS Data
CHAP control and operational Wiring
general communi¬ electronics armament recording
navigation systems
cation and AP
systems
General General General General General Gennr.il General General

0 information information information information mlormation information mlormation information
and salety and safety and salety and safety and safety and salety and safety and safety
Use of Index of
testing and V/UHF
Flight electrical
Pitot Armament Gun
1 trouble control and
system system panel system
shooting electronics electronic
equipmeni components
Rocket
26 V 400 Hi UHF Air data Wiring Fatigue
2 Autopilot Radar launching
supply system system diagrams meter
system
Common Telephone Sighting Bombing Connection

3 Gyro system
rack system system system diagrams
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Radar Electronic
7 counter-
altimeter
measures
Reconnais¬
Radio
8 sance
compass
system
Towing
system
9
practice
targets
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EXPLANATION AND USE OF MAINTENANCE MANUALS
1 - MAINTENANCE MANUAL COMPOSITION

Each Manual comprises :
A A title page identifying the publication.
B A list of effective pages which is the record of all the pages making up the Manual. It determines
the Manual breakdown.
C A list of modifications included in the Manual. This list which is specific to each manual records
only those modifications which affect the Manual concerned.
D A table of contents which lists the Sections making up the Manual.
E The various Sections making up the Manual.
2- BREAKDOWN OF A MAINTENANCE MANUAL SECTION
Three different kinds of «Sections» can be defined in a Maintenance Manual depending on

whether the Manual deals with an aircraft system or special information.
A Common Sections in a Manual dealing with an aircraft system.
Each of these Sections is subdivided into 9 Sub-Sections which are assigned an unchanging title
and sequence number :
Sub-Section Sub-Section title

No
0 - General
1 - Description and operation
2 - Trouble shooting
3 - Remova I- Installation
4 - Disassembly-Assembly
5 - Inspection-Check-Adjustment
6 - Cleaning-Corrosion preventive treatment-
Painting
7 - Storage-Preservation-Transportation
8 - Repair
NOTE:
{1 ) Maintenance and lubrication are covered by Sub-Section 6.
(2) In each Manual, Sub-Section 7 deals with the matter of preservation-packaging and transportation
relating to the individual items of the system to which the Manual is applicable and which forms the
subject of an incorporated documentation. As concerns the complete aircraft, this matter is dealt with
in the «GENERAL» Manual.
(3) Sub-Section 8 covers the reconditioning operations for the items of the system to which the
Manual is devoted. The structural repairs of the aircraft form the subject of a separate Manual
«STRUCTURAL REPAIRS».
(4) Any Sub-Section which is not applicable is not shown.
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B - GENERAL INFORMATION Section of a Manual dealing with an aircraft system.
Its breakdown does not follow the sequence of a common Section in a Manual which deals with an
aircraft system.
The structure of this Section is «as required» and this Section deals with all the matters which are
common to the other Manual Sections.
This Section is subdivided into Sub-Sections which are assigned a title and a sequence number
from 0 to X.
C Sections of a Manual dealing with general or specific information.
Their breakdown does not follow the sequence of a common Section in a Manual which deals with
an aircraft system.
The structure of these Sections is «as required» in accordance with general or technical information
forming the subject of the Section.
Each Section is subdivided into Sub-Sections which are assigned a title and a sequence number
from 0 to X.
3- ARRANGEMENT OF A COMMON SECTION IN A MANUAL DEALING WITH A SYSTEM

A - Sub-Section 0 - GENERAL
This is an introductory Sub-Section which gives the general principles of the functional system
covered by the Section. A schematic diagram is usually attached to this Sub-Section.
B - Sub-Section 1 - DESCRIPTION - OPERATION
This Sub-Section is arranged as follows :
(1 ) Atable of components, lists all the units, accessories and equipment items of the system concerned,
in the logical descriptive sequence. It gives the essential characteristics of these equipment items, their
function in the system concerned, their location within the aircraft and it indicates whether the
relevant documentation is separate or incorporated.
Layout illustrations are usually attached to this Sub-Section, which also refers to the functional diagram.
The purpose of the table of components is to clarify the system description, by specifying the purpose
and the characteristics of the various components.
In this table, the units, accessories or equipment items are identified by :
- the reference designation for those equipment items which have an electrical function.
- a sequential index number (1 to X) when the item is hot assigned any reference designation.
Note that the values shown in the table of components are rated values. When tolerances apply to
these values, they are always given in the Sub-Section which deals with maintenance.
(2) A text portion which describes the system operation in detail. This refers to the functional diagram.
NOTE The detailed description and operation of the individual equipment items are given in their
:
separatedocumentation or, if applicable, in the documentation known as the incorporated
documentation (see below).
(3) The description-operation part of the «incorporated documentation» for some equipment items is
contained in pages or groups of pages which are independent and placed next to the description and
operation of the system to which they belong.
The «incorporated documentation» is given in the same order as it appears in the table of
components ; it is illustrated whenever necessary and the internal index numbers are given in the
sequence 1 to X for each component, independently of the index numbers shown in the table of
components.
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C - Sub-Sections 2 to 8 :
These Sub-Sections give all technical information on the maintenance of the functional system
which forms the subject of the Section.
(1 ) Each Maintenance operation is described in the Sub-Section corresponding to its category.
At the head of each group of pages which describe details of an operation, the following
information will be found :
(a) Equipment required which lists the tools and ground support equipment required to perform the
operation. Since the tools are grouped in homogeneous kits, only the tool kit to be used is specified.
However, the tools are indicated in the text by :
- the dimension across flats (in mm) for the spanner to be used when standard tools are concerned,
unless a specific spanner must be used.
- the part number when special tools or special ground support equipment are concerned.
(b) Materials. The standard designation of the materials used, or the commercial designation if the
former is not available, is shown under this heading.
However, the standard designation suffixes are shown only in the «list of various products and
materials» in the «GENERAL» Manual.
If only one material is used during the operation, its designation is not recalled in the text which details
the operation.
(c) Spares. Only the spares which are systematically required are shown by their names supplemented,
if necessary, by an indication in order to avoid any confusion in their location. Reference shall be
made to the Illustrated Parts Breakdown to find their part numbers. The only exception to this rule is
the standard hardware, for which the standard part number is shown.
(2) The man-hours required for the performance of the operation are not given in the description of
the operation, but in the table of periodic maintenance operations included in Manual 01 «GENERAL».
4- IDENTIFICATION ON INSPECTION DOORS
The figures showing the location of the inspection doors, are part of Manual 01 «GENERAL», to
which reference should be made.
The door numbering principles are as follows :
A Sub-assembly on which a door is located.
- Fuselage - the number consists of four digits.

- Wings - the number consists of letter V followed by three digits.
- Stabilator - the number consists of letter E followed by three digits.
- Fin - the number consists of letter D followed by three digits.
B Fuselage doors
The first two digits show the number of the frame forward of the door, the next two digits are the
clock position of the door within the fuselage section in which it is located :
- example : fuselage door between F.29 and 30 in the middle part of the R/H side : door 29-03.
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C Wing doors
The first digit locates the door in relation to the rib which precedes the door from the aircraft
centreline to the wing tip.
The last two digits indicate in which of the following areas is the door :
1 to 29 - leading edge
30 to 59 - centre wing box

60 to 90 - trailing edge.
The door numbering direction is from the wing root to the wing tip and from the leading edge to
the trailing edge.
Even numbers apply to the upper surface doors and odd numbers apply to the lower surface doors.
- example : door located between ribs 1 and 2 on the upper surface within the centre wing box :
V138.
D Fin doors. Same principle as for the wings
The odd numbers apply to the L/H side and the even numbers apply to the R/H side.
E Stabilator doors. Same principle as for the wings.
5- DIAGRAM DRAWING RULES
There are three kinds of diagrams :
- schematic diagrams
- functional diagrams
- wiring diagrams.
A Schematic diagram. The schematic diagram is drawn in block form, showing the main component
interconnections, illustrating the functional principle of the system and the connections to the other
systems or functions.
B Functional diagram. The functional diagram represents all the units, accessories and equipment
items making up the system and their functional connections. The detailed operation of the function
can be followed on that diagram.
The functional diagrams are usually shown in inoperative condition (i.e. no pressure, no power, aircraft
on its wheels). The complex functions may be illustrated by several functional diagrams associated with
the main operating phases.
The equipment inside, is represented in the form of a block or symbol. For the actual equipment
illustration it is necessary to refer to the relevant publication.
The functional diagrams show the terminals except for the relays, on/off switches, selector switches and
indicator lights.
The functional diagrams define the type of the information conveyed. Disconnections and grounding
connections are not shown unless an aircraft boundary is concerned.
(1) Test connectors on equipment. The test points are shown by the associated terminal number
which is encircled and hooked to the tested circuit. If there are several test connectors, the reference
designation of the connector to which the point belongs is written next to the test point.
(2) Aircraft test connectors. These are shown with their terminal numbers and reference designations
in the same manner as the other aircraft wiring connectors.
C Wiring diagram. The wiring diagrams form the subject of Manual 16 to which reference should be
made.
D Symbols used in the diagrams. The symbols used in the diagrams are shown in the following
charts :
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ELECTRICAL GRAPHIC SYMBOLS : GENERAL SYMBOLS f\f> Fuse &

Single-pole
A control switch Single-pole
42R contactor
Fuse-breaker
rL>
L
1-wire lead
\7
Coaxial connector
A
Box Double-pole
Sub-assembly
Terminal lug
terminals *f° Three-pole
control switch
*'.
1
^] A*
2-wire lead circuit-breaker A
Connector
Double-pole
contactor
I ' 2 3 I Single pole
Test connector control switch
3-wire lead
on equipment
Spring-loaded,
both directions
42Z Single-pole
pushbutton
X
Â" Double-pole
Independent ", n-wire lead
control switch
B connector
o^
° Single pole (Spri ng-loaded,
<P Bus bars
Crossing without control switch one direction
Double-pole
connection
pushbutton
û û
(J) Light or lamp
Crossing with
Magnetically-held
connection
pushbutton
Relay
Coaxial connector
-e- Press-to-test
light
Single-pole
double-throw
>® Antenna switch
Double-pole
M- Diode
"II" DC ground
double-throw
switch
Time delay
relay
e
Pushbutton
light
*-*« Zener diode
Double-pole
triple-throw Flashing
Resistor AC ground switch
^=V ° *J^f' relay
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ELECTRICAL GRAPHIC SYMBOLS:

SYMBOLS SPECIFIC TO EQUIPMENT COMPONENTS
a Chassis ground
CX 12 TX
NPN
TR
Computing power ground Synchro- transistor
CT
receiver S
P4
CTR
HO Terminal 6 of
test connector P4
Differential tor PNP
o
synchro CDX transistor
o transmitter
o n-position
o
selector switch
o
o Thyristor
o TR
**" Resolver
RS
-ri Triac
1 A Relay LV
QWu
4" nvar
Magnetron
Hh Capacitor
Cam-actuator
I contact
H r- Potentiometer Huit \ Thyratron

Thermostat
Fuse
-cz> Thermistor
Initiator
^ Photo-electric cell
Comparator
M< { m } Motor
Inductor
Amplifier
/// ^ G ) Generator Transformer
Failure Electronic
detector unit
( M G ) Motor-generator
& Single TR
Tachometer- Double TR
GT ) generator
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MECHANICAL GRAPHIC SYMBOLS

Mechanical link
"0 or Cam
O
\\
Mechanical clutch
_ __ Mechanical differential
FLUID SYSTEM GRAPHIC SYMBOLS
Filter Float needle valve
Self-sealing coupling Manually-operated cock
Non-return valve Level switch -
(thermistor)
Pressure reducing valve -&- Electrically-operated cock.

Electro-cock, electro-valve
® Restrictor valve Solenoid valve
® Outwards or inwards
relief valve
Float switch
r_ Non-return flapper [33 Pressure switch
EP = Electro-pump
0 Fuel stop valve
Pressure or test connection

P = Pump
T Stop air valve
© Restrictor c Transfer valve
m Filler plug Pressure transmitter
System No. 1 Basic or main

system
System No. 2
Ancillary systems Systems other than
.Hydraulic
hydraulic systems
- B _ i systems
- Emergency system CK 3C3 /
Return system Return system
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SYMBOL DESCRIPTION
Logic operator, general symbol

dime nsion
Note : - The relationship between the sides
of the rectangle is not a requirement.
&
AND
;
the output state is 1 if, and only if7 all
the input states are 's . 1
>\ OR
the output state is 1 if, and only if,
one or more input states are 's . 1
1
NOT
D-
the input state is 0 .
&
NAND (NOT-AND)
0-
a II the input states are 's . 1
^l NOR (OR-NOT)
D-
one or more input states are l's .
i i
Time delay operator, general symbol.
LOGIC EQUATIONS
Definition : Sign + : OR operation
Sjgn x : AND operation
R : absence of information R
Example : S = (A + B + C) (D + E)
Condition S = (Information A or B or no information C)
AND (information D or E)
that is : S = A and D or E
or S = B and D or E
or S = no information C and D or E
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6- IDENTIFICATION OF PAGES
A Each page is identified by :

the Manual number in the top R/H corner.
-
- the date of issue of the page in the bottom L/H corner.
- the page number in the bottom R/H corner.
- if applicable, the technical definition of the page just on top of the date of issue. This shows the
number of the modification applied.
The page number consists of two groups of digits separated by a dash :

(1) The Section number
(2) The page number within the Section.
This page number is made up as follows :

- a first digit shows the Sub-Section number (0 to 8).
- the next two digits show the page rank within the Sub-Section (01 to 99).
B The figures are assigned numbers within a Section (1 to x).
7- CROSS-REFERENCES
A From text to text :
from Manual to Manual

from Section to Section ) Manual/Section
within a same section
B From text to Figure and from Figure to Figure :
from Manual to Manual : Manual/Sect ion/ Fig. (if necessary)

from Section to Section : Manual/Section/Fig. (if necessary)
within a same section : Figure.
8- UNITS OF MEASURE USED
The units of measure are written as follows :
«International measuring system (IMS) units (converted values, possible complementary units)».
The converted values are given in the order : British units and US units.
Whenever converted units of measure are suspect, it is mandatory to refer to the international
measuring system (IMS) unit of measure.
In some specific cases, for which the units of measure are taken from standards, the units of
measure remain those of the IMS international system except for US Standards where the units are US
units.
In addition, characteristics specific to some equipment are given in IMS units (example : aircraft
dimensions, etc.).
9- REFERENCE TO OFFICIAL DOCUMENTS
In the publications, references are made to French official documents, such as Technical
Regulations (RT), Technical Circulars (CT), BNAé Standards, etc. All these documents are namely
listed in Manual 01 «GENERAL».
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REVISION OF MAINTENANCE MANUALS
1 - PUBLICATION DEVELOPMENT PRINCIPLE
This development is performed in two steps :
A Issue of supplements which are temporarily incorporated in the publications.
B Actual revision which permanently incorporates information in the publications. Such information
may be newly issued or previously published in supplements (replacement of pages or addition of new
pages).
2- REVISION TO PUBLICATIONS
A Procedure
Revision involves two operations :

insertion of new pages and replacement of modified pages.
-
- systematic replacement of the title page and list of effective pages which serves as a guide to the
insertion of revised pages.
B Page numbering
First case - Addition of one or more new pages following the last page of a Sub-Section.
The pages are numbered in the normal order.
Second case - Insertion of one or more new pages between two existing pages.
The new page(s) bears the number of the preceding page followed by a capital letter, with the exception
of letters I, 0 and Z.
The letters are chosen in every case so as to provide for maximum further insertions unless the initial
numbering sequence is changed.
The principle is illustrated in the table below :
3rd insertion
Successive
2nd insertion
insertions
1st insertion
ABCDEFGHJKLMNPQRS U VWX Y
4- j
2 pages
Simultaneous
insertions
3 pages
AC xix
06-74 Restricted
AVIONS MARCEL DASSAULT j
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MIRAGE F
Restricted
Example :
Assuming that several pages are to be inserted in succession between pages 6 and 7. The first one
will be numbered 6M, the second one 6F if it is to be placed before 6M, or 6T if it is to be placed after
6M. Similarly, if it is necessary to insert a third page later on, its number will be 6F or 6T, 6C or 6J, 6Q
or 6W as applicable.
Assuming that the following are to be inserted simultaneously :

- 2 pages : they will be numbered 6H and 6R.
- 3 pages : they will be numbered 6F, 6M and 6T.
Third case - Insertion of a new page following application of an official modification. The principle
consists in showing up the two states simultaneously in the publication, i.e. post- and pre-modification.
(a) The modification can be inserted according to the principle stated above without altering the page
numbering sequence : There will be a new page which supersedes the preceding one.
(b) As a result of the insertion of both states (post- and pre-modification), if the number of pages
increases, the solution will be as follows :
- both the pre- and post-modification pages will bear the same number. «MOD...X» will be shown
on top of the date on the modified page (this means modification X applied). Both pages will be shown
in the list of effective pages with.
Remark : These two pages may have different dates.
(c) Where a complete paragraph or a Section is deeply affected by a modification (most of the pages
changed), the complete paragraph which is modified will be found first and followed by the complete
paragraph which is not modified. The table of contents will list both paragraphs (or Sections).
The unmodified pages will be deleted during a further revision only when the modification has
been applied to all aircraft.
C Identification of revised text portions
The modifications to the text, insertion or deletion, are identified by a vertical line in the margin.
Those pages which are entirely changed are identified by a vertical line in the margin on a level
with the date of issue.
TRANSLATION OF REPETITIVE ABBREVIATIONS
To avoid the necessity of creating English versions of certain illustrations the translations of the
legends have been added in italic script and the standard french abbreviations have been unchanged.
Furthermore, to ensure ready reference, the same abbreviations have been used in the parts of the
text which correspond to such illustrations.
A key to the standard french abbreviations is given below :
AR («arrière») = Rear L («lisse») = Stringer

AT («attaque») = Drive Lg («longeron») = Spar
AV («avant») = Front Lgt («longeronnet»)= False spar
C («cadre») = Frame M («médiane») = Middle
Cst («constant») = Constant N («nervure») = Rib
e («épaisseur») = Thickness R («rail») = Track
AC
02-80 Restricted xx
AVIONS MARCEL DASSAULT MIRAGE F
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^2^-^^ Restricted MANUAL 10
SECTION 0
GENERAL INFORMATION AND SAFETY
TABLE OF CONTENTS
Page
0-1 GENERAL INFORMATION
- Breakdown of navigation and weapon system (NWS) 0-101

- Setting and harmonization of NWS components 0-103
- Precautions to be taken when removing and installing an electronic component 0-107
- General check of NWS circuits and components 0-109
- General check of antennas and fairings 0-110
- General method for cleaning and protecting antennas and fairings 0-111
- Bonding check 0-112
- Making and improving bonding connections see 16-0
-SWR measurement 0-118
- Definition and installation of harmonization panel 0-120
- Checks to be performed on aircraft struck by lightning 0-123
0-2 SAFETY MEASURES
- Safety measures to be taken for personnel protection see 01-0

- Instructions to be followed when working on systems ; see 01-0
- General instructions for starting and operating the various aircraft systems .... see 01-0
- Instructions for using ground support equipment see 01-0
- Procedure to be followed for cooling and conditioning NWS equipment 0-201
LIST OF ILLUSTRATIONS
Figure No. Page
1 NAVIGATION AND WEAPON SYSTEM - FUNCTIONAL BLOCK DIAGRAM 0-102

2 SETTING OF NWS COMPONENTS 0-104
4 DEFINITION OF HARMONIZATION PANEL 0-121
5 INSTALLATION OF HARMONIZATION PANEL 0-122
AB
02-85 Restricted 0-1
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MIRAGE F
Restricted A1ANUAL 10
BREAKDOWN OF NAVIGATION AND WEAPON SYSTEM (NWS)
The block diagram of the NWS (Figure 1) shows the components of the NWS and the data
delivered. The components are as follows :
- specific computation 26 V AC power supplies
- transmission systems :
- V/UHF system
- UHF system
- telephone systems
- pitot static system, which supplies and distributes pressure data.
- flight instruments.
- air data system, generating and distributing air data from pressure and total temperature
measurements.
- gyro system, detecting and distributing roll, pitch and directional heading data.
-VOR/ILS, RADIO-COMPASS systems and navigation indicator, delivering data used for
radio-navigation.
- navigation system, which is a self-contained system mainly including :
- a doppler radar, intended for ground speed detection
- a navigation computer, intended for aircraft position monitoring
-a map display unit, associated with navigation computer display and operation.
- radio-altimeter, supplying the A/C height above the ground.
- flight control electronics, assisting the pilot in steering the aircraft.
- autopilot
- radar, assisting hostile interception in AIR-AIR mode or supplying the aircraft-to-target distance
in AIR-GROUND mode.
-sight system, permitting AIR-GROUND (guns, bombs, rockets) and AIR-AIR (guns and AIR-AIR
close combat missiles) firing and including :
- a Laser telemeter, intended for aircraft-to-target distance detection in AIR-GROUND mode.
- a bombing computer.
- a sight head, associated with an electronic unit.
- sight camera, filming the sight.

- armament and bombing control panels, controlling the use of the weapon system (sight and
weapon selection).
- IFF system permitting aircraft identification.
- radar detector.
- the aircraft can be fitted with a counter-measure system.
- gun, rocket, bomb and missile AIR AIR close combat systems.
- the aircraft can be fitted with a reconnaissance system.
AK
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MAGNETIC MONITORING UNIT
A VOR /NA V COURSE. A ILS
XVAC I HEADINGS
t R.P
TRANSFORME* 2 1
MARKER BEACON -t^PITCH SYNCHRO
RECEIVER FLUX GYRO
AMPL. "
CONTROL UN 11
f ' "* A UDIO SIGNA L
VOR BEARING
VALVE PLA TFORM
26 VAC
TRANSFORMER I VOR/ILS VOR/ILS ELECTRONIC
CONTROL UNIT RECEIVER UNIT
ROLL SYNCHRO
FILTERED 26 V AC
AUDIO SIGNAL
OMNIBEARING
& von/
NAV FLUX
VALVE
EMERGENCY
GYROMAGNETIC
COMPASS
AMPL.
TRANSFORMER
z
SELECTOR
6 TARGET
[U/C
RADIO RADIO
ARMAMENT
COMPASS COMPASS
MASTER SWITCH
FLIGHT
SELECTED HEADING
:h ADF
4
CONTROL
UNIT
RECEIVER
;x
INSTRUMENTS
NA VIGA TION S YSTEM ' -*4 CONTROL UNITl »
1
I HEADING
TRANSFER
STA TION
S RADIO COMPASS
BEARING
1 1 AUDIO L/H GUN
S4 SELECTOR
r \TRANSFER t*~ CONTROL R.S.U

UNIT UNIT VOR
GYRO | LASER
1_1 HEAD
u TH2
A/C
L J
R.P
rr HOG?
GUN FIRING MODE
SELECTION
CONTROL UNIT R/H GUN
PITOT STATIC _^ DOPPLER ^ Dir. HDG

NA VIGA TION
SYSTEM ~ RADAR
COMPUTER 0<Do. VT.
LASER
ELECTRONIC
VERTICAL SPEED
U/C Dmin. Cos R UNIT ARMAMENT BOMB
INDICATOR ARMAMENT
SWITCH' AND SELECTION RELEASE
u BOMBING EXTERNAL _-,

AIR-AIR INTERVALOMETER AIRAIR
DOPPLER SIGHT CONTROL LOA OS
GUN MODE BOMBING ARMAMENT CLOSECOMBA T
CONTROL UNI) ELECTRONIC PANELS FIRING MODE
COMPUTER L_^ UNIT BOX MISSILE
NAVIGATION
MA TCHING
UNIT BOMB RELEASE
COMMAND CARRYING
4
LATJ>.IC BOMBING MANUAL STA TION
' MANUAL
LAT.TGT RESET CONTROL DISTANCE BOMBS
H/GS LONGM/C
LONG.TGT o UN IT SELECTOR
UNIT
BOMB
RELEASE
ARMAMENT COMMAND
UACHIAIRSPEEO\ STANDBY ASSOCIA TED AND
INDICATOR \ ALTI ME TER
223 A
ELECTRONICS W FIRING MODE
Qrs/Gwr ^| SELECTION |
BOMBING MODE
^ HEAO 1
RANGE
SIGHT SYSTEM RESETTING
O/C SWITCH T
H. TAS. Vi. H > 6900 n (INDICATOR
S2 GUN FIRING
T2 AIR DATA COMMAND i BOMBS COMMAND
IAS CONTAC RADAR
COMPUTER
|T,>135°
a A/C
RADAR CONTROL
UNIT
ENABLE -I
FIRING
I |
ROCKETS
MISSILES
NA VIGA TION
* SYSTEM TEMPERATURE
PROBE 5^5 y$zz
Es*»?2
_*. ENGINE
M. H. IAS
CONTACTS WARNING
HORN
AIR DA TA ^MARKER
SYSTEM
[I WARNING H COOED RADIO COMPASS

^ HORN
7W PUSH-TOTALK
BUTTON J/OR/ILS
EMERGENCY
SWITCH
. SIGHT
SYSTEM
RADIO
SELECTOR
UNIT
V/UHF
INCIDENCE INDICATOR M.H VIDEO V/UHF
INDICA TOR RECEIVER CONTROL
RAOI04LTIMETER UNIT
T/R
FLIGHT RADI04LTIMETER HEIGHTl RADIO-ALTIMETER V/UHF SYSTEM

CONTROL INDICATOR T/R PUSH-TO-TALK
ABOVE
ELECTRONICS GROUND SYNCHRONIZA TION . BUTTON
GYRO T AP COMMANDS UNIT
RADAR DETECTOR
i CONTROL
UHF ' STICK II
ACCELEROMETER UHF
lAUTOPILOT CONTROl CONTROL HANDGRIP
STANDBY
COMPASS
1 AND INDICATOR
UNIT
AUTOPILOT
H AUTOPILOT
Ï
UNIT
UHF SYSTEM
T/R
PILOT
CONNECTION/DISCONNECTION QUICK DISENGAGE - SELECTED HEADING CONTROL
I
FIGURE 1 - NA VIGATION AND WEAPON SYSTEM FUNCTIONAL BLOCK DIAGRAM

AK
07-77 Restricted 0-102 FIGURE 1 0-102
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BREGUET AVIATION ^-cAA^-A -A w A Mil Al in
SETTING AND HARMONIZATION OF NWS COMPONENTS

(Figure 2)
1 - GENERAL
Some NWS components are set to a given value in relation to the fuselage reference line (FRL)
(mechanical setting).
Such settings are selected to meet aircraft operational requirements.
2- FLIGHT AND NAVIGATION EQUIPMENT

A Incidence probe
The incidence probe is set mechanically 15° nose-down in relation to the FRL. Its electrical
reference (0° local incidence) is also located 15° nose-down in relation to the FRL.
This value allows local airstream distortion to be compensated for in the vicinity of the incidence
probe.
B Gyro platform
The gyro platform is set mechanically 3° nose-down in relation to the FRL.
This value corresponds to the average aircraft longitudinal attitude in stabilized flight conditions.
The «aircraft longitudinal attitude» electrical output intended for the spherical indicator is
corrected by the same value. -'
C Doppler radar
The Doppler radar is set mechanically 1°15' nose-up in relation to the FRL.
Such a setting value is due to the fact that the Doppler radar is installed at the fuselage front lower
part.
Its electrical axis is set 45' nose-down in relation to the FRL. Such an electrical reference is taken
into account by the navigation computer for the computation of the ground speed within the aircraft
reference trihedron (connected with the FRL).
3- OPERATIONAL EQUIPMENT
A Radar nose cone
The radar nose cone is set mechanically 3°30' nose-down in relation to the FRL.
The electrical reference is similar to the above value.
This value corresponds to the most useful searching envelope of the radar.
B - Sight head
The sight head mounting base is set 13°30' nose-down in relation to the FRL. The fixed symbol is
set 3°47' nose-down in relation to the FRL, except during an approach where it is 6°20' (due to tilting
of semi-reflective glass).
C . Laser head
The laser head is set mechanically 3°30' under the FRL. Its electrical reference (firing axis) is set
2° nose-down in relation to the FRL.
A test position (electrical) is provided to allow ground shooting to be performed on a.:
harmonization panel during harmonization check (setting : 2 17' nose-down in relation to the FRL).
AD
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MIRAGE F
13°30'
Sight head _^ Camera
F/?L FRL
3°30\
. Doppler radar Gyro platform

Laser head L_ incidence probe
Doppler radar (mechanical)
FIGURE 2 - SETTING OF NWS COMPONENTS

AD
A^.
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MIRAGE
....,..;.
F
,n
_ Restricted MANUAL 10
4- ARMAMENT
The two guns are permanently secured to the fuselage bottom, between frames 19 and 21. They
are set 2° nose-down in relation to the FRL, with their axes parallel to the aircraft plane of symmetry.
5- HARMONIZATION
The NWS components harmonized in relation to the aircraft structure are mechanically
interchangeable.
The aircraft is provided with an alignment platform harmonized in relation to the aircraft for a
transfer gyro (intended for initial heading setting of navigation computer).
This platform allows the transfer gyro to be set along an axis parallel to the aircraft plane of
symmetry.
AB
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\ M MIRAGE F
PRECAUTIONS TO BE TAKEN WHEN REMOVING AND INSTALLING

ANY ELECTRONIC COMPONENT
1 - SCOPE
This sheet summarizes the precautions to be taken for all aircraft electronic components, the
removal and installation of which are not covered in the relevant chapters because of the simplicity of
these operations. The removal and installation of the cockpit equipment items are described in Manual
09-1. All instructions given for electrical equipment are also applicable , therefore they are not repeated
below (See 08-0).
CAUTION :
WAIT UNTIL THE GYROS OF THE GYRO EQUIPMENT ARE FULLY STOPPED BEFORE
REMOVING THEM.
2- REMOVAL
A Lifting of tilting floor
Loosen the two screw type locks by means of the wheel located on the mount and keep it up with
the retaining lever.
B Equipment connected to common chassis of equipment bay
(1) Disconnect connections, if required.

(2) Mandatorily use wheel on tilting mount.
(3) Loosen locking cams, if required.
(4) After completely clearing rack, pull unit while guiding it so as to avoid damaging slides.
(5) !f installation is not performed at once, blank bottom connectors and, if required, pitot static
systems.
(6) Avoid undue pressure or friction on the centering ball-joint (located on the edge of the equipment
bay) in order to avoid damage to the installation connectors.
C Equipment attached to individual mount
(1) Disconnect connections, if required.

(2) Remove attaching nut(s) ana pull unit while guiding it so as to avoid damaging slides.
D Equipment attached by screws
(1) Disconnect connections.

12) Remove attaching screws.
(3) Remove unit.
(4) Reinstall screws on mount.
3- INSTALLATION
IMPORTANT :
After removing blanks, ensure that there is no foreign matter, and check connectors, guides and
slides for condition.
AA
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ti^J>^ZZX
AVIATION^gF3^
MIRAGE F
A Locking of tilting floor
(1 ) When tilting the floor, steady it with the hands to prevent it being damaged.
(2) Tighten the two screw type locks by means of wheel located on mount.
B Equipment connected to multiple chassis of equipment bay
(1) Locate the unit perfectly vertical.

(2) Engage the slides and guide the unit, ensuring. that installation takes place without use of force.
(3) Allow the unit to rest by its own weight.
(4) Lock by means of the wheel.
(5) If required, tighten the locking cams and make the connections.
C Equipment attached to individual mount
( 1 ) Guide the connecting movement without forcing.

(2) Make certain that the locating pins are correctly located.
(3) Push lightly to ensure plugging-in.
(4) Tighten the attaching nut(s) and safety if required.
(5) Make the connections.
D Equipment attached by screws
NOTE : If bonding is achieved through the attaching parts, comply with the instructions relating to
the making of bonding connections (see 10-0-1 15).
(1 ) Install and attach the unit by screws.

(2) Connect the interconnecting connectors.
(3) Make sure that the attachment is correct.
AA
AVIONS MARCEL DASSAULT IL^ZZVs.
BREGUET AVIATION^r^P3^ _
MIRAGE F
GENERAL CHECK OF NWS CIRCUITS AND COMPONENTS
1 - SCOPE
This sheet describes the general methods for inspecting the NWS circuits and components. A part
of these methods is common to the electrical components ; therefore they are not repeated below
(See 08-0).
2- EQUIPMENT REQUIRED
A Spares :
- GUDEBROD binding thread

- black insulating adhesive tape.
3- INSPECTION
A Coaxial cables and connectors
(1 ) Check easily accessible areas, and specially places where friction or twisting is possible.
(2) Wrap coaxial cables if they are torn, burnt, worn, etc., with black adhesive tape and binding
thread.
- If shield is damaged, or if the coaxial shows a kink, replace cable or part of it using a coaxial
break connector (refer to 16-0, «wiring repair»).
(3) Check coaxial cables and connectors for external condition and cleanliness.
If a connector is to be replaced, some limitations are imposed (refer to 16-0, «wiring repair»).
(4) After any coaxial cable repair other than tape wrapping and binding, or after replacing a
connector, carry out the SWR measurement (refer to 10-0).
B NWS components
(1 ) Check for dents, burning and extensive flaking of paint.

(2) Ascertain that ventilation ports are not blanked.
(3) Check fan outlets for dust.
(4) Make certain that reading and control components are in satisfactory condition.
(5) Ensure that all test connectors are provided with a cap and that caps are correctly attached.
(6) Check if colour marks are present and satisfactory.
(/) Check glass panels for condition.
(8) Check pitot static lines for condition and routing.
AA
AVIONS MARCEL DASSAULTZ
BREGUET AVIATION .r<A
- v V
- . ^ MIRAGE F
GENERAL CHECK OF ANTENNAS AND FAIRINGS
1 - SCOPE
This sheet describes inspection instructions for antennas and fairings to determine whether they
require attention.
2- GENERAL INSTRUCTIONS
A Check for dents, scratches, tearing, etc.
B Check for absence of greasy matter, hydraulic fluid, fuel, etc.
C Fairing inspection is to be considered on a routine basis, especially as regards scratches and small
eroded areas not requiring fairing removal but likely to worsen.
3- REMOVAL DATA
Antennas and fairings shall be removed for reconditioning, subject to the following conditions :
A V/UHF, UHF, VOR/ILS and radio compass sense antenna fairings, and radio compass loop
antenna radome.
(1) CELOMER (grey) and PYROLAC (white) coatings

Check PYROLAC protective paint for condition. If CELOMER primer sealant or laminate is
visible, remove fairing for repair (See Manual 03-0).
Remove fairing in the case where a dent, caused by a tool and only affecting polyurethane paint
over an area lower than 0,5 cm2 (0.07 sq.in), is noticed. Partial paint renewal will be, in that case,
satisfactory.
Slight scratches (depth lower than 0,5 mm (0.02 in)) are permitted.
(2) HYPALON coating

Check leading edge HYPALON protective coating for condition. If coating is partly removed or
lacerated on leading edge itself, there is a risk of tearing away. Remove fairing for repair (See
Manual 03-0). If coating is partly removed (10% of its surface) on leading edge lateral section, remove
fairing for repair (See Manual 03-0).
B Radio-altimeter fairings
If fairing is separated from base or shows one or more cracks likely to affect sealing, replace
fairing.
C Radar radome
Check radome for condition. If neoprene coating is damaged, forward radome to workshop for
repair. No work can be performed on aircraft.
Besides, if laminate is damaged, it is imperative that nose cone should be forwarded to industrial
facilities to have its electrical characteristics checked.
D Doppler radome
No touch-up is permitted on this type of radome. Complete paint renewal should be performed as
soon as priming coat starts being removed, causing laminate to become visible.
Radome should be forwarded to repair facilities when more than two fibreglass layers are
damaged.
E Other fairings or antennas
Check coating of other fairings or antennas for condition. If they are slightly scratched, no work is
required. If scratch (es) is (are) deep (exceeding 0,4 mm (0.016 in) or 0,5 mm (0.02 in), remove for
repair. As regards blade antennas, remove for repair if they show dents.
AH
07-77 Restricted °-110
AVIONS MARCEL DASSAULT J
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MIRAGE F
GENERAL METHOD FOR CLEANING AND PROTECTI NG

ANTENNAS AND FAIRINGS
1- MATERIALS
-TEEPOL
-Ethyl alcohol AIR 3655
- Dry rags.
2 CLEANING
A - V/UHF, UHF, VOR/ILS and radio compass sense antenna fairings, and radio compass loop
antenna radome.
(1) CELOMER and PYROLAC protective coatings
As a rule, glass-resin components with CELOMER - PYROLAC protective coatings shall be cleaned
with soapy water (water + Teepol).
Once spots are removed, rinse and dry.
(2) HYPALON protective coatings
Surfaces coated with HYPALON material shall be cleaned with ethyl alcohol.
B - Radio altimeter fairings
Degrease and clean fairings with soapy water (water + Teepol), if required.
C - Radar radome
Radome shall be cleaned with soapy water (water + Teepol).

Prevent water ingress through pitot static ports of probe.
D - Radar detector antenna radomes
Radomes shall be cleaned with soapy water (water + Teepol).
E Doppler radome
The radome shall be cleaned with soapy water (water + Teepol).
F IFF antennas
Glass-resin cover shall be cleaned using a dry rag.
G - Marker beacon antenna
No special servicing , dry cleaning.
AE
1°-77 Restricted 0-111
BREGUET AVIATION
LAA^TU
_
MIRAGE F
BONDING CHECK
1 - SCOPE
To check the bonding of the various aircraft components ; bonding is required to lower the inter¬
ference induced by electrostatic discharges from parts which are at different potentials.
Check bonding if interference (statics) is detected on operational assemblies.
On equipment items or equipment mounts which are very sensitive to interference or which
generate interference, check bonding after each removal or installation (see table below).
A Special tools
- F1 ELB kit
B Standard equipment
- Fire extinguisher
C Ground support equipment

Guerpillon type 498M or Sefelec P/N 2059 milliohmmeter with probes and associated cords (or
-
equivalent equipment)
3- MEASUREMENTS
CAUTION :
THE USE OF A MILLIOHMMETER FOR CHECKING BONDING ON AIRCRAFT INVOLVES
THE SAME OPERATING LIMITATIONS ON AIRCRAFT USING TRO OR TR4 FUEL AS ON
THOSE USING GASOLINE.
A If possible, take measurements in open air and not in a hangar.
B Thoroughly wipe off any fuel near measurement places. In particular, it is advisable to avoid
making contact near venting outlets or filler ports when they are open.
C Avoid working during the hot periods of the day.
D Make sure that the measurement points are ventilated (open inspection doors, U/C doors, etc., to
obtain natural ventilation).
E Make sure there is a fire extinguisher and someone to operate it beside the aircraft.
F Use the milliohmmeter as instructed on the cover (measurement made at 10 amperes).
G Use the equipment bay LH side former between frames 14 and 15 as the aircraft ground reference
point (if a Guerpillon type 498M milliohmmeter is used, secure one of its connectors with the attaching
device).
AC
BREGUET AVIATION
/LJÂAjL
^-oF3^?^
MIRAGE
M ami AI m
i
F
H Take the bonding measurement at the component point provided for this purpose or, if such
a pointis not provided, on the component section closest to the bonding connection.
I Press the probes firmly home to ensure correct contact. For not easily accessible units, use the
two movable prods.
J Do not scrape with the prods to improve contact.
CAUTION :
IN THE OXYGEN COMPARTMENT, TAKE MEASUREMENTS BEFORE FILLING THE
OXYGEN SYSTEM.
If a bonding measurement is found to be out of tolerances, it is necessary to improve bonding

(see manual 16-0).
4- BONDING RESISTANCE VALUES
The list of measuring points in the table is not exhaustive. As a rule, the bonding resistance (in
relation to the reference point) must not be more than :
A 0.5 mîî (as recorded in relation to the door or structure accommodating the component) for :
- antenna surrounds and bases,
- mounts of electrical or electronic equipment items known to cause or to be sensitive to
interference,
- ground electrostatic connection.
B- 1 mftfor :
- aircraft structure (light alloy),

- engine.
C - 1.5m£2for :
- electrical or electronic equipment items known to cause or to be sensitive to interference.
D - 2 m£2 for :
- equipment mounts (except for those mentioned above),

- refueling receptacle and air vents.
E 5 m£2 for :
removable external metal (light alloy) components (control surfaces, bellcranks, rods, inspec¬
-
tion doors, undercarriage doors and undercarriage),
- instrument panel, consoles and pedestal, &.
- electric and electronic equipment items in continuous operation,
- engine cowls.
F - 10mft for :
- electric and electronic equipment (except above equipment),

- aircraft structure (stainless steel),
- engine (stainless steel),
- removable external metal (stainless steel) components,
- light alloy metal parts normally in contact with inflammable fluids.
G- 100 m« for:
-stainless steel parts normally in contact with inflammable fluids.
AA
BREGUET AVIATION
MIRAGE F
6- TABLE OF ITEMS BONDING OF WHICH IS TO BE CHECKED AFTER EACH REMOVAL
Maximum resistance Access

CHECKED ITEM Location
in milliohms (Door No.)
Radio and radio-navigation

equipment mounts 0.5
Multiple chassis 0.5 Equipment bay 13-00
Static inverter 5 Equipment bay 13-00
Transformers rectifiers 1 and 2 5 Equipment bay 13-00
Protection units 5 Equipment bay 13-00
Regulators 5 Equipment bay 13-00
Electrical generation system filters 5 Equipment bay 13-00
26 V AC transformer 1 5 Equipment bay 13-00
26 V AC transformer 2 5 Equipment bay 13-00
Smoothed 26 V AC transformer 5 Nose cone P2.08
Alternators 5 Lower section of 26-05

center fuselage (06 and 07)
V/UHF antenna (base) 0.5 Fin top
VOR/LOC and glide slope antennas 0.5 Fin top
UHF antenna (base) 0.5 Fin leading edge 07-00
UHF antenna (base) 0.5 Trailing edge
IFF antenna (surround) 0.5 Nose U/C door
Marker beacon antenna (surround) 0.5 Frames 37-38

(bottom)
|"122R 5 Cockpit (inside
Radio-compass interference J RH console)
suppressors |
L125R 5 Equipment bay 13-00
Radio-compass receiver 5 Equipment bay 13-00
Radio-compass coaxial adaptor 126R 5 Equipment bay 13-00
Loop antenna 130R 0.5 Equipment bay 13-00
Quadrantal error corrector 129R 5 Sense antenna

coaxial connector
Sense antenna 0.5 Fin
Radio-altimeter transmit antenna 0.5 Frame 1 - Frame 2
Radio-altimeter receive antenna 0.5 Frame 7 - Frame 8
Direction finding units 0.5 Fin
AK
BREGUET AVIATION
MIRAGE F
SWR MEASUREMENT
1 - SCOPE
SWR measurement permits checking of the antenna circuits of the radio-electrical systems.
It shall be performed after any action (repair) on coaxial cables and connectors of antenna circuits.
A Ground support equipment
- 115-200 V/400 Hz electrical power supply
- Férisol reflectometer/wattmeter assembly NTO 800 with probes and adapter cords (or equivalent
equipment)
- Férisol SWR-meter assembly TO 202 (or equivalent equipment)
- Férisol load resistor S 730 (or equivalent resistor)
3- MEASUREMENTS
A General remarks on measurements
(1) Test frequencies are given for information. If an SWR value is close to the maximum limit, it is
recommended to make measurements at frequencies close to those specified in this sheet.
(2) After taking measurements, if there is any doubt about the SWR of an antenna, measure again
under the following conditions :
- outside and away from hangars,
- undercarriage doors and inspection doors closed,
- aircraft supplied with electrical power,
- cover of involved antenna removed.
| (3) If the SWR value still exceeds the maximum limit, refer to para. «Fault isolation».
B SWR measurements for V/UHF and UHF systems
(1) Use the reflectometer/wattmeter with probes corresponding to VHF and UHF ranges and to
transmitter power.
Probes used with NTO 800 (SW type probes)
FREQUENCY POWER IN WATTS

RANGE
RANGE
10 30
VHF 65 to 165 MHz 65/10 65/30
UHF 160 to 400 MHz 160/10 160/30
Example : probe SW 65/1 0 operates from 65 to 165 MHz and from 0 to 10 W.
(2) The SWR value should be:
SYSTEM TO FREQUENCY SWR VALUE IN dB

BE CHECKED RANGE
MAIN V/UHF 113-155MHz VHF<3 VHF-6dB

225 -400 MHz UHF<2 UHF- 9.5 dB ;r
SECONDARY UHF 225 -400 MHz <2 -9.5dB
AG
BREGUET AVIATION
MIRAGE F
(3) Measurement method
-Make measurements on three frequencies (bottom, center and top of range) within UHF, then
VHF range.
- Insert the reflectometer/wattmeter in series in the circuit to be tested as close as possible to the
antenna output of the set.
- Place the removable probe of the coupler in the position corresponding to the direction of the
incident power.
-Set «WATT-TOS» (WATT-SWR) selector switch to «WATT».
- Switch on the transmitter («press-to-talk» button on front panel of transmitter-received depressed,
and mode selector switch on control unit set to «A3»).
- The galvanometer pointer should deflect to the red or the green range depending on the trans¬
mitter power.
-Set «WATT - TOS» (WATT - SWR) selector switch to «TOS» (SWR) (red dot or green dot
according to above specified range).
-Actuate «TARAGE» (calibration) adjustment knob and bring the indicator pointer to end of
scale.
- Place the removable probe of the coupler in reverse position, i.e. in direction of reflected power.
- Read the SWR value on the indicator (red or green range).
C SWR measurements for VOR, glide slope and marker beacon systems (antenna circuits)
(1) Principle
- The SWR-meter is a unit including a generator and a reflectometer/wattmeter assembly.

- Connection is made at the receiver to the antenna coaxial cable connector.
(2) Measurement method
- The SWR-meter shall be supplied with 1 15 or 230 V, 48 to 400 Hz AC power.

- Adjust the oscillator to the required frequency by means of the frequency knob.
- Calibrate the meter, then switch the coupler to «measurement» position.
- Read the SWR on the galvanometer dial.
- The connecting points are on the antenna coaxial cable at set output.
Checked Test frequency

SWR Value indB
item in MHz
VOR 108 114 118 <3 -6dB
GLIDE SLOPE 328 332 336 <3 -6dB
MARKER BEACON 75 <3 -6dB
D SWR measurements for IFF systems (only with meter having 990-1250 MHz capability, such as
Oritel SWR-meter RO 501 SP DB)
Connection is made at the receiver to the antenna coaxial cable connector.
Checked Test frequency

SWR Value in dB
item in MHz
IFF 950 1050 1150 <2 -9.5dB
AF
AVIONS MARCEL DASSAULT i
BREGUET AVIATION ^ZZZ^
MIRAGE F
E - FAULT ISOLATION
If the SWR value exceeds the maximum limit, it is possible to connect the meter to the various
coaxial cable disconnects in order to isolate the defective coaxial cable section or antenna.
When antennas are disconnected, it is necessary to load the line with an equivalent load resistor.
In this case, the SWR value of a coaxial line shall be within the limits shown in the following
table.
FREQUENCY SWR WITH «N» DISCONNECTS SWR WITH «BNC» DISCONNECTS
100- 156 MHz < 1.05 < 1.05
225- 400 MHz < 1.09 < 1.11
900- 1000 MHz < 1.12 < 1.15
AA
02-85 Restricted 0-119M
BREGUET
/L '-^"U.
AVIATION^2?Âr-^<C>
MIRAGE F
Â^ ^=^ Restricted MANUAL 10
DEFINITION AND INSTALLATION OF HARMONIZATION PANEL
1 - SCOPE
The scope of the operation is to prepare the equipment required for installing the harmonization
panel.
- Weapon adjusting kit M RA 9.
- Harmonization panel.
3 - AIRCRAFT CONFIGURATION
A/C in flight conditions, all equipment installed, completely refuelled.
-
If A/C or some components temperature has increased (long insolation or run-up), leave A/C at
-
rest for five hours before performing any harmonization check.
4- DEFINITION OF PANEL (Fig.4)
5- PROCEDURE (Fig.5)
- Place aircraft in line of flight (see 02-2).
NOTE : To place the aircraft in correct longitudinal attitude for harmonization purposes, install the
shim marked « gun shim » under the rear land of the levelling fixture.
Open main U/C doors (see 02-0) so as to permit the sight line to be visualized.
-
- At frames18 and 38, on R/H and L/H sides (see details A and B), remove blanking plugs (1 and
2) from forward and aft sighting points.
- Install :
- sighting reticles at forward points (detail A)
- eyepieces at aft points (detail B).
Sighting reticle (3) and eyepiece (4) shall be installed by fitting each rod in respective housing and
rotating so as to lock tools in sighting position.
- Place harmonization panel equipped with sighting points, vertical at 53,149 m (174.37 ft) from
vertical passing through sighting reticle.
53,149 m (174.37 ft) correspond to 50 m (164 ft) from optical centre of sight head harmonization
tool.
The sighting points of the harmonization panel have been calculated for this distance.
- Using L/H eyepiece (4) and reticle (3), the sighting point of which is represented by two
intersecting wires, sight and correct panel-to-aircraft position so that sight line corresponds with panel
mark (FRL at 42.23 mrd nose-up when sight line is horizontal).
- Repeat same operation on other side and adjust panel-to-aircraft position as required for both
sight lines.
6 - FINAL STEPS
- Remove R/H and L/H eyepiece and reticle assemblies and reinstall plugs 1 and 2 in respective
housings.
- Lock plugs (rotate plugs until-locking device is engaged).
- Lower aircraft on wheels (02-2).
- Close main U/C doors (02-2).
AB
BREGUET AVIATION
MIRAGE F
DETAIL OF PANEL MARKS
co oo
ci
Fi V vm
ï
ta S/GW7" W£4D
m
S î T 7 ? I CN
Control area
50 50(1.96") 25 25 (0.98") ± 1 mrd
Adjustment area
± 0.5 mrd
W(0.39")
Yellow
& 285
ë
285
GUMS
(11.22") (1 1.22")
SIGHT \\JLINE
776,5 (30.57") 776,5 (30.57")
Yellow. ^ ' ' - - < ; H
13.94")
62 #.4S";
IMPACT LASER
SIGHTING LASER
FIGURE 4 - DEFINITION OF HARMONIZATION PANEL

AC
BREGUET AVIATION -<<l'
Sight harmonization tool

optical centre
50 m ( 164.04 ft )
53, 149 m (J 74.37 ft)
DETAIL A DETAIL B
FIGURE 5 - INSTA L LA TION OF HA RMONIZA TION PANEL

AB
09-75 0-122 FIGURE 5 0-122
Restricted
BREGUET
/A-A-AAl
AVIATION^<^=^.vr<0<
MIRAGE F
^C^^^^. Restricted MANUAL 10
CHECKS TO BE PERFORMED ON AIRCRAFT STRUCK BY LIGHTNING
1 - GENERAL
This operation is to be performed each time an aircraft has been struck by lightning during a flight
in adverse climatic conditions. The usual daily inspections shall be performed later on.
2- LOCALIZATION OF THE STRUCK AREA

A Record the anomalies detected by the pilot.
B Inspect aircraft to localize the struck areas
Usually, the lightning strike path extends from its impact point (skin or protrusions : incidence
and total pressure probes, temperature bulbs, pitot tube) up to the trailing off point (trailing edges, tail
cone). The melting points which may have been caused along this path on the A/C skin, door edgings,
rivet and screw heads or any sharp part must be localized. If possible, the struck areas should be
photographed for identification purpose.
The following will be checked systematically :
- nose and tail cone skins
- flight controls (control surfaces, flaps, slats, airbrakes)
- wings, tail and fin units (leading and trailing edges, fairings)
- fin and wing tip light glasses
- shock cones and air intakes
- cockpit window frames
- canopy and embrittlement systems
- visible electrical circuits and equipment in cockpit
- radomes and antenna fairings
- pitot, temperature and incidence probes
- pylons and external stores if installed on aircraft
- after removing the radar radome, check the various radar components.
- radar grounding braid for condition (access through door P2-08)
- electro-center and battery box tripping fuses for correct cutting in.
3- SYSTEMATICAL REMOVAL OF PARTS TO BE CHECKED IN WORKSHOP

Remove missiles, if installed on A/C, for shop inspection.
4- OPERATIONS TO BE CARRIED OUT FROM ANOMALIES DETECTED BY THE PILOT

Check and repair the defective system
In case of engine malfunctioning on return of the A/C, remove it for bench testing.
If engine operation is correct on return of the A/C, perform a run-up check (See para. 6).
5- OPERATIONS TO BE CARRIED OUT ON AREAS STRUCK BY LIGHTNING

A Structure
(1) General
Trim the melting points
Touch up the paint.
NOTE : This reconditioning can be postponed until the aircraft is grounded for a long period.
(2) Shock cones

If the shock cones show evidence of one or several melting points, carry out «Adjustment check of
shock cones» (06-3).
AB
AVIONS MARCEL DASSAULT Y ^Z^ZZx.
BREGUET AVIATION ^^"--5_^'AA>
MIRAGE
.........
F
..
B Electrical circuits
If a fuse has tripped off, the circuit protected by this fuse must be checked and if necessary, an
insulation and a continuity test must be made (See 08-0). If this check reveals an electrical receptacle
showing traces of «flash-over», this receptacle must be replaced and the circuits ending to both the
fixed and the mobile parts of this receptacle must be measured for insulation.
C Equipment
Certain operations are to be made in case the items of equipment listed below have been struck by
lightning (melting traces).
(1) Nose probe
At junction connector 80F (Access through door P3-06).

(a) Perform an insulation measurement (See 08-0) of the nose probe heating system with respect to
the nose probe earth :
(b) Perform an insulation measurement on the A/C side of the probe heating system.
NOTE : Do not let the probe heating switch «ON» for too long, since this would cause overheating of
the other probes.
CAUTION :
BE CAREFUL NOT TO SHORT TERMINALS 1 and 2.
Remove the probe slip-covers

-
-'- Supply the aircraft with electrical power .
- Set the probe heating switch to «ON» and check for presence of + 28V on terminal 2 (grounding
through terminal 1)
- Trip off fuse 77 F and check for correct operation of this fuse by the absence of + 28V on
terminal 2.
- Measure insulation (See 08-0) at terminal 2 (in relation to terminal 1 ).
- Set the probe heating switch to off
- Cut off the electrical power
- Trip on fuse 77F.
(2) Radar nose cone or radome
Using SDAP, carry out a radar test (10-1 )
(3) Incidence, pitot or temperature probe(s)
Replace damaged probe.
(4) Antennas
(a) Carry out insulation measurement and continuity test on antenna circuits.
(b) Measure the antenna circuit SWR or, if not practicable, check the system which protects the
antenna circuit.
D Canopy and surrounding areas
Remove canopy, pyrotechnical cords and percussion unit, then lay canopy down until results of
the check of pyrotechnical cord detonation rate are known, should the following damages be detected :
- on canopy and its embrittlement system :
- fire system paint blistered
- f lashover or melting point evidences on the fire system or about,
- electrical circuits damaged near canopy,
- distortion of canopy transparent panels.
- other equipment severely damaged in cockpit.
AA
t
AVIONS MARCEL DASSAULT i^J^^ZZX.
BREGUET AVIATION^Cj; _ _
MIRAGE F
6- SYSTEMATIC FUNCTIONAL CHECKS
These checks allow defects caused by lightning to be detected. The usual daily inspections shall
be performed later on (02-5).
A Probe heating circuits
Checks to be performed during daily inspection.
B Checking aircraft external lighting
Refer to «Pre-night flight inspection» (02-5).
C Checking the navigation references
Check briefly the following systems :

- angle-of-attack probe system (to be performed during daily inspection)
- air data system (12-2)
- radio-altimeter system, using SDAP (10-1)
- doppler radar ( 1 2-6) .
D Radio navigation
Check briefly the following systems :

- RADIO COMPASS system (12-8)
-VOR/ILS -MARKER beacon system (12-5).
E Operational systems
- Brief check of radar (14-2)

- Overall check of I F F system ( 1 4-5)
- Check of radar detector using SDAP (10-1).
F - Radio
Check the V/UHF (11-1) and UHF (1 1-2) systems.
G Overall check of compensation (12-0)
H Engine run-up checks
Perform the post-inspection run-up (02-8) with AB, and including :

-flight control and AP integrated test.
AJ
"V<? MIRAGE F
INSTRUCTIONS TO BE OBSERVED FOR COOLING AND
CONDITIONING THE NWS EQUIPMENT
1 - SCOPE
To specify energization limitations for equipment according to climatic conditions.
2- EQUIPMENT BAY AND NOSE CONE BAY EQUIPMENT

At temperatures lower than 0° C, it is recommended to preheat the equipment so as to avoid
altering measurement of performance data.
Beyond 25° C ambient temperature, it is necessary to ventilate the equipment as it is energized.
6 > 40° C.
Ventilation should be systematically performed if
To improve cooling on ground, keep bay doors open and leave equipment energized only for the
time required for checking.
Equipment energization time (t) without ventilation, which depends on the external ambient
temperature in the shade (0), should not exceed the value given in the following table :
Aircraft Temperature Bays Bays

closed (t) open (t)
location (0)°C min min
6 < 25° 45 60
in the shade 25° < 6 < 35° 30 45
35° < 6 < 40° 15 30
0<25° 30 45
in the sun 25° < B < 35° 15 30
35° < 6 < 40° 10 15
3- MAP DISPLAY UNIT
Operation of the map display unit is subject to certain limitations (See 12-0).
4- NAVIGATION COMPUTER
The operation of the navigation computer is subject to certain limitations (See 12-0).
5- BOMBING COMPUTER
The operation of the bombing computer is subject to certain limitations (See 14-0).
6- RADAR
Operation of the radar is subject to certain air conditioning requirements. (See 14-0).
AD
07-77 0-201
Restricted
AVIONS MARCEL DASSAULT tL^ZZZy^
BREGUET AVIATION w^2==^<Â>
MIRAGE F
^C^^"^^ Restricted MANUAL 10
SECTION 1
USE OF NWS TESTING AND TROUBLE SHOOTING

EQUIPMENT
TABLE OF CONTENTS
Page
1-0 GENERAL
- General information on NWS trouble shooting 1 -001

- List of test and servicing connectors and associated accesses 1 -003
- List of field intercheangeable equipment items checked with the SDAP 1 -007
- SDAP operating modes 1-013
- General instructions for preparing and operating the SDAP 1-015
- Actions to be taken in case of troubles 1-016
- SDAP and aircraft preparation 1-018
- Special SDAP preparation for electrical power supply check during engine run-up .... 1-027
- Preparation and operation of SDAP pressure generator 1-030
- Index of SDAP programs 1 -050
1-3 REMOVAL -INSTALLATION
- Installation of computer scope support 1 -301

- Installation of computer scope 1 -302
- Installation of radar detector antenna caps 1 -305
- Installation of map display unit cooler 1-306
- Installation of radar beacon 1 -308
- Connection of pitot-static system lines 1-310
1-5 INSPECTION -CHECK -ADJUSTMENT
- Overall check of NWS, using the SDAP . 1-501
Figure No. Page
1 TEST OF NAVIGATION AND WEAPON SYSTEM -BLOCK DIAGRAM 1-002

2 TEST AND SERVICING CONNECTORS -TOP 1-005
3 TEST AND SERVICING CONNECTORS -BOTTOM 1-006
4 SDAP EMERGENCY STOP 1-017
4M COOLING OF MAP DISPLAY INDICATOR 1-018M
5 INSTALLATION OF COMPUTER SCOPE AND DIALOG BOX 1-019
6 PREPARATION OF SDAP AND GAMO 1 -021
7 PREPARATION OF SDAP, MEA AND GRC 1-022
8 SDAP-TO-AIRCRAFT CONNECTIONS FOR ENGINE RUN-UP 1-028
10 INSTALLATION OF COMPUTER SCOPE SUPPORT 1-301
11 INSTALLATION OF MAP DISPLAY UNIT COOLER. . .. 1-307
12 INSTALLATION OF RADAR BEACON 1-309
13 CONNECTION OF PITOT-STATIC SYSTEM LINES 1-310
AJ
AVIONS MARCEL DASSAULT L
BREGUET AVIATION _
--V' lAU.
_
MIRAGE F
GENERAL INFORMATION ON NWS TROUBLE SHOOTING
At the first line maintenance level, no systematic check of the NWS is required, except at long
intervals. The field maintenance crew shall perform trouble shooting operations only when the pilot
signals malfunctioning of the navigation and weapon system. Trouble shooting shall consist in finding
the failed unit, replacing it and ensuring that -the system operates correctly. The field maintenance
crew also checks readiness of the aircraft for operational missions.
For trouble shooting, the following shall be available to the field maintenance crew :
1 - MEANS SPECIFIC TO EQUIPMENT
A Permanent self-test equipment
B Controlled self-test equipment (available to pilot and mechanic).
C Mechanic's self-test equipment (only available to mechanic).
2- MEANS ON GROUND
- SDAP (automatic flight line trouble shooting system) and associated units.
- Power supply units (electrical, hydraulic, etc.).
- Ancillary test equipment (test and trouble shooting sets, various ground support equipment).
Utilization of SDAP requires two operators, one in the cockpit, the other in front of the SDAP.
Following means of dialoguing with SDAP are available to the main operator :
-computer scope and dialog box.
Following means of dialoguing with SDAP are available to the ground operator :
-starting and operating panels.
Both operators converse with each other using the ground telephone.
The cockpit operator's task consists in :

- starting the program,
- performing servicing operations of A/C systems or checking operations required by the instruc¬
tion images of the computer scope,

- giving a decision on the dialog box, when required by the computer scope,
- indicating the faulty equipment when the computer scope shows a diagnosis image.
The ground operator's task consists in :

- starting the SDAP and the related supply units,
- performing certain servicing operations during the program,
- reading the results automatically printed out by the printer.
Each program is presented in the form of a flowchart allowing the main operator to follow the
program run.
AA
MIRAGE
BREGUET AVIATION .<AA l£H£ Restricted MANUAL
F
10
MARKER BEACON
RECEIVER
CONTHOÛ FLUX
VALVE GYRO PLATFORM
UNIT
T L ELECTRONICS
VOR/ILS VOR/ILS
RECEIVER BOX
CONTROL UNIT
m
VORILS/MARKER AUDIO SIGNAL OMNIBEARING FLUX EMERGENCY
SELECTOR GYROMAGNE-
VALVE TIC COMPASS
1
FLIGHT
INSTRUMENTS RADIO COMPASS RADIO COMPASS
NA VIGA TION SYSTEM CONTROL UNIT RECEIVER
CONTROL UNIT >-H GUN
m HEADING
TRANSFER
STATION
SELECTOR SIGHT
CONTROL SYSTEM
UNIT UNIT LASER
HEAD
CONTROL UNIT RH GUN
DOPPLER
M
NA VIGA TION LASER
RADAR COMPUTER ELECTRONIC
UNIT
BOMB
nnn ARMAMENT RELEASE
DOPPLER SIGHT AND INTERVALOMETER
BOMBING ARMAMENT
" CONTROL UNIT ELECTRONIC BOMBING BOX
COMPUTER L- UNIT CONTROL
PANELS
BOMBING MANUAL
RESET DISTANCE FA TIGUE
CONTROL UNIT SELECTOR
NA VIGA TION METER
UNIT
MATCHING
UNIT
ASSOCIATED
w OH SIGHT
MACH/AIRSPEED
INDICATOR
STANDBY
ALTIMETER
ELECTRONICS
~\ HEAD 2
s-
TEMPERA TURE
AIR DATA
COMPUTER
RADAR
AUXILIARY
UNIT
PROBE
RADAR
ANGLE-OF-
ATTACK
PROBE AIR DATA SYSTEM
FILTERED 26 VAC 26 V AC I
TRANSFORMER TRANSFORMER
LOW
RADAR DETECTOR
ANTENNA
V EMERGENCY
INDICA TOR
VIDEO
26 V AC 2
TRANSFORMER
SWITCH RECEIVER
TRANSP.
ANGLE-OF-ATTACK
INDICA TOR
FLIGHT
CONTROL ZZ RADIO-ALTIMETER WA
ELECTRONICS SYNCHRONIZA TION RADIO
HEIGHT
RADIO-ALTIMETER RADIO-ALTIMETER UNIT SELECTOR VHF V/UHF
INDICA TOR T/R BOX ZONTROL UNIT T/R
V/UHF SYSTEM
t
S3S.d
ACCELEROMETER 1 lr""
~r KEY
' UHF UHF
AUTOPILOT
STANDBY CONTROL AND I [TEST CONNECTORS CONTROL UNIT " T/R
AUTOPILOT
COMPASS INDICATOR UNIT
UHF SYSTEM
AUTOPILOT
FIGURE 1 - TEST OF NA VIGA TION AND WEAPON SYSTEM - BLOCK DIAGRAM

AK
BREGUET AVIATION ^C'"
MIRAGE F
LIST OF TEST AND SERVICING CONNECTORS AND ASSOCIATED ACCESSES
(Figures 1,2 and 3)
NOTA : The asterisk (*) indicates connectors which are not used with the SDAP associated with the
GAMO. These connectors are intended to accommodate special checking or servicing
equipment.
' ' - '
CONNECTOR REF. DES. AND COLOR LOCATION
1 - SERVICING CONNECTORS
Equipment ventilation Nose U/C well

receptacle
External power receptacle 16X Center lower fuselage
(power generation)
Telebriefing receptacle 30 R LH aft fuselage
Aircraft grounding F18-19, LH
connector *
Electrical bonding Equipment bay
reference *
2 - AI RCRAFT TEST CONNECTORS
Electrical power generation 39Z - Green Nose U/C well

test connector
Heading channel test 40Z - Red Nose U/C well
connector
Radio-navigation test 41 Z- Yellow Cockpit (F 10) -
connector
Navigation indicator test 42Z - Green Cockpit (F 10)
connector
Map display unit test 44Z - Blue Nose U/C well
connector
Doppler test connector + 45Z - Colorless Nose cone
26 V AC power supply
Synchronization unit test 53S-f Green 1
connector (coaxial cable) 1Lower fuselage
Compatibility unit test 53S-d Colorless J door 17-06-1
connector
Video receiver test 12T-Red Aft RH fuselage (36-04)
connector
Transfer gyro connector 127 F -Colorless LH main U/C well
Lower IFF antenna Nose U/C door
test connector *
3- EQUIPMENT TEST CONNECTORS

26 V AC transformer 1 Blue Equipment bay
Regulator 1 J3c - Brown RH equipment bay
J5e - Colorless
Regulator 2 J3c - Brown LH equipment bay
J5e - Colorless
Emergency gyro magnetic Colorless Equipment bay
compass
Electronic unit (27F) J14 - Orange Equipment bay
Navigation matching unit White Nose cone
AJ
AVIONS MARCEL DASSAULT/
BREGUET AVIATION^,- -A
.-*-<. \^
. - - -
MIRAGE F
CONNECTOR REF. DES. AND COLOR LOCATION
Autopilot 1 - Red Equipment bay

2 - White
Flying aid unit * S34-S35-S36 Equipment bay
Sight electronic unit J05 - Blue Nose cone

J06 - Yellow
J07 - Green
Air data computer Yellow Nose cone
Navigation computer e- Red Nose cone

g - Blue
Radio-altimeter transmitter- J01 - White Nose cone

receiver
Laser electronic unit J04 - Colorless Nose cone
Laser glass panel temp, regulator Laser telemeter fairing
Bombing computer S01 - Green Nose cone
Radar nose cone S312/22- Colorless Radar nose cone
Bomb release intervalometer* S1.S2 R/H center fuselage
Recorder (accelerometer/counter) J2 - Colorless L/H U/C well
4 - STORE TEST CONNECTORS
See manual 15.
AH
BREGUET AVIATION
MIRAGE F
NOSE CONE
Radar test connector Doppler radar and

26 V AC po wer supply
test connector (45Z)
Laser window temperature Sight electronic unit Regulator 1 test connectors (R/H side)
NOSE CONE controller test connector test connectors
(RH side view)
C.VII
Bombing 26V AC transformer 1_
computer test connector

test connector
Electronic unit
test connector (27 F)
Emergency gyromagnetic
compass test connector
Regulator 2 test
connectors (LH side)
Bomb release Electrical

intervalometer bonding reference
test
connectors
Autopilot computer
test connectors
FIGURE 2 - TEST AND SER VICING CONNECTORS - TOP

AH
BREGUET AVIATION .<<£.
MIRAGE F
Recorder test connector

(accelerometer counter)
Electro-center
(Bottom view)
-tar a
^J W
(S) (=)
Q t on /
\ Electrica
system test connector (39Z)
Compatibility unit
test connector (53S-d)
Map display unit
test connector (44Z)
FIGURE 3 - TEST AND SERVICING CONNECTORS - BOTTOM

AJ
AVIONS MARCEL DASSAULT/ -}>-" \1 MIRAGE F
BUEGUET AVIATION ^c^r _^~-«, . . . . . . . . . . ,A
LIST OF ITEMS OF EQUIPMENT CHECKED WITH SDAP

AND WHICH MAY BE CHANGED ON THE FIELD
1 - ELECTRICAL POWER GENERATION

- Vario-alternator 1 3X
- Regulator 1 4X
- Interference suppressor 1 51X
- Protection unit 1 6X
- Line contactor 1 8X
- External power receptacle contactor 1 . . . . 1 5X
- Vario-alternator 2 22X
- Regulator 2 23X
- Interference suppressor 2 52X
- Protection unit 2 25X
- Line contactor 2 . 21 X
- External power receptacle contactor 2 . . . . 29X
- Transfer contactor 12X
- Phase sequence unit 17X
- External power receptacle relay 14X
- Transformer-rectifier 1 19P
- Transformer-rectifier 2 20P
-TR1 contactor 13P
- TR2 contactor 14P
- TR detection unit 15P
- Battery 1 P
- Reverse current relay 2P
- Inverter 36X
- Three-phase change-over switch 35X
- Adjustment unit 1 18X
- Adjustment unit 2 30X
2- 26 V, 400 HZ AC POWER SUPPLY
- 26 V-v transformer 1 24F

- Filtered 26 ^transformer 126F
3- PITOT STATIC SYSTEM

- Static pressure systems S1 and S2
- Total pressure systems T1 and T2
- Mach/Airspeed indicator 55F
- Standby altimeter 51 F
4- INCIDENCE.SYSTEM
- Incidence indicator 19F
- Incidence probe 14F
5- AIR DATA SYSTEM

- Air data computer 17F
- Altitude indicator 50F
- Temperature probe 43F
AB
BREGUET AVIATION
MIRAGE F
6- GYRO ASSEMBLY
- Electronic unit ~| Paired 35F

- Gyro platform J items 27 F
- Magnetic monitoring unit 29F
- Upper flux valve 41 F
- Roll synchronization amplifier ......... 11 1F
- Pitch synchronization amplifier . 112F
- Emergency gyromagnetic compass 30F
- Lower flux valve 75F
- Control unit 37F
- Spherical indicator 28F
8- VOR/ILS SYSTEM
- VOR/LOC antenna 58R

- Glide slope antenna 57 R
- VOR/ILS receiver 56R
-VOR/ILS control unit 53R
- Omnibearing selector 40R
9- NAVIGATION SYSTEM
- Navigation computer 103F

- Station selector unit ............ . . . . 109F
- Heading transfer control unit 1Î3F
- Polar indicator 68F
- Associated electronics 60F
- Map display unit 108F
- Navigation matching unit 135F
- Doppler radar 34S
- Doppler control unit 105F
10 -RADIO-ALTIMETER
- Radio-altimeter transceiver 102R

- Radio-altimeter indicator 103R
- Transmission antenna 104R
- Reception antenna 105R
- Radio-altimeter indicator light unit ..... 109R
11 -AUTOPILOT
- Autopilot 39C
- Autopilot control and indicator unit .... 103C
12 -ARMAMENT CONTROL PANEL
Armament control panel 2A

Bombing control panel 101A
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13 -RADAR
- Radar nose cone 43S

- Radar auxiliary unit 44S
- Radar control unit 102A
14 -SIGHT SYSTEM
- Sight head 34A

- Sight electronic unit 35A
- Manual distance selector unit 1QA
- Bombing computer 23T
- Bombing reset control unit 25T
- Laser head 35T
- Laser electronic unit 34T
- Bay armament box
15 -RADAR DETECTOR
- Video receiver 1T
- Radar detector indicator 2T
- Forward direction finding unit . 5T
- Aft direction finding unit 6T
- RH side direction finding unit 10T
- LH side direction finding unit 11T
- Synchronization unit 13T
16 -ACCELEROMETER/COUNTER
-Accelerometer 31 W
- Fatigue meter 32W
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..«.,..«, ,^
SDAP OPERATING MODE
The scope of this chapter is to give the information required to operate the SDAP and to use the
programs.
The SDAP is designed to directly specify the diagnosis in the form of a command : standard
replacement of an equipment.
By hypothesis, wiring failures and double failures have been excluded from the diagnosis. This
gives rise to a doubt during certain trouble shooting operations. It is therefore necessary to follow the
procedure below.
1 - NORMAL OPERATING MODE
Trouble shooting is performed in an automatic mode selected by the program.
When a failure diagnosis is established, the program stops and indicates the failed equipment.
After replacement of the equipment, reselect the program from the beginning. During this new passage
the SDAP may still establish a failure diagnosis. Several cases may be considered :
A Same failure diagnosis :
(1) If the printer shows a list of several failed units, replace the next unit and reselect the program.
(2) If the printer shows only one failed unit, the failure may be due to connecting cables, or this may
be a double failure not detected by the SDAP.
B Other failure diagnosis
The SDAP may encounter a double failure.
2 SPECIAL OPERATING MODE (GROUP MODE)
CAUTION :
THE PRESENT OPERATING MODE IS NOT PERMISSIBLE TO NON SPECIALIZED

PERSONNEL. IT CAN BE PERFORMED ONLY BY SPECIALISTS OF SDAP OPERATION AND
PROGRAM USE.
SDAP CONTROLS ARE LOCATED IN AN AREA OF THE OPERATING PANEL WHICH IS
MADE EFFECTIVE THROUGH A KEY.
This operation enables «group calling».

A group is an assembly of tests pertaining or not to normal programs.
They are called in the same way as for a program but through the «on key» area of the operating
panel.
3- OPERATING PRECAUTIONS
If a program is run on an incomplete aircraft, the resulting diagnosis may be altered by the absence
of certain data. Trouble shooting on an incomplete channel requires utmost care. The use of the listing
may be necessary.
In such case, consult the specialists of SDAP operation and program use.
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GENERAL INSTRUCTIONS FOR PREPARING AND OPERATING

THE SDAP
CAUTION :
TAKE THE GENERAL SAFETY MEASURES RELATING TO THE AIRCRAFT SYSTEM FOR
PERSONNEL AND EQUIPMENT PROTECTION (SEE 01-0). THE SAFETY MEASURES
SPECIFIC TO EACH SYSTEM ARE DESCRIBED IN SECTION 0 OF THE MANUAL
CONCERNED.
1 - PRECAUTIONS TO BE TAKEN WHEN CONNECTING CABLES
- Before making any connection, ensure that the aircraft is not energized.
- Check cable identification before making connection (color of test connectors - cable
identification mark).
- Remove protective plugs just before connecting.
- Carefully plug connectors into receptacles.
- Check connectors for correct locking.
- When disconnecting a cable, immediately install protective plugs.
2- PRECAUTIONS TO BE TAKEN DURING OPERATION
Place SDAP on left of aircraft.

-
Perform all the operations for preparing the SDAP and the aircraft, taking care to follow the indi¬
-
cated sequence.
- Before running the program, make sure that all the cables specified in the program index are
connected.
- Remove pitot static probe covers before starting a given program.
I -At the end of a diagnosis session, return the equipment and aircraft to operative condition.
- Switch off aircraft power supply before installing a reconditioned spare.
NOTE : For reasons of warming up through insolation, the computer scope projector should only be
placed on the A/C support for the period strictly necessary for running the programs.
3- PRECAUTIONS TO BE TAKEN AFTER OPERATION
When stowing cables in recesses, leave a bend radius sufficient to avoid deteriorating cable sheaths.
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ACTIONS TO BE TAKEN IN CASE OF TROUBLES

(Figure 4)
1 - TROUBLES-ON AIRCRAFT
In case of trouble or accident on aircraft, use the emergency controls located on the dialog box or
on the starting panel. They permit power supply to be switched off.
2- TROUBLES ON SDAP
A Energization
When the contacts of «28 V» contactor are closed :

-
-if the «BATTERY ON» light remains out, the battery circuit breaker is not cut in, or
the SDAP has failed ;
- if the «RIGHT PHASE ORDER» light remains out, the three-phase power supply of the
SDAP is defective (phase order or absence of one or more phases), or the SDAP has failed ;
- if the «EMERGENCY STOP» light comes on, the dialog box is not connected or the SDAP
has failed.
- When the contacts of «200 V/400 Hz» contactor are closed :
- if the «MAINS», «PHASE A», «PHASE B», «PHASE C» lights remain out, the SDAP has
failed.
B Troubles during program run
CAUTION :
IF/WHILE RUNNING, A PROGRAM IS INTERRUPTED FOR A REASON UNRELATED TO

PROGRAMMING, RETURN THE EQUIPMENT TO INITIAL CONDITION AND RESTART
THE PROGRAM FROM THE BEGINNING. FOR CERTAIN PROGRAMS, IT IS NECESSARY
TO REFILL THE STATION SELECTOR UNIT AFTER THE LAST PROGRAM RUN.
-The program is interrupted, the dialog box controls are inoperative : SDAP failure.
-The «SDAP FAILURE» light of dialog box or operating panel comes on :SDAP failure.
- In case of doubt as to proper running of a program, pulses from SDAP to aircraft can be stopped.
This is obtained by depressing the «RESET STIM» button on operating panel of the SDAP.
C - Troubles on the SDAP
- If one of the SDAP failure warning lights comes on, reset and repair the SDAP.
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PANNEAU DE DEMARRAGE
STARTING PANEL
Arrêt
d'urgence
Emergency
stop
Arrêt
d'urgence
BOITIER DE DIALOGUE Emergency
DIALOGUE BOX stop
FIGURE 4 - ARRET D'URGENCE DU SDAP

SDAP EMERGENCY STOP
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Al RCRAFT PREPARATION
AND SDAP OPERATION
1 - SCOPE
To prepare the aircraft and the SDAP for trouble shooting and checking the NWS and the
electrical power generation without run-up.
A Ground support equipment :
Automatic field trouble shooting system (SDAP 8) and accessories, with following ground support
equipment :
- ground servicing unit (GAMO 5) with accessories, or
- electrical power unit MEA 200 CF and ground ventilation unit CPV 13 (if required).
3- AIRCRAFT PREPARATION
NOTÉ : - In case of light rain :

- lower the cockpit canopy, using the door-porter,
- lower the equipment bay door, using the large door-porter (SDAP accessory kit),
- install the radio-altimeter protective device.
- In a heavy rain :
- install the NWS shelter.
Connect mechanic's headset.
If required, make :
connections for ventilation of equipment bays and map display indicator in cockpit (See
-
«Installation of map display unit cooler»).
4_- SDAP OPERATION
A Access to controls
(1 ) - Open doors giving access to :

- starting and operating panels,
- test cables,
- winding reels,
- 200 V AC 400 Hz power supply.
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Support Ordinoscope
ordinoscope Computer scope
Computer scope
support
Boîtier de Tablier
dialogue d'opacité
Dialogue box Blind
FIGURE 5 - INSTALLATION DE L'ORDINOSCOPE ET DU BOITIER DE DIALOGUE

INSTALLA TION OF COMPUTER SCOPE AND DIALOGUE BOX
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(2) Check position of controls :

- «PARKING LIGHTS» to «OFF»
-«LIGHTING» to «OFF»
- contacts of «28 V» contactor open
- contacts of «200 V/400 Hz» contactor open
- «AIRCRAFT GROUND POWER» switch to «AUTO»
- voltmeter switch to «MAINS CURRENT»
NOTE : By night or on overcast days, set «PARKING LIGHTS» and «LIGHTING» controls to «ON»,
after connecting the electrical power supply unit to the SDAP.
B Installation of computer scope and dialog box (figure 5)
Computer scope
(1) Install blind (accessory kit).
(2) Unfold computer scope support and install it on aircraft (see installation of computer scope
support).
(3) Open computer scope access door. Unlock computer scope and move it a few centimeters forward.
(4) Open lateral access door, disconnect the computer scope.
(5) Remove and connect computer scope to the SDAP.
(6) Set «DAY-NIGHT» selector switch to required position.
(7) Install computer scope on its support (see installation of computer scope).
Dialog box
(1) Disconnect the dialog box.
(2) Remove and connect dialog box to the SDAP.
(3) Place dialog box in cockpit.
C Connections between SDAP and aircraft (figures 6 and 7)
(1 ) Connect test cables as listed in the index of the SDAP programs.

If pitot-static system lines are to be connected, refer to section «Connection of pitot-static system
lines» (figure 13).
(2) Connect the electrical power supply unit to the SDAP.
(3) Connect aircraft power supply cable.
(4) Set up telephone connections.
(5) Make grounding connections.
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/ / 5/200 V 400 Hz elec trical connec tions

11111 ' ' ""i Equipment air conditioning
- Pitot static connections
Grounding connections
.__.__. Telephone connection
Computer scope and dialogue box
_____ Aircraft equipment and connector test connections
Coir.puter scope
Dialogue fcof
Ventilation receptacie
External electrical power

receptacle
Telebriefing receptacle
FIGURE 6 - PR EPA RA TION OF SDAP AND GAMO

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1 15 /200V 400 Hz electrical connections

rrrr Equipment ventilation
Pilot static connections
Grounding connections
-»»» Telephone connection
Computer scope and dialogue box
»-= Aircraft equipment and connector test connections
Computer scope
Dialogue box
Ventilation receptacle
External electrical power

receptacle
Telebriefing receptacle
FIGURE 7 - PREPARATION OF SDAP, MEA AND CPV

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D Energization
(1 ) Check that battery circuit-breaker is engaged

Check the SDAP battery voltage.
(2) Depress starting panel «LAMP TEST» control. Following lights should come on :
-«BATTERY ON»
-«RIGHT PHASE ORDER»
- «MAINS»
- «AIRCRAFT GROUND POWER»
-«EMERGENCY STOP»
-«RESET».
(3) Energize «28 V» contactor :

- SDAP is under conditions for energization
- telephone system is supplied
- «RIGHT PHASE ORDER» and «BATTERY ON» lights should come on.
(4) Energize «200 V/400 Hz» contactor :

- «MAINS» light should come on
- «PHASE A», «PHASE B», and «PHASE C» lights should come on.
- Power supply phase indicator lights should come on.
(5) Test the following indicator lights :

- dialogue box
-operating panel.
(6) Check correct operation of telephone connections («MKR + TP» buttons depressed and amplifier
2 selected).
(7) Set voltmeter switch to «AIRCRAFT BATTERY». Pointer should deflect to green range.
(8) Ensure that «AIRCRAFT GROUND POWER» switch is to «AUTO».
(9) Set the printer into operation.
E Call of a program
(1) Depress «RESET» button on dialogue box
(2) On the operating panel, set the :
- program number,
- program standard.
(3) Call the program by depressing «CALL» button on operating panel.
During search «CALL» button (operating panel) and «PROG SEARCH» button (dialogue box) go
out.
When the program is found and transferred to the computer storage, program number and program
standard are displaid by light flashing thus allowing to check that desired program is obtained.
«CALL» button (operating panel) remains on.
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^ZZ-^^^s, Restricted MANUAL 10
When the program has been run off, a computer-scope display warns theon-board operator. If the
same program is to be repeated, once more depress the «RESET» key and replace aircraft and SDAP in
initial conditions, then «CALL» the program («CALL» key on operating panel).
(4) Program cut out

It is obtained through «RESET» key.
F Trouble shooting and check procedure
The program is started by depressing the «PROG START» key on the dialogue box.
The «PROG SEARCH» key (dialogue boxe) light goes OFF.
The «CALL» key (operating panel) light goes OFF.
Run of program
A program is run semi-automatically. The on-board operator communicates with the SDAP
through the computer scope and the dialogue box :
The computer scope displays the SDAP demands to the on-board operator (measurement on a
cockpit instrument, operation to be performed by ground or on-board operator).
In case of measurement, the display indicates its value and tolerances. The result is delivered to the
SDAP as follows :
- if the result is correct, by depressing the «GO» key on the dialogue box,
- if the result is wrong, by depressing the «NO GO» key on the dialogue box.
In both cases, the program is run on by depressing the «PROG START» key on the dialogue
box.
If an operation is to be performed by the on-board operator, the program is run on (after

completion of operation) by depressing the «PROG START» key.
If an operation is to be performed by the ground operator, the on-board operator uses the
telephone to transmit the command. Upon completion, the ground operator notifies the on-board
operator who runs the program on by depressing the «PROG START» key.
During the running of a program, the following visual indications appear on the dialogue box and
operating panel :
- «ST BY OPER» indicator light illuminates when the SDAP makes a demand to the on-board
operator. This light stays ON until the operator has answered.
- «ST BY MEAS» indicator light illuminates when the SDAP is carrying out a test long enough to
be noticed by the operators. This light stays ON until thé start of the next test.
- «GO RESULT» indicator light illuminates if the latest test performed by the SDAP is correct.
- «NO GO RESULT» indicator light illuminates in the contrary case.
The SDAP displays any fault found on the computer scope. The program stops at the point of
fault location and is disabled from running on. The ground operator replaces the faulty unit. If several
faults are detected, a «multiple faults» picture appears on computer scope ; refer to the printer to know
which are the faulty units, and to know their removal sequence order.
The program is to be run from the very beginning. Thus, depress «RESET» key, then «CALL» the
program («CALL» key on operating panel).
At end of the procedure reset aircraft in inital conditions, especially throw BATTERY switch to OFF.
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5- FINAL STEPS ON SDAP
After use, return the SDAP to the following conditions :
(1) Set «AIRCRAFT GROUND POWER» switch to «AUTO».
(2) Stop the printer
(3) Deenergize «200 V/400 Hz» contactor :
-MAINS » light out.

- PHASE A», «PHASE B», «PHASE C» lights out.
power supply indicator lights out.
(4) Deenergize «28 V» contactor :
-«BATTERY ON» light out.

- «RIGHT PHASE ORDER» light out.
(5) Return starting panel controls to following positions :
- «PARKING LIGHTS» to «OFF».

-«LIGHTING» to «OFF».
- voltmeter switch to «MAINS CURRENT».
(6) Disconnect, coil and stow cables and pitot static connections.
(7) Remove computer scope, place it in its housing and reconnect it.
(8) Fold computer scope support and stow it in accessory kit.
(9) Reinstall and reconnect dialogue box.
(10) Fold and stow blind.
(11) Close doors.
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6- FINAL STEPS ON AIRCRAFT
-Set battery switch on failure warning panel to «OFF».

-Switch off and disconnect air conditioning system.
-Disconnect mechanic's headset and release intercommunication system «MKR + TB» button,
then select amplifier 1 on radio selector unit.
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^- -"'^-l Restricted A1ANUAL10
SPECIAL SDAP PREPARATION FOR ELECTRICAL POWER GENERATION
CHECK DURING ENGINE RUN-UP
(Figure 8)
1 - SCOPE
- To prepare the aircraft and the SDAP for trouble shooting the AC power system during engine
run-up.
Two operators are required :

- on-board operator in cockpit
- ground operator.
Automatic flight line trouble shooting system (SDAP 8) with accessories, and following ground
support equipment :
- ground servicing unit (GAMO 5) and accessories, or
- electrical power unit MEA 200 CF.
3- AIRCRAFT PREPARATION
- See preparation for engine start and ventilation (Manual 02-7).
4- SDAP INSTALLATION
The SDAP shall be placed near the left aircraft wing.
5- ACCESSORY CONNECTION AND INSTALLATION
CAUTION :
strictly observe the position of the various equipment items shown in

the figure, as well as the routing and attachment of the
sdap-tOtAircraft connecting cabl.es. the bay cables should be taut and
the cable to the nose u/c well should pass behind the l/h u/c leg.
observe engine run-up safety measures (see manual 02-0).
Make 200 V AC, 400 Hz connection from GAMO (or MEA) to SDAP.
-
Make 200 V AC, 400 Hz connection from SDAP to aircraft.

-
- Make telephone connection from SDAP to aircraft.
- Install « BRGE » tester (1 ) on nose U/C leg.

- Install electrical cable retaining device (2) locked to door 21-09.
- Connect bay cables (3) to respective test cqnnectors of regulators 1 (4X) and 2 (23X), and to test
connector of 26 V AC transformer 1 (24F).
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FIGURE 8 - RACCORDEMENTS DU SDAP A L'AVION POUR LE POINT FIXE

SDAP- TO-AIRCRA FT CONNECTIONS FOR ENGINE RUN-UP
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- Close equipment bay door 13-00 by means of small door-porter (4).

- Retain bay cables (3) by means of retaining device (2).
-Connect tester (1 ) to electrical power generation test connector 39Z and to SDAP.
-Close nose U/C well door to prevent possible inadvertent closing (take care not to damage the
test cable).
- Check cable routing and equipment bay door locking.
6- AIRCRAFT AND GROUND SUPPORT EQUIPMENT PREPARATION FOR TROUBLE

SHOOTING
A Aircraft operator shall sit in cockpit.
B Ground operator shall remove cockpit access ladder and equipment bay access stool and shall
be facing SDAP controls, with computer scope and dialogue box located in their housings in SDAP.
C Prepare aircraft and SDAP (see SDAP preparation and operation), using the program
«ELECTRICAL POWER GENERATION WITH RUN-UP».
WARNING :
OBSERVE THE SAFETY PRECAUTIONS PRESCRIBED IN 02-7, RELATIVE TO ENGINE

STARTING.
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PREPARATION AND OPERATION OF THE SDAP PRESSURE GENERATOR
1 - SCOPE
The purpose of the operation is to use the SDAP pressure generator for generating on ground such
static (Ps) and pitot (Pt) pressures so as to select the following parameters :
- pressure altitude Hp
- indicated airspeed IAS
- mach number M.
NOTE : This utilization of the SDAP does not depend on the programs.
- Automatic field repair system (SDAP) with its accessories.

- 1 1 5 V/400 Hz electrical power supply.
3- PREPARATION OF THE SDAP PRESSURE GENERATOR
Check on pressure generator that :

- the luminous pushbuttons of the services kit are released
- the «test étanchéité/leak test» luminous pushbutton of the regulation kit is released
-the «auto ext/man int» pushbutton of the regulation kit is released (internal manual mode»).
Refer to A/C and SDAP preparation, taking into account that the only required connections are as
follows (do not connect the computer scope and the dialogue box) :
- connection of pitot lines as per fig. 5M
- S4 switch of pneumatic kit to «S4 EN CIRCUIT/S4 ON»
- connection of electrical power generator to the SDAP
- connection of the 200 V/400 Hz supply cable to the aircraft
- connection of telephone lines (if required).
Energizations
-Energize the SDAP (see 10-1 : SDAP and aircraft preparation).

-Energize the aircraft :
- switch on the aircraft battery
-set «AIRCRAFT GROUND POWER» switch to «MANUAL»
- reset the aircraft inverter and depress TR button.
- Check the telephone communications for proper operation (telebriefing selector key depressed
and amplifier «2» selected).
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Starting the pressure generator and selecting the initial conditions (local QFE and A P = 0) :
- Depress «ventilateurs/blowers» and «régulateur/governor» luminous pushbuttons of the services

kit. The corresponding luminous pushbuttons come on in an amber light.
- Read and record the digitally displayed local static pressure.
- Select the recorded pressure (affichage Ps/Ps setting)
- set the 1 turn potentiometer (fine adjustment) to mid position,
- select the recorded pressure on the 10 turn potentiometer (coarse adjustment)
- Select a differential pressure A P = 0 (affichage Qc/Qc setting)
- set the 1 turn potentiometer (fine adjustment) to limit position toward ( )
- select 0 on the 15 turn potentiometer (coarse adjustment).
NOTE : The high precision performance of the generator is achieved 15 minutes after the «regulateur-
governor» has been started up.
- Depress «compresseur/compressor» luminous pushbutton of the services kit, the corresponding

luminous pushbutton comes on in an amber light, the «leak test/test étanchéité» light of the regulation
kit comes on, indicating that the aircraft systems are isolated from the generator. When the indicator
light goes out after about 10 seconds the generator delivers pressures to the aircraft.
- Wait for the «regulation/regulation» green indicator lights of the regulation kit to come on.
- Check that the digital read-ups show the values of the selected pressures.
4- UTILIZATION
WARNING :
OBSERVE THE GENERAL INSTRUCTIONS FOR OPERATION OF AIRCRAFT AND VA¬

RIOUS SYSTEMS (SEE 01-0) ESPECIALLY AS REGARDS THE EQUIPMENT OPERATING
LIMITATIONS.
- Check the setting of the 1013.25 mbar standard altitude on the aircraft altimeter.
- Set the desired static pressure Ps by the use of the 10 turn potentiometer and digital read-up.
The «régulation Ps/Ps regulation» red light comes on while the required pressure builds up. When it
goes out, the pressure has settled and the «régulation Ps/Ps regulation» green light comes on. The
digital read-up now indicates the pressure actually produced.
Improve the selection by using the 1 turn potentiometer (fine adjustment).
- Set the desired differential pressure by the use of the 15 turn potentiometer and digital read-up.
The «régulation Qc/Qc regulation» red light comes on while the required pressure builds up. When it
goes out, the pressure has settled and the «régulation Qc/Qc regulation» green light comes on. The
digital read-up now indicates the pressure actually produced.
- Improve the selection by using the 1 turn potentiometer (fine adjustment).
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- Warning system
- Lighting up of MMO indicator lamp shows a setting corresponding to a number of Mach of

at least 2.25.
- Lighting up of «moniteur/monitor» red light signals a failure of the pressure generator.
It is immediately followed by the automatic cut-off of the compressor and venting of the A/C systems
by means of calibrated exhaust ports. If so, wait for the aircraft indicators to return to then initial
positions before disconnecting the pipes.
- Leak test
- Leak test is obtained by depressing the «test étanchéité/leak test» luminous pubhbutton
of the regulation kit so that the aircraft systems are isolated from the generator.
- Leakage values should be read on the A/C indicators (see 12-1 ).
- After the test, release the «test étanchéité/leak test» luminous pushbutton.
5- GENERATOR CUT-OFF
-On the regulation kit, set up the initial conditions (Ps = local initial QFE, A P = 0) .
-Wait for the conditions to return to initial level as indicated by the «regulation» green lights of
the regulation kit.
WARNING : _ .
DO NOT DISCONNECT THE PNEUMATIC PIPES BEFORE LOCAL QFE AND AP = 0 ARE
OBTAINED.
- On the services kit, release the «compresseur/compressor», «régulateur/governor» and «ventila-

teurs/blowers» luminous pushbuttons.
-On the regulation kit, depress the «auto ext/man int» pushbutton (external automatic mode).
6- FINAL STEPS
- Cut off the A/C power supply by setting «AIRCRAFT GROUND POWER» switch to «AUTO».
- Switch off the A/C battery.
- If the telebriefing has been used, release the corresponding selector key and select amplifier 1
on the radio selector unit.
- Restore the SDAP and aircraft to their initial state : refer to the SDAP and aircraft preparation.
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INDEX OF SDAP PROGRAMS
For each program, the following tables specify the various connections to be made and additional
operations to be carried out. These tables are arranged as follows :
1 - IDENTIFICATION OF PROGRAMS
The programs are identified by six figures :

-the first two figures indicate the aircraft standard ; one of these figures stands for the aircraft
type :
single-seater : figure 0
-
two-seater : figure 5 ;
-
-the last two figures indicate the group number; calling a group by its group call-number is
prohibited ;
- the other two figures indicate the program number.
Example : P 01 02 00 means «program No. 2 to standard 01 ».
2- CONNECTIONS
The following tables indicate, on SDAP side, the symbol of the strip connector («Strip connector»
column) of the test cable to be connected, and on aircraft side, the symbol of the aircraft or equipment
connector to be mated with the test cable.
This cable is connected :

- either directly to an aircraft or equipment connector («A/C or equipment connector» column) ;
Example
P125 40Z
I , 1
Strip connector Aircraft or

equipment connector
- or to an interconnection harness connected to one or several aircraft or equipment connector(s) ;
Example :
J 3c
P133 Regulator 2
L
Strip connector
J5e
}
l_ J
I
Aircraft or
Interconnection harness equipment connector
- or to a relay box connected to an aircraft or equipment connector through a cable or an inter¬

connection harness.
Example :
BRGE
P135 39Z
L J
I
Strip connector Electrical power Aircraft or
supply relay box equipment connector
NOTE : Some cables are connected to the equipment connector by means of an adapter sleeve.
AA
AVIONS MARCEL
BREGUET
DASSAULt/L-îrÇL.
AVIATION^ . _
MIRAGE F
3- REMARKS
The following is mentioned in this column :

- additional operations to be carried out before starting the programs (for instance, connection
of pitot-static lines between SDAP and A/C).

- instructions for setting up the various connections between SDAP and A/C ;
- cooling instructions.
NOTE : Setting up of ground support equipment is indicated by a computer scope image during the
program. Operations to be carried out are described in the present section.
4- INDEX
See following tables.
NOTE : The program standards are not given.
AB
BREGUET AVIATION
MIRAGE F
PROGRAM No. Strip A/Cor REMARKS

connector
CONNECTIONS equipment connector
Roll - Pitch P 01 P125 BRGE* I
39Z Install the transfer gyro on

aircraft and connect it. This
P 120 40Z operation is not mandatory
as the program can be performed
P 1 16 44Z
without the transfer gyro.
P143 45Z
Connect the ground ventilation
P136 b- unit (GVU).
P135
-a Sleeve a -
} Navigation computer
- Fit the sleeve supports.
}
P132 J05
Sight electronic unit Have the incidence probe template
P 130 J07 ready. Fit it on the aircraft only
P 122 ;
Electronic unit (27F) when specified in the program.
P141 Sleeve Bombing computer

P
P
115
114
124
1 - Red
2 - White } autopilot
L not connected
AC system 1 26 V transformer
Air data computer P 02 P125 EGCB D 39Z - The operator shall have to
know the local QFE used
P126 42Z during the program.
P143 45Z
- Connect the ground ventilation
P136 b- unit (GVU)
P135
P141
Sleeve
Sleeve
a -
Bombing
bing computer
- Couple the pitot static connectors
between SDAP and aircraft.
P 132 D J05 Fit the sleeve supports.
}
-
Sight electronic unit
P130 J07
P144
P142
a Sleeve Radar nose cone
Laser electronic unit
P 140 Air data computer
P 115 1 - Red ~|
L. Autopilot
P 114 2 -White J
P124 -a U not connected
* BRGE = electrical power supply relay box
AB
07-78 Restricted 1-052 1-052
BREGUET AVIATION
MIRAGE F

connector
Radar P 03 P 125 BRGE 39Z - Install radar beacon and anechoic

test unit and connect the radar
P143 45Z beacon cables to the SDAP (see
radar beacon installation)
P142 Laser electronic unit
- Cool the radar system : connect
P 140 Air data computer the ground ventilation unit
(GVU)
P 116 44Z
- Fit the sleeve support.
P111 12T
WARNING : BEFORE RUNNING
P133 Sleeve Radio-altimeter transmitter- THE PROGRAM, CHECKTHAT
receiver ALL THE BEACON SWITCHES
P 141 Sleeve Bombing computer ARE SET TO «AUTO».
P132 J05
P131 J06 |- Sight electronic unit
P 130 J07
P144 Sleeve Radar nose cone
Radio-altimeter -04 P125 BRGE* 39Z - Connect the ground ventilation

unit (GVU)
P133 Sleeve Radio-altimeter transmitter-
receiver Make radio-altimeter antenna
caps ready :
P130 J07 Sight electronic unit - install them on telescopic masts

and secure them
P141 Sleeve Bombing computer - connect to the SDAP
(RADIO-ALTIMETER test
P 115 1 - Red - Autopilot connectors J 903 and J 904)
- Fit them on the aircraft only

when specified in the program.
BRGE = Electrical power supply relay box.
AB
07-78 Restricted 1-053 1-053
BREGUET AVIATION
MIRAGE F

connector CONNECTIONS equipment connector
'
Map display indicator P 05 P125 BRGE* rUi 39Z - Connect the ground ventilation
unit (GVU)
- I 1
P120 i
40Z
- Cool the map display indicator :
P 1 16
i
I
44Z seeinstallation of map display
/
indicator cooler
P136 I
LJ I b 1|- Navigation computer - Fit the sleeve support

P135
Q .
'
Sleeve
3 J
Radar detector P 06 P125 BRGE* 39Z - Install the 4 antenna caps
I ,__,
of radar detector (see installation
of radar detector antenna caps)
N
P 116 44Z
f
P 111 12T - Cool the radar system : connect
I
the ground ventilation unit
P 112 53 S-d Compatibility unit '' (GVU)
P 110
I 1 ' 1 1
53 S-f Synchronization unit
P144 Sleeve Radar nose cone

i
i
Fatigue meter P 07 P125 BRGE* 39Z
P133 Recorder (J2)
* B R G E = Electrical power supply relay box.
AB
07-78 R Bstricted 1-054 1-054
AVIONS MARCH DASSAULT
BREGUET AVIATION
MIRAGE F

Laser range finder P 08 P125 BRGE* Q 39Z - Connect the ground ventilation
unit (GVU)
P 116 44Z
- Fit the Laser window mask.
P143 45Z
- Check that the Laser window
P136 b- and head are clean.
D-
P135
P140
-a Sleeve a -
Air data computer

P131 J06
P130
P141
J07 } Sight electronic unit
Bombing computer
S,eeve
Navigation indicator -09 P125 BRGE* Q 39Z - Connect the ground ventilation
unit (GVU)
P120 40Z
- Fit the Doppler antenna cover.
P127 41 Z
P126 42Z
- If the program is interrupted
P 116 44Z for a non inherent reason, refill

the station selector magazine
after the last program proces¬
P143 45Z sing
- Remove the covers from the
P 115 Q 1 -Red
Autopilot
total pressure probe and pitot
tube.
P 114 2 - White .}
P122 Electronic unit (27 F)
P136 b-
P135
P121
D- -D Sleeve
-D a -
Emergency gyromagnetic
compass
P124
-D } not connected
AB
06-79 Restricted 1-055 1-055
BREGUET AVIATION
MIRAGE F

DOPPLER P 10 P125 BRGE 39Z - Connect the ground ventilation

unit (GVU)
P120 40Z
- Fit the Doppler antenna cover.
P 116 44Z
P143 45Z
P122 Electronic unit (27F)
P140 Air data computer
P 130
D D J07 - Sight electronic unit
P136 b-
P135 O Sleeve a - } Navigation computer
P124
}
AC system
not connected
1 26 V transformer
RADIO-NAVIGATION P 11 P125 BRGE a 39Z - Adjust the VOR/LOC receptions

on the RSU.
P120 40Z - Connect the ground ventilation
unit (GVU).
P127 41 Z
P126 42Z
P 116 44Z
P136 b - Navigation computer
P 115
Q 1 -Red
P 114 2 - WhiteJ
1Autopilot
P122 -D Electronic unit (27F)
P 124 Q D j- not connected

-a
a AC System 1 26 V transformer
* BRGE = Electrical power supply relay box.
AB
06-79 Restricted 1-056 1-056
BREGUET AVIATION
MIRAGE F
PROGRAM No. Strip A/C or REMARKS

connector
Navigation computer P 12 P125 BRGE Ll 39Z - Connect the ground ventilation

unit (GVU)
P120 40Z - Cool the map display indicator :
see installation of map display
P116 44Z indicator cooler
- Fit the Doppler antenna cover
P143 45Z - Have the incidence probe tem¬
plate ready.
P113 127F Fit it on the aircraft only when
specified in the program.
P135 D Sleeve a
Navigation computer
P136 b
I - If the program is interrupted for
a non inherent reason after the

last program processing, refill the
P134 Sleeve Navigation matching unit station selector magazine.
P130 J07 - Sight electronic unit
P124
I- not connected
AC System 1 26 V transformer
AB
01-79 Restricted 1-057 1-057
BREGUET AVIATION
MIRAGE F

Sight -13 P125 BRGE*

D- 39Z WARNING - DANGER
DO NOT RUN THE PROGRAM
P120 40Z ON A LOADED OR ARMED
AIRCRAFT
P 116 44Z
- Install the radar beacon
P143 45Z and anechoic test unit and
connect the radar beacon cables
P132 J05 to the SDAP
(See radar beacon installation)
P131 J06 Sight electronic unit
- Cool the radar system : connect
P130 J07 the ground ventilation unit
(GVU)
P 141
U Sleeve Bombing computer
WARNING : BEFORE RUNNING
P136 b- THE PROGRAM, CHECK THAT
Navigation computer ALL THE BEACON SWITCHES
P 135 Sleeve a - ARE SET TO «AUTO»
P 142 Laser electronic unit - Fit the Laser window mask
P 122 Electronic unit (27 F ) - Have the incidence probe tem¬

plate ready. Fit it on the aircraft
P140 Air data computer only when specified in the
program.
P 133 Sleeve Radio altimeter T/R
- The operator shall have to know
P 144 Sleeve Radar nose cone the local QFE used during the
program.
P124
Not connected - Connect the pitot static
connectors between SDAP
and aircraft
AC system 1 26V transformer
- Fit the Doppler antenna cover
- Fit the checking sight
BRGE = Electrical power supply relay box
AB
07-78 Restricted 1-058 1-058
BREGUET AVIATION
MIRAGE F

Electrical power generation P 14 P 125 BRGE * 39Z Connect the ground ventilation
without run-up unit (GVU)
P120 40Z
P127 41 Z
P 116 44Z
P 143 45Z
P111 12T
P133 I
Sleeve Radio-altimeter T/R
P 115 I
!
1- Red Autopilot
124
}
P '
not connected
P130 J07 Sight electronic unit
P135
a Sleeve a - Navigation computer
AB
01-79 Restricted 1-059 1-059
BREGUET AVIATION
MIRAGE F

Autopilot P 15 P125 39Z - A/C with no pylon tanks, flaps

and slats in
P120 40Z
- U/C down (not on jacks)
P127 41 Z
- No hydraulic power
P 116 44Z
- Connect the pitot static connectors
P143 45Z
between SDAP and aircraft (refer
to instructions for SDAP and aircraft
P 115 1 - Red ~|
j
preparation).
Autopilot
- The operator shall have to know
P 114 2 - White
the local QFE used during the
program.
P122 Electronic unit (27 F)
- The operator should be aware
of the VOR and ILS frequencies
including those of the airfield.
P133 Sleeve Radio altimeter T/R
P136 b - Navigation computer
P 111 12T
P124
} not connected
AB
06-79 Restricted 1-060 1-060
BREGUET AVIATION
MIRAGE F

Bombing computer P 16 P115 BRGE ' tr 39Z WARNING DANGER
P107 40Z DO NOT PROCESS THE PRO¬

GRAM ON A LOADED OR
P109 42Z ARMED AIRCRAFT.

unit.
P124 45Z - Fit the Doppler antenna cover.
- Fit the laser window mask.
P122 Sleeve Bombing computer - Have the incidence probe tem¬
plate ready. Fit it on aircraft
P121 Air data computer only when specified in the
program.
P110 S Sleeve Radio altimeter T/R - Connect the air data connectors
between SDAP and aircraft.
P108
D U Electronic unit (27F) :Note the local QFE.
P118 Q J05
Sight electronic unit
- Have the ground firing shunt
ready.
P120 Q J07 1 Fit it on aircraft only when
specified in the program.
P112 Sleeve -a Navigation computer

P1 1 1 }
-n not connected
}
-a AC System 1 26 V transformer
AB
01-79 Restricted 1-061 1-061
BREGUET AVIATION
MIRAGE F

Angle of attack 17 P125 BRGE 39Z - Have the angle-of-attack probe

template ready. Fit it on the air¬
P120 40Z craft only when specified in the
program.
P116
-a 44Z
P136 a b - Navigation computer -Connect the ground ventilation

unit (GVU).
P132 J05
Sight electronics box - Fit the sleeve support.
P131 J06 ;]
P141 Sleeve Bombing computer
P115 1 - Red
Autopilot
P114 2 - White
}
P124
I- Not connected
AC system 1 26-V transformer
Heading P 18 P125 BRGE 39Z - Have the magnet holder probe

ready.
P120 40Z
- Install and connect the transfer
P127 41Z gyro on aircraft. This operation
is optional since the program can
P116 44Z be run without the transfer gyro.

unit (GVU).
P131 J 06 Sight electronics box
P136 b-
Navigation computer
P135 -T~~| | Sleeve
:}
P115 1 -Red
P114 2 -White ] Autopilot
P121 Emergency gyromagnetic

compass
P122 Electronics box (27 F)
P124
" Not connected
AC system 1 26-V transformer
AB
11-80 Restricted 1-062 1-062
BREGUET AVIATION
MIRAGE F

Electrical power generation

with run-up
P 19 P125 BRGE*
D 39Z Special SDAP and aircraft
servicing for power generation at
P 116 44Z run-up.
P 123 Q J3c
P124
J5e } Regulator 2
J3c
J5e } Regulator 1
not connected
* BRGE = Electrical power supply relay box.!
AB
07-78 Restricted 1-063 1-063
BREGUET AVIATION ô»
ti^Z^ZZX MIRAGE F
NWS TROUBLE SHOOTING ORGANIZATION CHART

(Figure 9)
NWS trouble shooting is organized according to the means specific to the equipment (self-tests),
the ground equipment (SDAP, etc.), and their efficiency and ease of use.
1 - TESTS PERFORMED BY PILOT
Certain tests affecting the diagnosis should be conducted by the pilot when returning from
mission, during taxiing or once parked with the engine operating. These tests are flight control and
autopilot safety tests which require that both hydraulic systems of the aircraft are under pressure. To
avoid connecting the hydraulic power units, the operation shall be performed with the engine running.
Other tests may be conducted at any time by the pilot : these are « pilot » controlled self-tests.
2- TESTS AND MAINTENANCE PERFORMED BY MECHANIC
A The tests and maintenance performed by the mechanic depend on the record of pilot's remarks.
B Confirmation of the pilot's diagnosis by brief checks or self-tests under flight conditions.
(1 ) Failure reproduced :
(a) When the failure is identified, the faulty equipment shall be replaced and a checkout shall be
performed.
(b) The SDAP shall be used if the failure is not identified.
(2) Failure not reproduced :
Use the SDAP.
C The relevant actions to be taken are explained in the trouble shooting procedures for the various
NWS assemblies.
D The preparation of the SDAP and the ground support equipment is described in this section.
E The analysis ends with two results :
(1) The aircraft is «serviceable», which means that the failure has been found and that equipment
replacement or maintenance have permitted malfunctioning to be corrected.
(2) The SDAP has not detected the failure :

Conduct internal self-test of the SDAP. When the SDAP is found in correct condition, the failure
originates from the wiring or the control boxes. Use conventional means (disconnecting boxes, usual
test sets, etc) together with system functional diagrams.
AD
BREGUET AVIATION ^J
MIRAGE F
NWS FAILURE
Failure -*i Performance of brief Failure not

reproduced check or self-test reproduced
ir
Identification of No
faulty equipment
Yes
y
Replacement of
equipment
i f
y '
Un sa t is -
Checkout brief check Use of SDAP c*
w
or self-test factory (automatic mode)
y '
Identification of No SDAP internal Unsatisfactory

9*
faulty equipment self-test | '
T
Satisfactor y Repair
SDAP
i' 1
Replacement of Failures undetectable

Satisfactory equipment by SDAP
i ' y f
Check Use of
with SDAP conventional means
i 1
\ f \
'
A IRCRA FT SER VICEABL E
FIGURE 9 - NWS TROUBLE SHOOTING ORGANIZA TION

AB
BREGUET AVIATION^,, -
\.
il Restricted
MIRAGE
MANUAL 10
F
INSTALLATION OF COMPUTER SCOPE SUPPORT

(Figure 10)
CAUTION :
AVOID DENTS AND SCRATCHES ON WINDSHIELD.
The operations shall be performed with the operator standing in the cockpit.
1 - INSTALLATION
- Install blind 1.
- Place the two forward pads 2 on windshield posts.
- Attach clip 3 in middle of bow.
- Ensure that pads are still in place. Adjust pad position if required.
- Place the two lateral clips 4 so that arms 5 are horizontal. With both clips in position, tighten.
- Check assembly for rigidity.
2- REMOVAL
- Loosen the two lateral clips and place them in their stowage support.
- Loosen centre clip and clear support from windshield posts.
- Remove blind.
" FIGURE 10 - INSTALLA TION OF COMPUTER SCOPE SUPPORT

AA
MIRAGE F
INSTALLATION OF COMPUTER SCOPE
CAUTION :
HOLD THE COMPUTER SCOPE (8 KG) BY THE HANDLE, IN LINE WITH THE AIRCRAFT
SO AS TO PREVENT DAMAGE TO THE WINDSHIELD.
1 - INSTALLATION
Computer scope has been removed from SDAP and connected through connecting cable.
-
Operator, standing in cockpit, receives computer scope and brings it in line with aircraft to place
-
it on support.
- Fit computer scope in its housing by sliding it forward, then aft.
- Check visor position.
2- REMOVAL
- Standing in cockpit, pull computer scope several centimeters in a straight line to clear pins at
computer scope rear.
- Lift computer scope rear to clear pins. ..
- Push computer scope aft to clear it from visor.

- Remove computer scope and give it to ground operator who shall disconnect cable.
AA
AVIONS MARCEL DASSAULT L-A»
BREGUET AVIATION ^ _
--u
^
MIRAGE F
INSTALLATION OF RADAR DETECTOR ANTENNA CAPS
1 - SCOPE
To prevent any external radio-electric interference from disturbing to processing of radar detector
SDAP program.
- SDAP with accessories.

- Standard access stepladder, P/N 2500.
3- PROCEDURE
A Front and rear antennae
Position the appropriate caps and push them as much as possible. Check they are well tightened.
B Side antennae
- Unscrew by a few turns the upper and lower fasteners of antennae.

- Engage the caps and slightly rotate them clockwise so as to make them integral with antennae.
- Tighten the two attaching screws.
AA
AVIONS MARCEL DASSAULT /UA>-^
BREGUET AVIATION _ _ ^ _
H
..
MIRAGE F
INSTALLATION OF MAP DISPLAY UNIT COOLER

(Figure 11)
1 - SCOPE
To provide a correct air venting of the map display unit when the SDAP program of the latter is
being processed.
- Automatic field trouble shooting system (SDAP 3) and accessories.

- Ground servicing unit (GAMO 5) or ground ventilation unit (CPV 13).
3- PROCEDURE
A In cockpit
- Loosen wing nut (1 ) on cooler so as to make lug (2) free.

- Engage air cooling manifold from the left hand side of the map display unit. Do hot insert
spigot (4) into its appropriate housing in map display unit.
- Engage lug (2) on LH attaching screw (5) of map display unit.
- Position air cooling manifold (3) by inserting spigot (4) into its housing in the map display unit.
- Tighten wing nut (1). , --.
B In nose U/C cylinder
- Open the nose U/C cylinder access door. .

- Connect elbow union (6) to the equipment ventilation inlet.
- Connect straight union (7) to elbow union.
C Perform the various connections between straight union (7) and cooler.
«. \ C'fW
AA
BREGUET AVIATION,
->-" MIRAGE F
1 L2
VUE SUIVANT F
VIEW IN DIRECTION
OF ARROW F
Prise de ventilation équipement

Equipment ventilation port
GAMO ou CPV
GAMOorCPV
GAMO ou CPV
GAMO or CPV
FIGURE 11 - MISE EN PLACE DU REFROIDISSEUR DE L'INDICATEUR CARTOGRAPHIQUE

INSTALLA TION OF COOLER OF MAP DISPLA Y UNIT
AA
AVIONS MARCEL DASSAULTj MIRAGE F
BREGUET AVIATION ^£. v ...*.,«
INSTALLATION OF RADAR BEACON

(Figure 12)
1 - SCOPE
To allow for radar program processing.
- Automatic field trouble shooting system (SDAP 3) and accessories.
3- PRELIMINARY STEPS
- On aircraft :
- make sure that panel (1 ) of radome ferrule is closed.
- check positioning holes (2) of beacon mount for possible blanking.
- On SDAP :
- remove the following assy from SDAP : mount and beacon associated to anechoic
compartment.
- separate the beacon and compartment mount.
- move mount attaching pins (3) backward.
- move pins (4) locking compartment to mount backward.
4- PROCEDURE
WARNING :
WHETM POSITIONING THE MOUNT AND THE BEACON ON AIRCRAFT, DO NOT BUMP
AGAINST RADAR AIRSPEED PROBE AND RADOME.
DO NOT INSTALL THE BEACON AND ITS ANECHOIC COMPARTMENT ON THE MOUNT
AS LONG AS THE TELESCOPIC PROPS ARE NOT IN PLACE.
A Mount installation
- Position the mount horizontally in the same direction as radar and engage it slowly until pads (5)
abut against A/C. Once the upper pin is properly fitted, insert it smoothly and fully home into the
^hole ; otherwise, position the mount once again.
- Position the two side pins, then engage them fully home.
- Install telescopic proprs (6) under the front section of the mount. Part them slightly to increse
the stability of the assy.
- Before installing the beacon, check the mount for stability.
B Beacon installation
- In order to engage the airspeed probe and the radome into the compartment, offer up the front
section of beacon and compartment assy.
- Position the beacon using locating pins (7).
-,Lock the compartment using pins (4).
- Check the assembly for stability.
C Connection of beacon to SDAP

- Make the following connections :
WARNING :
BEFORE PROCESSING THE PROGRAM, MAKE SURE THAT ALL THE BEACON SWITCHES
ARE SET TO «AUTO».
AA
BREGUET AVIATION MIRAGE F
"'GO
; r\ '-. -
*?R 1-100/
FIGURE 12 - MISE EN PLACE DE LA BALISE RADAR

INSTALLATION OF GROUND TEST UNIT
AA
BREGUET AVIATION
CONNECTION OF PITOT-STATIC SYSTEM LINES

(Figure 13)
1 - SCOPE
To provide for running of certain SDAP programs.

-SDAP and its accessories
3- PROCEDURE
- For sleeves :
-after loosening the knurled screw and with seal no longer fully compressed, adjust the
sleeves onto the probes by pushing them fully home, then tighten the knurled screw,
- for total pressure probe sleeves, the probe drain hole is blanked by the sleeve,
for static port S4 adapter :
-
- dry clean the fuselage skin where suction cup is to adhere,
- draw the suction cup backwards by means of knurled screw,
- install the adapter on the aircraft, attach part (1) by screwing its knurled screws into
the aircraft anchor nuts, couple parts (1) and (2) by means of the center knurled screw,
- make the suction cup adhere.
SDAP
SDAP £
FIGURE 13 -CONNECTION OF PITOT-STATIC SYSTEM LINES

AC
BREGUET AVIATION
MIRAGE F
OVERALL CHECK OF NWS USING THE SDAP
See «SDAP and aircraft preparation».
2- AIRCRAFT PREPARATION AND SDAP OPERATION

If required, proceed with equipment air conditioning and radar hydraulic fluid cooling (see the
instructions for cooling and conditioning of NWS equipment items).
3- CHECK
Run the following programs in the order given :
No. Program
P 14 Electrical power supply without runup
P 17 Angle-of-attack system
P 15 Autopilot
P 04 Radio altimeter
P 23 Navigation computer
P 06 Radar detector
P 03 Radar
P 09 Navigation indicator
P 13 Sight
4- SDAP AND AIRCRAFT RECONDITIONING
AH
AVIONS MARCEL DASSAULT/..
BREGUET AVIATION^<Â:
v' .
_A-'<*-^
t MIRAGE
.... ..
. . .
F
. _
SECTION 2
26 V, 400 Hz^v POWER SUPPLY
TABLE OF CONTENTS
Page
2-0 GENERAL
- Principle of 26 V, 400 Hzô-power supply 7 2-001
2-1 DESCRIPTION -OPERATION
- Table of components 2-101

- Operation of 26 V, 400 Hz-°w power supply system 2-103
Figure No. Page
1 26 V, 400 Hz^r POWER SUPPLY SCHEMATIC 2-002

2 GENERAL LAYOUT 2-102
3 26 V-vPOWER SUPPLY 1 2-104
4 26 V-trPOWER SUPPLY 2 . 2-105
5 FILTERED 26 V-*- POWER SUPPLY 2-106
AD
BREGUET AVIATION
PRINCIPLE OF 26 V, 400 HZ^POWER SUPPLY

(Figure 1)
The 26 V, 400 HZ-°o-power supply comprises three independent sections :
- 26 V-°«r power supply 1, connected to R1 -"^-system

- Filtered 26 V-°w-power supply, connected to R1 -^system
- 26 V-°»-power supply 2, connected to phase A of emergency -"v- channel 1 system
The 26 V -°<»-power supply 1 furnishes to the various NWS components the 26 V, 400 Hz phase A
voltage required for operation.
The filtered 26 V-*°- power supply furnishes to the various NWS components the filtered 26 V,
400 Hz phase A voltage required for operation.
The 26 V-^power supply 2 furnishes the 26 V, 400 Hz phase A voltage required for the operation
of the incidence system and the emergency gyromagnetic compass.
AB
BREGUET AVIATION^,- A. ï£h! Restricted
w*..y?
'^*î^f
MIRAGE
rVt'Â'N U'Â L 10
F
24F
AUTOPILOT
^MAGNETIC MONITORING UN/Tl
EMERGENCY GYROMAGNETIC
- '23F 'COMPASS:""! ~~"
26V AC HAIR DAfS- MHU-'c'/iAHl OA VX
TRANSFORMER 1 COMPÛTER
^j r msaiNÛÏDENCE PROB.E
VOR/ILS
Zl i -i: \AC~,Z7\SPbl£lîieAL
INDICATOR
NAVJ GAVIONS ï^z
INDICATOR/ ?r\>-~
jiv ?c£r<o ni soeiiuv |
ter s4W4M$?LA V 6W/ 7"

i^ AI) two*
u1 bn
ijiiïi -lvi!
.15." "n'Oie-. ;S-:J S.r'
126F BOMBING j
;s:. iczzjwÇQmbûïer \
.tvv.t.-.-j'-) -A-ZZUàb^ ï*
.y 7 z.rNAZMGAeION |
COMPUTER |
ioa
125F .. . -r i -s ;
FILTERED 26V AC G//?0 ELECTRONIC

TRANSFORMER UNIT
rr^f*^^" zz z n
i
cx.-£t >>:>v ï.".-:c-eif ;' >'*' ïè'lGHTÈtECTRONfc

;3nnc^r> , ,- ir.r.-'jrns" ci; A&ftlp }
~i:. "fi " CTiHi] r »ii~ Ai i
Z-A-SjOIQ i » ; ecu? ^
?
\ar\c.r. T^îw^t
Ir'-'---' '"-> ."-.rir r-
-- >
DOPPLER RADAR AND

-» 26V AC POWER SUPPL Y
~ .-«. ;
'-; A3MROA" : ' A Q^'TEStcbNNlECTOR '
T.i-'U 'C
i.»- 26F EMERGENCY 'GYROMAGNETIC

!"
-B>
c
COMPASS
c:
5 25F
CJ
-<r\j£ 26V AC
X TRANSFORMER 2
o
-: C
Qj
?
ç INCIDENCE INDICA TOR
ki
FIGURE 1 -26V AC, 400 Hz POWER SUPPLY SCHEMATIC

AF
AVIONS MARCEL OASS
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THAÔTOJ DtSCRTPTlON - OPERATION
~ TABLE OF COMPONENTS
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Location
Item Name Cfiââctecistics and Functions
-
OV\'tiV\£! 'AÔ'tV^ 0 X j'Z-aùïyiVIoï ._ Access Door No. _S_
-i6H»S\V!'-.!".;i ?
23F ~_6^7CTR7ffi§Ï^ME.R 1 FUSE-BREAKER Electrical X

master box
Protects AC system 1 land-power supply line of
transformer 24 F .
j
24 F 7s2l^V AC TRANSFO RMERT Equipment
A.OA k TA G VA , bay I
"--^Wrlrr-BeO-VA-powerf transforms^ 5-209 V/400 Hz 13-00 |
«..,threeTphasej«)ltage..intos26 WAQCNftz single-phase | (tilting'
voltage in phase with phase A of AC system TA support)
w-> ï'ÔrtMfrbirfibanel, f£se (1)7(2), (3)7(7)7 (8) protect
56 ¥«t30wer«eHstrtbuiion and fuses (4), (5), (6) protect
the transformer.
TfFesÔ^ U - !
F'^T^te&tJohnector (9) 'furnishes 115 V primary and 26 V
- --
"^"^®S5hc1âTy-76ltâleT=' ?
25F V\Q 2&W AC TRANSFORMER 2 FUSE f Electrical

master box
Protects errYÈfrgenc7*'AC channel 1 and power supplyf line
~^*«««^f-trafwfofmef-*26rV-f j
VAOftAcj^-AC-nAe» L- I JA.\icA
WA
26F -S6-V-A¤ TftANSFOfEMER 2 Equipment
bay \
>n^Tja/TsforjTis3Vi5 V/400 Hz single-phase voltage of ? 13-00 |
phase A in emergency^C channel into 26~V/40U Hz (LH sidewall)
= «sinfle'pfease-voltagev j
»..-. -^QDJlîijÎLtPJfîâl^ fuse (1 ) protects the transformer.
zzr< n: JU i
j-«a"-
125F ^26^ Â¤f iLTERED jTRANSFORMER FUSE-BREAKER Electrical
* mastertrox
Protects DC system 1 and power supply line of
Tf âmfoTmeri 26" F7"" î
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MANUAL 10
Implantation Doc
Repère Désignation Caractéristiques et Fonctions
Accès porte N°
126F FILTERED 26 V^-TRANSFORMER Nose cone

Door P2-08
Transforms 1 15/200 V 400 Hz three-phase voltage into 26 V
400 Hz single-phase regulated voltage.
Output voltage is in phase with phase A of power supply
system.
Available power is 60 VA.
A/C connector (2) and test connector (1) are provided
on unit lower face.
Power supply circuits are protected through four fuses (3),
(4), (5) and (6).
45Z DOPPLER RADAR AND 26 V*r POWER SUPPLY TEST

CONNECTOR
Permits connection of test equipment for testing and

trouble shooting of Doppler radar and regulated 26 V
400 Hz transformer.
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FIGURE 2 - IMPLANTATION GENERALE

GENERAL LAYOUT
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BREGUET AVIATION^xÂ^T^rO^
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OPERATION OF 26 V, 400 HZ^ POWER SUPPLY SYSTEM
1 - POWER SUPPLY THROUGH 26 V-^TRANSFORMER 1 (See Figure 3) 'y
The 26 V, 400 Hz -°- power is essentially supplied by 26 V-ô-transformer 1 (24F) for the various
NWS units. The three-phase voltage of the R1 -"* system is transformed into 26 V, 400 Hz voltage in
phase with.phase A of the R1-v system. " \
This 26 V voltage is distributed to the various NWS units for power supply of the synchros and
generation of the computation voltages required for operation. z.
2- POWER SUPPLY THROUGH FILTERED 26 V^vTRANSFORMER (See figure 5 )
The three-phase voltage of the R1 -°«r system is transformed into filtered 26 V, 400 Hz voltage in
phase with phase A of the system.
This voltage is distributed to the following units through fuses :

- F1 : Sight electronics unit 35A
- F2 : Bombing computer 23T
- F3 : Gyro electronics unit 27 F
- F4 : Navigation computer 103F.
i
J
3 - POWER SUPPLY THROUGH 26 V^r TRANSFORMER 2 (See Figure 4) ~ ; k

; IX
The single-phase, phase A voltageof the emergency -"o-channel 1 system is. transformed iptcj 26 V%
400 Hz voltage through 26 V-°<»- transformer 2 (26F) for the emergency gyromatjnetic compass epd the V^
incidence system. / ; J H-
4 - TEST CIRCUITS (See Figures 3 and 5)

\\
A 26 V -°o- transformer 1 (24F) can be checked through its test connector. The power supply of the
primary winding with- 1 1 5/200 V, 400 Hz and the secondary winding output with 26 V, 400 Hz are
checked. v :'_,£_, Z. _ I j
B Filtered 26 V-0»- transformer (126F) can be checked through the Doppjler radar and 26 V-°^ potaer
supply test connector (45Z). All input and output voltagesarëiChecêdrD^P^Sf^^r" =^P^^s?*5A;^«
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} VOR/ILS receiver 56R

(12-5)
Autopilot 39C
(13-21
Gyro platform 35F

(12-3)
,^^\Mz4&Sjx>mputer 17F
f (12-2) J, >
! f .., | = '
_^, VrtnciderTcèprbpe14r(S2r!i12- 1)
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"iii-,;! Wap dispby unit 108F
L Associated electronics 60F

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}Magneticjnonitoring unit 29F
(RL Wând R V 208) (12-3) ,
} Emergency gyromagnetic
compass 30F (12-3)
M Phase comparator
142R (12-5)
3 Radio compass control unit

123FH2-8)
FIGURE3^^%âP\0Wëp/SUPPXS^t&-
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compass &QF (CXZ) i
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«- PRE¬
AMPLIFIER
POWER
I
400 Hz FILTER
AMPLIFIER
4 NEGATIVE
FEEDBACK
| 4C
R-U3£
UrV/i Navigation
computer (12-6)
7 Gyro electronic
unit (12-3)
J L
1 Bombing
I
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computer (14-3)
> Sight electronic
unit (14-3)
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FIGURE 5 -FILTERED 26V AC POWER SUPPLY

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TABLE OF CONTENTS
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1
1
Page
3-3 REMOVAL - INSTALLATION i
j ! . :
- Removal - Installation of cpmmonyhassis 3-301

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AVIONS MARCEl DASSAULT tLJ^'ZZX
BREGUET AVIAT10N^c7 _ _
MIRAGE F
REMOVAL - INSTALLATION OF MULTIPLE CHASSIS
1 - EQUIPMENT REQUIRED
A Spares
- Three tab washers for the chassis base shockmount nuts.
B Ground support equipment
- Equipment bay protective floor.
A Open equipment bay door 13-00.
B Remove the following :

multiple chassis equipment
- LH filter on front face of multiple chassis
- normal computer transformer
radio-compass interference suppressor
-
radio-compass compensator
-
on LH side of multiple chassis
- static and total pressure pipes (S2-T2) supplying the autopilot ; the static pipe is secured to the
LH side of the common chassis.
3- REMOVAL
A Disconnect bonding braid from chassis, on LH side.
B Loosen the clamps of the ventilation pipe couplings and clear the connecting sleeves.
C Remove connector support attaching screws from chassis base.
D Remove the two lateral attaching screws (10-mm A/F wrench).
E Unlock and remove the three attaching nuts from floor shockmounts (13-mm A/F socket-ratchet-
extension).
F Withdraw chassis from equipment bay by lifting it vertically.
G Install the protective floor and fit socket panels as required on it.
4- INSTALLATION
Proceed in reserve order of removal ; safety the three nuts on floor with new tab washers.
5- FINAL STEPS
A Measure the bonding resistance of the multiple chassis (see 10-0).
B Reinstall the multiple chassis equipment, static and total pressure pipes, filters, transformer and
compensator.
C Close equipment bay door.
D Have a brief check performed on systems from which a piece of equipment has been removed or
disconnected.
AF
1F-F1K50AD-2-11
MAINTENANCE MANUAL
MANUAL 11
NWS-RADIO AND COMMUNICATION SYSTEMS
MIRAGE F1AD
AIRCRAFT
AVIONS MARCEL DASSAULT - BREGUET AVIATION
RE-ISSUE 1990
RESTRICTED
MAY 1990
MIRAGE F
BREGUET AVIATION
INDEX DES PAGES

L'astérisque indique les pages révisées ou nouvelles et la
LIST OF EFFECTIVE PAGES lettre A indique les pages annulées par la présente mise a jour.
The asterisk indicates pages changed or added and
letter A indicates pages deleted by the current change.
ORIGINAL ISSUE
PAGE DATE PAGE DATE PAGE DATE
A/B AD 05/90 1-201 AA 01/77

C/D AD 05/90 1-202 AD 03/77
1-203 AD 03/77
I/II AD 01/75 1-501 AF 12/77
III AC 07/75 1-502 AF 10/78
IV AC 11/75
V/VI AD 01/77 2- 1 AD 04/77
VII/VIII AJ 10/78 2-001 AE 05/77
IX AC 06/74 2-002 AE 05/77
X AC 06/74 2-101 AD 04/77
XI AC 06/74 2-102 AF 05/77
XII AC 06/74 2-103 AB 04/77
XIII/XIV AC 06/74 2-104 AD 09/78
XV AC 06/74 2-105 AC 05/77
XVI AC 06/74 2-106 AE 09/79
XVII AC 06/74 2-107 AE 04/77
XVIII AC 06/74 2-108 AD 04/77
XIX AC 06/74 2-109 AF 07/80
XX AC 02/80 2-110 AC 04/77
2-112 AE 04/77
0- 1 AC 09/74 2-113 AC 04/77
0-101 AF 05/77 2-113M AD 08/79
0-102 AJ 05/77 2-114 AE 08/79
0-103 AB 07/79 2-131 AA 01/80
0-103M AA 07/79 2-132 AA 04/77
0-104 AD 06/80 2-133 AA 04/77
2-201 AA 01/77
1- 1 AF 03/77 2-202 AA 01/77
1-001 AF 03/77 2-203 AA 01/77
1-002 AG 03/77 2-501 AD 09/79
1-101 AJ 05/77 2-502 AD 09/79
1-102 AH 08/79
1-103 AB 03/77 3- 1 AA 11/73
1-105 AF 03/77 3-001 AF 05/77
1-106 AB 02/80 3-002 AJ 05/77
1-107 AG 05/77 3-101 AE 06/77
1-108 AJ 09/79 3-102 AJ 08/77
1-109 AK 03/77 3-103 AH 05/77
1-110 AC 09/74 3-104 AB 04/75
1-110M AJ 09/78 3-105 AJ 05/77
1-111 AC 09/74 3-106 AB 11/73
1-112 AB 03/78 3-107 AA 05/74
1-113 AB 03/77 3-108 AC 09/74
1-113T AE 10/78 3-109 AJ 05/77
1-114 AG 03/77 3-110 AJ 03/81
1-115 AG 03/77
1-121 AC 09/83
1-122 AA 04/77
1-123 AA 11/73
F1AD
05/90 Restricted A/B
BREGUET
/L->~ryL
AVIATION^==_^
MIRAGE
.........
F
.,

LIST OF AIRCRAFT MODIFICATIONS WHICH HAVE RESULTED
IN MANUAL UPDATING
definition
Original issue of November 1977 including following modifications :
504 (FF80) - FX58 (FF1) - FX76 (FF62).
Change 2 of July 1980 including following modifications :

FX147 (FF186) - FX148 (FF187)
F1AD
05-90 Restricted C/D
AVIONS MARCEL DASSAULT iLJ^-^TVl MIRAGE F
BREGUET AVIATION^ ^ ...........
NWS - RADIO AND COMMUNICATION SYSTEMS
TABLE OF CONTENTS
SECTION Page
PREAMBLE iii
ELABORATION AND USE OF MAINTENANCE MANUALS ix
REVISION TO MAINTENANCE MANUALS . . . xix
1 V/UHF SYSTEM (Main and Secondary) . 1-1
2 UHF SYSTEM 2-1
3 TELEPHONE SYSTEM . 3-1
AD
01-75 Restricted l,ii
BREGUET AVIATION
//^-^r-U
. __
MIRAGE F
Restricted
INTRODUCTION
1 The Maintenance Manuals are prepared for the personnel who have the responsabilité of
Servicing
Trouble shooting
Removal-disassembly
Inspection-maintenance-adjustment
Reconditioning and storage
Their contents are shown in the «General Index of Maintenance Manuals».
instructions, etc.
Thus :
(1) Manual 01 «GENERAL» gives some general information on the aircraft.
It summarizes :
-The safety measures to be taken during the various tasks, which should normally be known and
It defines :
-The maintenance cycles and the various inspections recommended for the equipment.
-The table of periodic maintenance operations which summarizes all the maintenance operations
AC
07-75 Restricted '
AVIONS MARCEL
BREGUET
DASSAULT/L^V-^rU
AVIATION^ _ _
MIRAGE F
Restricted
It gives :
- parking-mooring,
- ground handling,
- tyres,
- engine starting,
- run-up.
AC
11-75 Restricted iv
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Pilot
Structure Take-off Electrical
Servicing Flight Hydraulic
CHAP General and and landing Power-plant system
environment
instructions controls system
Genera! General General General General General General General General

and- safety and safety and safety and safety and safety and safety and safety and safety and safety
Maintenance
cycle
Hydraulic Electrical
1 periodic Wings Main L/G power power
Mooring controls drive furnishings
operations
points Lighting
Tightening forward Pitch Main L/G Air
2 torques section
controls doors conditioning
'handling and
I nspection (up to
doors external
frame 22)

and Failure
Replenishing rear section Rudder and and
systems
Equipment frame 22) system systems
Engine
High-lift Nose L/G installation
Draining
Pre-flight
Removable Engine
5 Storage structural check and
post-flight controls tires
components
inspections control
Preparation L/G and door

Transporta¬
6 for controls
tion
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Run-up
8 and steering
Check Mights
controls
9 Miscellaneous Drag chute
AD
AVIONS MARCEL DASSAULT ''
BREGUET AVIATION û
MIRAGE F
Restricted
MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
NWS - radio NWS
SUB NWS NWS
cation navigation systems
and AP
systems
General General General General General Gpnor.il General General

0 information information information information information information information information
and safety and safety and safety and safety and safety and safety and safety and salety
Use of Index of
testing and Flight electrical
V/UHF Pitot Armament Gun
equipment components
Rocket
26 V - 400 Hi UHF Air data Wiring Fatigue
system

3 Gyro system
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Electronic
Radar
7 counter-
altimeter
measures
Reconnais¬
Radio
8 sance
compass
system
Towing
system
9
practice
targets
AJ
AVIONS MARCEL DASSAULT/ -i>-"-tl MIRAGE
I Yll l\/L V^ L. F
I
BREGUET AVIATION^£c_ _^^
Restricted
1- MAINTENANCE MANUAL COMPOSITION


No
0 -General
3 - Removal-Installation
4 - Disassembly -Assembly
6 treatment-
- Cleaning-Corrosion preventive
Painting
7 -Storage-Preservation-Transportation
8 - Repair
NOTE:
(1 ) Maintenance and lubrication are covered by Sub-Section 6.
(3) Sub-Section 8 covers- the reconditioning operations for the items of the system to which the
Manual is devoted. The structural repairs of the aircraft form the subject of a separate Manual :
AC
06-74 Restricted lx
AVIONS MARCEL DASSAULT/ -X^-u-tl /VllKMwL I
BREGUET AVIATION^^. ^
Restricted

aircraft system.
from 0 to X.
an aircraft system.
from 0 to X.
(1 ) Atable of components, lists all the units, accessories and equipment items of the system concerned,
- a sequential index number (1 to X) when the item is not assigned any reference designation.
:
separate documentation or, if applicable, in the documentation known as the incorporated
The «incorporated documentation» is given in the same order as it appears in the tabie of
components; it is illustrated whenever necessary and the internal index numbers are given in the
components.
AC
06-74 Restricted
BREGUET AVIATION^c_
iïjï^^l
_ _
MIRAGE F
_ Restricted
the operation.
ifnecessary, by an indication in order to avoid any confusion in their location. Reference shall be

B Fuselage doors
AC
06-74 Restricted xi
AVIONS MARCEL DASSAULTJ^»-""-^ MIRAGE F
BREGUET AVIATIONôF^^
_ Restricted
C- Wing doors

the trailing edge.
V138.

- wiring diagrams.
The equipment inside is represented in the form of a block or symbol. For the actual equipment
indicator lights.
C - Wiring diagram. The wiring diagrams form the subject of Manual 16 to which reference should be
made.
D - Symbols used in the diagrams. The symbols used in the diagrams are shown in the following
charts :
AC
06-74 Restricted xii
BREGUET AVIATION
Restricted
ELECTRICAL GRAPHIC SYMBOLS : GENERAL SYMBOLS *X/ Fuse

Single-pole
control switch Single-pole
42R contactor
S~\'p Fuse-breaker
I
i- Coaxial connector
Terminal lug Box

1-wire lead
A Double-pole
Sub-assembly terminals control switch
I Three-pole
2-wire lead circuit-breaker
i
i
Connector
Zh-
Double-pole
contactor
M 2 I 3
Single pole
control switch
Test connector 3-wire lead
on equipment
Spring-loaded,
both directions
42Z Single-pole
pushbutton
X
Double-pole
Independent n n-wire lead
control switch
connector
n n
° Single pole I Spring-loaded,
-
Crossing with Magnetically-held
connection pushbutton
Relay
Coaxial connector
-e- Press-to-test
light
Single-pole
double-throw
Antenna switch
Double-pole
Diode llh- DC ground

double-throw
switch
Time delay
relay
e
-ZtTa- Pushbutton
light
^-t^- Zener diode
Double-pole
AC ground switch
A r Resistor relay
-0-
AC xiii/xi
06-74 Restricted xiii/xiv
BREGUET AVIATION
MIRAGE F
Restricted
ELECTRICAL GRAPHIC SYMBOLS :
â Chassis ground
NPN
Computing power ground transistor
P4
Terminal 6 of
test connector P4
TDX3
Differential tdr PNP
synchro transistor
Q COX
O transmitter
o n-position
o
selector switch
o
o Thyristor
o TR
*** Resolver
RS
_^_ ^
Relay LV
-È- -H@^- & Linvar
Magnetron
-4 Cam-actuator
contact
Thermostat
-c D-
Capacitor
Potentiometer mi ] Thyratron
- Fuse jL
| |
ZZH Thermistor
Initiator
Comparator
Motor
Inductor
Amplifier
Transformer
Failure Electronic
detector unit
( MG ) Motor-generator K/1 Single TR
GT
generator
AC
06-74 Restricted xv
BREGUET AVIATION
Restricted

______________ Mechanical link
-0 or Cam
>N
Mechanical clutch
<D
__ Mechanical differential
FLUID SYSTEM GRA PHIC SYMBOLS
Filter L3=a Float needle valve
Self -sealing coupling

4 Manually-operated cock
Level switch
® Non-return valve
(thermistor)
Pressure reducing valve ~&- Electrically-operated cock.
relief valve & Float switch
r Non-return flapper Pressure switch
EP = Electro-pump
Fuel stop valve
B P = Pump
T Stop air valve
© Restrictor Transfer valve
5~t Filler plug Pressure transmitter

system
D
System No.2
.Hydraulic Ancillary systems Systems other than
hydraulic systems
systems
u m u -* Emergency system
AC
BREGUET AVIATION
MIRAGE F
Restricted
SYMBOL DESCRIPTION

dimension
&
AND
the output state is if, and only if, all
1
the input states are l 's .
>\ OR
one or more input states are l 's .
1
NOT
D-
&
NAND (NOT-AND)
D-
all the input states are l 's .
>1
NOR(OR-NOT)
3-
one or more input states are l's .
LOGIC EQUATIONS
Example : S = (A + B + C) (D + E)
or S = B and D or E
AC
06-74 Restricted
AVIONS MARCEL DASSAULT J!
BREGUET AVIATION ^c_
-^-"r^J
_ _
MIRAGE F
Restricted

the Manual number in the top R/H corner.
-


7- CROSS-REFERENCES

from Section to Section } Manual/Section
within a same section I
from Manual to Manual : Manual/Section/Fig. (if necessary)

units.
dimensions, etc.).
Regulations (RT), Technical Circulars (CT), BNAé Standards, etc. All these documents are namely
AC
AVIONS MARCEL DASSAULT i MIRAGE F
BREGUET AVIATION ^-S^3
Restricted

pages).
A Procedure

-insertion of new pages and replacement of modified pages.
B Page numbering
of letters I, 0 and Z.
3rd insertion
Successive
2nd insertion
insertions
1 st insertion
ABCDEFGHJKLMNPQRS UVWXY
4 f
2 pages
Simultaneous
insertions
3 pages
AC xix
06-74 Restricted
BREGUET
jL^'iirQ
AVIATION^<<c!F=_<^<0
MIRAGE F
_£_Jca:==s'"^*^> Restricted
Example :


AV («avant») = Front Lgt («longeronnet»)= False spar
AC
02-80 Restricted xx
AVIONS MARCEL DASSAULT /LJb>-iir^l MIRAGE F
BREGUET AVIATION ^£. ^ .....»,,,
SECTION 0
TABLE OF CONTENTS
Page
- Description of radio and communication system 0-101

- Frequency presetting 0-103
- Special operations to be performed after installing radio and
communication system equipment items 0-104
0-2 SAFETY MEASURES
- Safety measures to be observed for personnel protection See 01-0

- Instructions to be observed when working on systems See 01-0
- General instructions for starting the aircraft and operating the
various systems See 01-0
- Instructions for using the ground support equipment See 01-0
Figure No. Page
1 RADIO AND COMMUNICATION SYSTEM BLOCK DIAGRAM 0-102
2 FREQUENCY PRESETTING 0-103M
AC
AVIONS MARCEL DASSAULT /L-^^rU.
BREGUET AVIATION ^-^P3^-^^
MIRAGE F
DESCRIPTION OF RADIO AND COMMUNICATION SYSTEM

(See Figure 1 )
The radio and communication system includes :

- two radio assemblies (one V/UHF control unit, and one UHF control unit).
- one telephone system (radio selector unit, microphone, earphones, T/R circuit).
(1) The two radio systems enable the pilot to communicate within the VHF and UHF bands in
transmission or reception mode.
Both systems are connected to a «BIP» button permitting instantaneous transmission of a special signal
to a control tower to confirm that the undercarriage is extended and locked. This double transmission is
independent of the selection performed on the radio selector unit.
NOTE : An external circuit common to the two radio systems suppresses the receiver of the
non-transmitting system when one of them is operating. When both sets are transmitting, the
receivers are suppressed by the T/R circuit.
(2) The radio selector unit permits :

- selection of the desired microphone channel
- selection of the desired output channels
- amplification of the selected output and microphone channels.
AF
BREGUET AVIATION
MIRAGE F
Restricted MANUAL 1 1
«BIP» relay
Radio selector unit
Radar
auxiliary Radar
unit output
Warning Horn
V/UHF rT \ horn output
control unit*-
V/UHF output
UHF output
Non-adjustable
Video AF output
receiver output
Radio
Radio-compass compass
receiver output
Audio output
amplifier
VOR/ILS
receiver
VOR
output X} Pilot's
earphones .
Armamanent Missile
control
output
panel
Marker Marker
Beacon ~\
beacon
receiver output
GND TEL
output
Telebriefing
receptacle
|
GND TEL
presence
Pilot's
%^ Microphone
amplifier
microphone
V/ÙH F microphone -K~) Pilot's
m icrophone
UHF microphone
Control stick push-to-talk
UHF T/R
... n button
V/UHF T/R
Common circuits
FIGURE 1 - RADIO AND COMMUN ICA TION SYSTEM BLOCK DIAGRAM

AJ
05-77 Restricted 0-102 FIGURE 1 0-10;
BREGUET AVIATION^F^<^ .... MANUAL 1 1
^.-^>-s^ ^ Restricted
FREQUENCY PRESETTING
(Figure 2)
1 - SCOPE
The scope of the operation is to preset aVHForUHF frequency on the frequency drum.
A Extracting the drum
Loosen the drum attaching screw and withdraw the drum from its housing in the control unit.
B Presetting a frequency
All twenty frequencies can be set in the same way.
Raise the protecting lid off the coding plate, thus uncovering the coding table.
Example : Assuming that the 341.775 MHz frequency is to be preset on channel 4.
-Move the base of the coding table opposite the microswitches of channel 4.
- Set all the channel microswitches in the visible «white dot» position.
For the hundreds of MHz, i.e. 3, the code is «3C».
- Push microswitch «C» opposite «100 MHz» so that the red dot becomes visible.
For the tens of MHz, i.e. 4, the code is «4.BD».
- Push microswitches «B» and «D» opposite «10 MHz» so that the red dot becomes visible.
For the units of MHz, i.e. 1, thecodeis«1.AB».
- Push microswitches «A» and «B» opposite «1 MHz» so that the red dot becomes visible.
For the hundreds of kHz, i.e. 7, the code is «7. DE».
- Push microswitches «D»and «E » opposite «0.1 MHz» so that the red dot becomes visible.
For the 25-kHz increments required to reach 75, the code is «75. DE».
- Push microswitches «D» and «E» opposite «0.01 MHz» so that the red dot becomes visible.
- Proceed in the same manner for every channel to be preset.
- Lower the protecting lid on the coding plate.
C Fitting back the drum
I nsert the drum in the control unit housing and tighten the attaching screw.
AB
07-79 Restricted O"103
BREGUET AVIATION
MIRAGE F
CANAL/CHANNEL
5 4 3 2
o 0 « 100 MHz A
e = Point rouge Z_] e 1 _-_J i 1 {C
Red dot o 0
o
:z_]
o
"_qz_l
o
A
B
o = Point blanc 1 _-__-
o 10 MHz . C
White dot ° 1
o o e D
o Pf II o o E
1 V __J rA
ru
___-
0 i o B
e o o 1 MHz .
C
1
0 o o D
0 <
L_Z) e E
1" 0 o A
o
1 « »"Z]
o e
o
0,1 MHz .
B
C
e
e
0
o
<
_
ZXZ
o | é
o D
E
1
[e "1 r~
"1° Ile
LL 0
OOO
1
1
1
1 \î<
1
341.775 MHz 220,425 MHz

+
362,150 MHz 289,600 MHz
CANAL/CHANNEL N°
3.C
A
1.A 100 MHz { c ZZ
2.AC
A
B
10 MHz c
D
LA LETTRE EST SELECTIONNEE 1.AB 6.CE E
A L'APPARITION DU A
POINT ROUGE 2.AC 7.DE B
EACH LETTER IS SELECTED 3.BC 8.AD 1 MHz C
WHEN THE RED POINT D
4.BD 9.AE E
IS APPEARING
5.CD 0.BE A
B __
_ 0,1 MHz C
D
E
00. E 50. D
25./ 75.DE
0,01 MHz £ D
FIGURE 2 - PRESELECTION D'UNE FREQUENCE

FREQUENCY PRESETTING
AA
07-79 Restricted 0-1 03M
AVIONS MARCEL DASSAULT #_J>~rAJL MIRAGE F
BREGUET AVIATION^ôF"^--^^
^C^*^^^ Restricted MANUAL 11
SPECIAL OPERATIONS TO BE PERFORMED AFTER INSTALLING

RADIO AND COMMUNICATION SYSTEM EQUIPMENT
1 - SCOPE
To describe special operations to be performed after installing or replacing an equipment item.

They relate only to those equipment items, whose removal - installation is not dealt with in this manual.
General operations are described together with the instructions to be followed when working on
systems (see 01-0).
2- EQUIPMENT INVOLVED
A Antennas
When installing a UHF or V/UHF antenna, clean the mating surface of V/UHF or UHF antennas
then coat it with petrolatum and check electrical bonding (see 10-0).
B Radio selector box
Check the transmission and reception channels on amplifiers 1 and 2 by conducting a traffic test
on the V/UHF and UHF channels (see check of these systems : V/UHF : 1 1-1, UHF : 11-2).
After performing any check, return the amplifier selector on the radio selector box to position
«Amplifier 1 ».
AD
0680 Restricted 0104
BREGUET AVIATION
MIRAGE F
SECTION 1
V/UHF SYSTEM
MAIN V/UHF
TABLE OF CONTENTS1
Page
1-0 GENERAL
- Principle of V/UHF system 1-001
-Table of components 1-101

-Transceiver operation 1-110
-V/UHF controls . . . 1-112
- Tests . 1-113T
- V/UHF power supplies 1-114
Incorporated documentation
-V/UHF antennas Réf. AMD AN VU 51S 1-141
1-2 FAILURES
- Trouble shooting on V/UHF 1-201
- V/UHF system check 1-501
LISTOFILLUSTRATIO SIS
Figure No. Page
1 V/UHF SYSTEM SCHEMATIC 1-002

3 COCKPIT LAYOUT 1-109
4 V/UHF SYSTEM OPERATION 1-110M
5 POWER SUPPLIES 1-115
9 V/UHF ANTENNA 1-122
AF
03-77 1-1
Restricted
BREGUET AVIATION
/L^îTU. MIRAGE F
PRINCIPLE OF V/UHF SYSTEM

(See Figure 1 )
The V/UHF system is an AIR/AIR and AIR/GROUND radio-communication system permitting

traffic in two VHF and UHF ranges, either in transmission, or in reception mode.
The system includes :

- transceiver 2R which is provided with two channels
- one channel for V/UHF transmission. and reception
- one channel for guard reception.
- one control unit 4R permitting the system to be used.
- one V/UHF antenna 20 R
Transceiver 2R is connected to the common aircraft circuits (earphones and push-to-talk button)
through radio selector unit 29R. It is also connected to a «BIP» relay mounted on U/C/Slat/Flap
configuration indicator 2 a and used to transmit a 1000 Hz modulated signal (A2) to a control tower to
indicate that the undercarriage is extended and locked.
AF
03-77 Restricted 1-°01
BREGUET AVIATION^^^3
MIRAGE F
U/C Slat - Flap V/UHF

configuration indicator antenna
2a 20 R
tV/C down
and locked
V/UHF
T/R
29R
Radio
selector
-fo
Earphones
unit
H©
Microphone
27R
Power supply
Stick push to talk button
FIGURE 1 - V/UHF SYSTEM SCHEMATIC

AG
BREGUET AVIATION
TABLE OF COMPONENTS (MAIN V/UHF)
For layout, see Figures 2 and 3
Location Doc.
Item Name - Characteristics and Functions
Access Door No. S I
1 L/H JUNCTION BOX (See 16-0) Door X

15-10
Contains main V/UHF T/R relay 70R, secondary V/UHF
T/R relay 71 R, «BIP» relay 72R and cell unit 73R.
9G1 R/H U/C LEG DOWN MICROSWITCH

(See 05-1 )
9G2 L/H U/C LEG DOWN MICROSWITCH

(See 05-1)
9G3 NOSE U/C LEG DOWN MICROSWITCH
(See 05-3)
24G NOSE WHEEL STEERING FUSE-BREAKER Electro- X

center
- Protects DC system 1 of «BIP» undercarriage microswitch
circuits.
65 L LIGHTING DISTRIBUTOR -
(See 08-2)
1R V/UHF FUSE-BREAKER Cockpit X

(Circuit-
- Protects circuit -breaker bus of V/UHF transmitter- breaker box)
receiver 2R.
2R V/UHF TRANSMITTER-RECEIVER Nose cone X

(Door P4-09)
Entirely modular, it is essentially composed of :
- one V/UHF synthesizer

- one V/UHF receiver
- one UHF guard receiver
- one VHF transmitter
- one UHF transmitter
AJ
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MANUAL 11
Location Doc.
Access Door No.
It operates within the following frequency ranges :

- in VHF mode, between 118 and 149.975 MHz
frequency spacing : 25 kHz
number of channels : 1280.
- in UHF mode, between 225 and 399.975 MHz
frequency spacing : 25 kHz
number of channels : 7000
- in guard reception mode, between 238 and 248 MHz
through a crystal and tuning control.
Transmitter characteristics
UHF antenna power : 20 watts 5W per external

VHF antenna power : 20 watts
Load impedance : 50 S2
} switching
Automatic protection on antennas with SWR > 3, and

on load cutouts and short-circuits (SWR «»).
Modulation : amplitude modulation
A2 and A3 modulation
Modulation percentage : 85 %
Receiver characteristics
AF power : 300 mW/600-î balanced

Sensitivity : 2 u. V rms, 30 % modulated for
^J_ratio>10db
Selectivity : > ± 10 kHz at 6 db and
< ± 20 kHz at 60 db.
- Squelch operated by control unit.
The transceiver is controlled by the control unit.

Transmission switching is performed :
- in A3 modulation mode, by means of push-to-talk
button through radio selector box 29R,
- in A2 modulation mode, through «BIP» button on
U/C/SLAT/FLAP configuration indicator 2 a,
- in test mode, through TEST switch on control unit
in T + A2 position.
Setting a frequency beyond the VHF and UHF ranges

provided prevents transmission.
Guard receiver characteristics
- Sensitivity and selectivity similar to those of the main

receiver.
- Automatic squelch.
AH
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Doc.
Item Name - Characteristics and Functions Location
Access Door No.
The front panel carries :
- one galvanometer (1) and a mode selector (2) for

checking :
- direct power
- reflected power (direct indication of VSWR)
- modulation
- one output jack (3)
- one microphone jack (4)
-one «PUSH-TO-TALK» (ALTERNA) pushbutton (5).
TESTING :
Self-test controlled by the control unit permits the

transceiver to be checked at any time (on ground or in
flight) for correct operation.
ATTACHMENT :
The transceiver is attached to a shock mounted rack by

means of two knurled nuts. It is guided by locators.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Doc.
Access Door No.
4R V/UHF CONTROL UNIT Cockpit X

(LH
Permits the V/UH F system to be used for console)
energization, frequency and operating mode selection,
and self-test of V/UHF system.
Includes :
-one «TEST» red light (1) for self-test of the V/UHF
system.
- one test switch (2), spring loaded in the center
position, permitting :
- transmission channel test in T + A2 position
- reception channel test in R position.
- the T + A2 position enables the transmitted carrier
to be modulated at 1020 Hz.
- one «SQL» switch (3) controlling operation of the
V/UHF receiver squelch.
- five thumb wheels (4) for manual setting of the desired
VHF or UHF traffic frequency.
- one mode selector (5) with 4 positions :
OFF = Control unit switched off.
A3 = Communication on V/UHF transmitter and
receiver.
A3 + G = Communication :
In VHF mode
-
Transmission and reception on manually set or
preset frequency.
- In UHF mode
Transmission and reception on set or preset
frequency, and reception on guard frequency preset
in guard receiver, at the same time.
DF = Position unused.
-One three-position selector (6) selecting the setting

mode for the desired traffic frequency :
M : Traffic on frequency manually set through the five
thumb wheels (4).
P : Traffic on one of the 32 frequencies preset on
drum (7).
G : Fast guard : traffic on guard frequency preset in
control unit (main receiver and transmitter are
automatically selected on guard frequency).
NOTE : When on G position the guard receiver is

automatically disabled.
- One control using drum (7) permits selection of the

preset VHF or UHF frequencies (20 channels) and
display of the selected channel in a window (8).
- The first 1 9 channels are displayed from 1 to 19.
- The 20th channel is the guard frequency ; it is
displayed by «GF».
AF
03-77 Restricted 11 n-
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL U
Location Doc.
Access Door No. S I
- a«5W-20W» selector (9) is used for V/UHF transmitter

operation with power reduced to 5W.
Lighting :
5-V AC lighting is ensured by lighting distributor 65L.
14R UHF CONTROL UNIT

(See 11-2)
20R V/UHF ANTENNA Fin top X
Faired antenna made of glass-resin laminate embedded

at the top of the fin.
Characteristics :
- Frequency band : 1 18 - 400 MHz

-VSWR :118to152MHz:<2.5
225 to 400 MHz :< 2
- Permissible power : 30 W
27 R PUSH-TO-TALK BUTTON Control X

stick
Permits V/UHF transmission through radio selector unit handgrip
(RSU) 29R
29R RADIO SELECTOR UNIT Cockpit X

(LH
Permits V/UHF transmission selection and audio output console)
adjustment through green button (2).
53 R VOR-ILS CONTROL UNIT

(See 12-5)
When an ILS frequency is displayed, the transmission power

of the V/UHF transceiver is increased up to 5W.
59 R VHF FUSE-BREAKER
(See 11-2)
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL U
Location Doc.
Access Door No. S I
70 R V/UHF RADIO SET «PUSH-TO-TALK» RELAY L/H X

junction
When energized, enables : box
- signal to transmitter-receiver of the
V/UHF.
- suppression of the UHF receiver when the UHF
transmitter-receiver is not selected on the radio
selector unit.
71 R UHF RADIO SET «PUSH-TO-TALK» RELAY

See 11-2
72 R «BIP» RELAY L/H X

junction
When energized, permits transmission through the «BIP» box
button of the A2 signal (at 1020 Hz) to confirm that
the undercarriage is extended and locked.
Energization results from closing of the three under¬

carriage microswitches.
73 R CELL UNIT L/H X

junction
The diodes of the cell unit protect the V/UHF and box
UHF transmitter-receivers.
2a U/C/SLAT/FLAP CONFIGURATION INDICATOR Cockpit X

instrument
Provided with a «BIP» button for transmission of panel
1020 Hz modulated signal A2.
(See 05-6).
AG
BREGUET AVIATION
MIRAGE F
SECTION A SECTIONB
CROSS SECTION A CROSS SECTION B
2R
>
C.17

GENERAL LAYOUT
AJ
BREGUET AVIATION
MIRAGE F
FIGURE 3 - IMPLANTATION AU POSTE PILOTE

COCKPIT LAYOUT
AK
AVIONS MARCEL DASSAULTjL~J>-^rU. MIRAGE F
BREGUET AVIATION^x ^~
TRANSMITTER-RECEIVER OPERATION
(Figure 4)
The V/UHF transmitter-receiver includes four functional sub-assemblies :

- one V/UHF synthesizer
- one V/UHF receiver
- one UHF guard receiver
- two VHF and UHF transmitters.
1 - V/UHF SYNTHESIZER
This synthesizer generates the radio frequency required for the V/UHF receiver and the VHF and
UHF transmitters.
It includes a local oscillator controlled by varicap diodes and piloted by a servo loop, the reference
of which is provided by a decoder receiving the frequency information from the control unit.
2- V/UHF RECEIVER
The V/UHF receiver is of the double frequency change type.
It includes :
-one VHF head and one UHF head. These heads are automatically switched to the first IF
amplifier channel according to the frequency set on the control unit. They are equipped with a mixer
with the local frequency synthesized to obtain the first IF.
- one first IF amplifier channel.
- one mixer receiving the local frequency from a crystal oscillator and providing the second IF to
the next amplifier channel.
-one detector.
one AGC circuit.
- , v
- one squelch receiving the modulation signal with the signal + noise [S + Mratio :
noise \ N /
beyond a preset threshold, the squelch transmits the modulation signal to the audio frequency amplifier
through a compressor.
- one compressor which is used to maintain the output level constant regardless of the modulation
percentage.
one audio frequency amplifier which also receives :
- sidetone
- modulation from the UHF guard receiver.
AC
BREGUET AVIATION ^^c.
MIRAGE F
Restricted MANUAL l 1
71R 2R
.' n o
r v 14R P-to-t _ Synthesizer

AGC
73 R AGC AGC local frequency
Suppression
13
i 13R m n
I A- +«-
I
63 R Compressor Local VHF Local Earphones
I ft.
I oscillator head oscillator jack
L _>
AGC AGC
r> P-to-t
®
4R 2 70R
Squelch 29R
ON 2nd IF
SQL Detector IstiF Guard Automatic AF
r Hr-
amplifier Mixer amplifier amplifier
30 receiver squelch
OFF
A
S+N
N
Guard receiver J Test
31 +* P-to-t Sidetone
53R Synthesizer UHF
(12-5) local frequency head
20W
5W
TH-
I
PUSH-TO-TALK
o o -Rj
Synthesizer
local frequency
n AGC
Frequency common 14R

I
line T-* P-to-t

R
Al
ë
I
13R A
Hr M )
2a i
UHF and VHF VHF Reflecto- B
i
i û
Decoder synthesizers transmitter
Frequency SL
wattmeter
selector .ii. -Lu ù. 0- 9G1 9G2 9G3 24 G o
^.rara^^LrlJ, Synthesizer
-F^' 20
i| || | 28V IP
25
72R | reliability Microphone Reflected /
1 to 20 Coder jack power
V/UHF
Frequency common line
Modulator ® 20R
14
-+~UHF V
Guard frequency Microphone
& t>
3C
3
Microphone
J Al
29 R
32
UHF
__f
Reflecto-
S-
Guard receiver wattmeter
Y 25 ».
transmitter
Direct
power 28V -UHF
Direct r°-ro-f Reflected Direct power /
:v
Test power power
33 Detector circuit Reflected
Reflected power power
Test reply Direct power

17 Modulation Modulation -o \Tyi Galvanometer
A F amplifier .
27 output AF amplifier sidetone U/77T,
FIGURE 4 - MAIN V/UHF SYSTEM OPERA TION

AJ
09-78 Restricted 1-110M FIGURE 4 1-110M FIGURE 4 1-norv
f
AVIONS MARCEL DASSAULT l-_*>^rSlL
BREGUET AVIATION^S^3^^1^
MIRAGE F
,
3- UHF GUARD RECEIVER
The UHF guard receiver is provided with only one frequency change system. The local frequency
is furnished by a crystal oscillator.
It includes an automatic squelch. The modulation signal is fed to the AF amplifier.
4- VHF AND UHF TRANSMITTERS
The VHF and UHF channels are independent. Each transmitter is a wide band amplifier. The
synthesized frequency is applied to the input of the wide band amplifier.
The modulation is introduced in the wide band amplifiers.
A safety circuit protects the output stages of the transmitters from load cutouts and short-circuits,
and limits the transmitted power as the VSWR of the system exceeds 3, which enables the system to
operate at high VSWR.
AC
breguet av.at.on^^^> Restricted MANUAL 1 1
V/UHF CONTROLS
(Figure 4)
1- FREQUENCY SETTING
The manually set or preset frequencies act on a coder. For each digit (0.01, 0.1, 1, 10 and
100 MHz), the coder provides two grounded lines out of five according to the «two-out-of-five» code.
Guard frequency setting can be achieved in two ways :

- by setting the guard frequency,
- by setting «M.P.G. selector to «G».
2- RECEPTION
A When the mode selector on the control unit is in «A3» position, reception takes place through the
V/UHF receiver, and the guard receiver is switched off.
B When the mode selector is in «A3+G» position, reception occurs :

- through the V/UHF receiver, if a VHF frequency is set
- through the V/UHF receiver and the guard receiver (on its single channel), if a UHF frequency is
set.
NOTE : Setting the guard frequency (presetting or fast guard) switches off the guard receiver, even
when the mode selector is on «A3+G». This frequency is received only through the V/UHF
receiver.
C When the «SQL» switch is in «ON» position, the V/UHF receiver operates with the squelch.
D The V/UHF receiver is suppressed when the UHF transceiver is transmitting and the microphone
channel of the transceiver is not selected on radio selector unit 29 R.
AB
BREGUET AVIATION ^
MIRAGE F
3- TRANSMISSION
A Transmission through push-to-talk button
When push-to-talk button 27 R is depressed and V/UHF selection is performed on radio selector
unit 29R, V/UHF set push-to-talk relay 70R is energized, thereby causing :
- V/UHF transmitter change-over to transmission mode and suppression of the receiver through the
AGC stage ;
-suppression of the UHF receiver (if it is not selected) by application of a ground signal to the
AGC circuit of the UHF receiver.
NOTE : When both transceivers (V/UHF and UHF) are selected on radio selector unit 29R, their
respective receivers are switched off by their own push-to-talk signal (70R and 71 R
energized) and application of a suppression signal is no longer necessary.
B «U/C down and locked» test
The V/UHF transceiver is switched to transmission mode (1020 Hz modulation) through the
«BIP» button on the U/C/Slat/Flap configuration indicator when the U/C legs are extended and locked
(closed U/C microswitches 9G1, 9G2 and 9G3 energizing «BIP» signal relay 72R).
C - 5W - 20W transmission
When «5W - 20W» switch of the control unit is in «5W» position, the transmission power is
reduced to 5W.
The transmission power is also reduced to 5W when an ILS frequency is set on VOR/ILS control
box.
AB
03"77 Restricted 1-113
BREGUET
/jL^^ryL
AVIATIONx<_oF=^'s;-0
MIRAGE F
_i__2-^^^> Restricted MANUAL 11
TESTS
(Figure 4)
The system can be tested by the pilot in the cockpit through the control unit, with the test result
displayed on this unit, and by the ground crew through the transmitter-receiver front panel.
1 - TEST CONTROLLED FROM COCKPIT
A Reception test
Setting the test switch to «R» tests :

- V/UHF receiver sensitivity
- synthesizer.
Correct operation is indicated by illumination of the TEST light on the control unit.
NOTE : During reception test, the squelch is switched off to test the V/UHF receiver sensitivity.
The guard receiver is not tested.
B Transmission test
Setting the test switch to «T + A2» tests :

- direct power of transmitters
- modulation percentage.
The VSWR of the system is not tested.

Correct transmission is indicated by illumination of the TEST light on the control unit.
Testing must be conducted in VHF and UHF modes to test both transmitters.
2- TEST CONTROLLED ON TRANSMITTER-RECEIVER FRONT PANEL
Testing is conducted only in transmission mode 20W (VHF, then UHF) by depressing the push-to-
talk button on the front panel. This permits :
- checking of the direct power by setting the selector on the front panel to direct power.
For correct operation, the pointer should be within the green range of the galvanometer.
- checking of the VSWR of the system provided that the direct power check is correct, by setting
the selector to reflected power.
For correct operation, the pointer should be under the VSWR mark.
- checking of the modulation percentage by setting the selector to «MOD».
For correct operation, the pointer should be within the green range of the galvanometer.
NOTE : Switching the transmitter power from 20W to 5W results in a reduced direct power as read on
the front panel galvanometer. In that case the VSWR check is not reliable.
AE
10-78 Restricted 1-1 13T
BREGUET AVIATION ,
/L=J>-^rU. MIRAGE F
V/UHF POWER SUPPLIES

(Figure 5)
1 - AIRCRAFT POWER SUPPLY
The V/UHF transceiver is supplied with 28 V DC through DC system 1.
2- INTERNAL POWER SUPPLY
The transceiver is provided with two internal power supplies receiving the 28 V DC from the
aircraft and delivering the following voltages :
- 28 V DC for lighting of the 7 segments displaying the frequencies preset on the control unit.
- + 5 V DC
- + 16VDC
- + 70 V DC
- + 12 VDC
- + 16VDC
As the set is switched on (mode selector on control unit in any position other than «OFF»), the
energized power supply relay transmits the 28 V DC from the aircraft to the internal power supply
circuits of the transceiver.
AG
AVIONS MARCEL DASSAULT/^ MIRAGE F
BREGUET AVIATION^y"3^^^
2R
,, 28 V return
-h 28 V
W////.
44-
+5V+16V+70V
Power
1R supply
unit
-^L^ -K
Power
supply
unit
TT
+ 12V + 16V
FIGURE 5 - POWER SUPPLIES

AG
AVIONS MARCEL DASSAULT 2u^-~frU
BREGUET AVIATION ^gr^^g^
MIRAGE
..,.,.,., ,.
F
INCORPORATED DOCUMENTATION
V/UHF ANTENNA
(Figure 7)
1 -GENERAL
The fin top V/UHF antenna is used for AIR-to-AIR or AIR-to-GROUND radio-communications
within the following ranges :
-VHF (118 to 143.975 MHz)
-UHF (225 to 399.950 MHz).
2 - DESCRIPTION
This antenna 1 is installed at the top of the aircraft fin, under the fairing ; it is attached to the
closing rib through six screws 2.
The antenna consists of three bonded glass resin flanges :

- one forward flange 3
- one aft flange 4
- one antenna flange 5.
On the forward flange are mounted drive line 6 and horizontal wire 7 for VHF operation.
The base consists of a metal backing plate 8 riveted to the sides of the glass resin flanges.
Sleeves 9 are made of chopped glass resin laminate.
The antenna is retained in the fairing by fasteners riveted to hat sections 10 and 11 mounted on
either side of the antenna.
A 10 k£l resistor 12 is inserted between lower bridge 13 and upper bridge 14 to ensure lightning
protection.
The antenna is connected through a coaxial connector 1 5.
2- RADIO-ELECTRICAL CHARACTERISTICS
- Nominal impedance : 50 ohms

-VSWR : 118to152MHz:<2.5
225 to 400 MHz :< 2
- Polarization : vertical
- Permissible power : 40 watts
-Weight :1.350 kg
- Coaxial connector : type «N».
AC
AVIONS MARCEL DASSAULT )
BREGUET AVIATION -^S»
MIRAGE F
FIGURE 7- V/UHF ANTENNA

AA
BREGUET AVIATION
MIRAGE F
4- FONCTIONNEMENT
A VHF operation
As the size of the antenna is insufficient

in relation to X in VHF mode, the antenna is
capacitive. External portions A and B form a
sleeve which increases the pass band. Portions
B and D form a line section which is shorted at
E and has a series inductive reactance
compensating for the top reactance. The size of
wire C matches the total impedance of the
antenna.
B UHF operation
The line section from B to D behaves in

this range like a circuit parallel with the
resonator which has a high impedance ZA at
the top of the sleeve to insulate horizontal
strand C.
Thus, only the vertical section is involved. The lower section performs as a transformer whereas
locally grounding at E determines with B a series inductor L1, and capacitor C1 across the sleeve lips is
also involved in matching.
AA
BREGUET AVIATION
/L^~r5L
^dS^ ^g^>
MIRAGE
..»...»
F
TROUBLE SHOOTING ON V/UHF SYSTEM
1 - SCOPE
To determine the faulty equipment from a failure symptom indicated by the pilot.
2- REQUIRED EQUIPMENT
A Ground handling equipment
- 200 V - 400 Hz electrical power supply.
3- TROUBLESHOOTING
Proceed as per the following charts :
AA
01-77 Restricted 1~2°1
BREGUET AVIATION ^d»
MIRAGE F
CONFIRMATION LOCATING BY MECHANIC CHECK AFTER REPLACEMENT LOCATING

TROUBLE BY
Failure SDAP
Procedure Che Procedure Result
reproduced!
No V/UHF reception Perform a traffic test on the operating Yes Perform a traffic test using UHF transceiver
frequency to check for operation of :
- RSU amplifying channel^
- push-to-talk button
- headset
Perform reception test :
- if incorrect,
replace V/UHF transceiver . Check the V/UH F system.

If the failure subsists, check antenna
circuit (SWR)
if correct, test the frequ sncy selecting circuits ;
if incorrect, replace the transceiver then the

control unit *_- Check the V/UHF system
No V/UHF Perform a traffic test on the operating Yes Using UHF transceiver, perform a traffic test
transmission frequency to check for operation :
- RSU amplifying channels
- headset ]
Perform «T + A2» test

- if incorrect, replace transceiver
anise . Check the V/UHF system ; if
failure subsists, check the antenna
circuit (SWR)
- if correct, check as follows :

- antenna circuit (SWRj
- frequency selector cirjcuit replace the faulty
antenna or the
control unit, as applicable Check the V/UHF system
AD
03-77 Restricted 1-202 1-21
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
Procedure reproduced Check Procedure Result
No V/UHF - Perform a traffic test on operating Yes Check FB 1R (circuit breakler box)
transmission or frequency - Using UHF transceiver, perform a traffic test to
reception check for operation of :
- push-to-talk button j
- headset j
- Perform «T + A2» test '
- if incorrect, replace the V/UHF
transceiver .Check the V/UHF system ; if

failure subsists, check the antenna
circuit (SWR)
i
- if correct, perform the frequency selection

test ; if incorrect, replace in the order : the
V/UHF transceiver, the cjontrol unit then
rp(ay 7DR *~ Check the V/'UH F system
V/UHF guard - Perform a guard frequency reception Yes Replace V/UHF transceiver then control unit Check the V/UHF system
inoperative test in «A3 + G» position on
channel «20»
Squelch inefficient - Test the squelch Yes Replace V/UHF transceiver then control unit Check the V/UHF system
(tube noise)
U/C control circuit - Perform a «BIP» test by using the Yes Check the «BIP» circuit through UHF system.
failure V/UHF transceiver - if incorrect : check 24G fuse breaker,
- if failure subsists : repair the U/C
Slat/Flap/microswitch configuration indicator
circuit,
- if the check is satisfactory : perform
«T + A2» test of V/UHF
- if incorrect, replace transceiver
- if correct : repair cell box 73R circuit
rmy/IIHF ^_ Check the V/UHF system
AD
03-77 Restricted 1-203 1-20
BREGUET AVIATION ^S^^-îÔ-
J^-^r^L MIRAGE F
SECTION 2
UHF SYSTEM
TABLE OF CONTENTS
Page
2-0 GENERAL
- Principle of UHF system 2-001
2-1 DESCRIPTION - OPERATION

- Transmitter-receiver operation 2-1 08
- UHF controls 2-1 12
-Tests 2-113
- Power supplies 2-1 13M
-Leading and trailing edge UHF antennas 2-131
2-2 FAILURES
- Trouble shooting on UHF system 2-201
- UHF system check 2-501
Figure No. Page
1 UHF SYSTEM SCHEMATIC 2-002

4 UHF SYSTEM OPERATION 2-109
9 LEADING AND TRAILING EDGE UHF ANTENNAS 2-132
AD
04~77 Restricted 2-1
BREGUET AVIATION,^
/L^^Û
__ _ ..
MIRAGE F
PRINCIPLE OF UHF SYSTEM

(See Figure 1 )
The UHF system is an AIR/AIR and AIR/GROUND radio and communication system permitting
transmission and reception within the UHF range.
-transmitter-receiver 13R,
- control unit 14R permitting the use of the system,
- leading edge antenna 10R
- trailing edge antenna 1 1 R.
Transmitter-receiver 13R is connected to the common aircraft circuits (earphones and push-to-talk
buttons) through radio selector unit 29R. It is also connected to a «BIP» button mounted on
U/C/Slat/Flap configuration indicator 2a and used to transmit a 1000 Hz modulated signal (A2) to a
control tower to indicate that the undercarriage is extended and locked.
AE
BREOUET AVIATION
Leading edge Trailing edge

antenna antenna
10R 11R
U/C/Slat/Flap
configuration indicator
2 ex
V V
j i-A -V.
V
72R L7/C down
«BIP» relay and locked
13R
4R 29R
Radio .q (5 Earphones
LVA/f control unit UHF T/R selector
i r-m unit '!&*) Microphone
27 R
e*t
Control stick "^
push-to-talk button
Supply
M
77T
FIGURE 1 - UHF SYSTEM SCHEMATIC

AE
AVIONS MARCEL OASSAULT " MIRAGE F
BREGUET AVIATION^-r-j
TABLE OF COMPONENTS
Location Doc.
Access Door No. s| I
1 LH JUNCTION BOX (See 16-0) Door 15-0 X
Contains BIP relay 72R and cell unit 73R.
9G1 RH U.C LEG DOWN MICROSWITCH

(See 05-1)
9G2 LH U.C LEG DOWN MICROSWITCH

(See 05-1)
9G3 NOSE U,C LEG DOWN MICROSWITCH

(See 05-3)
65L LIGHTING DISTRIBUTOR

(See 08-2)
2R V/UHF TRANSCEIVER
(See 11-1)
10R LEADING EDGE UHF ANTENNA Fin X

(leading edge)
This antenna follows the shape of the fin ; it includes
an antenna skin secured to the structure.
Main features
Bandwidth : 225 to 400 MHz
Nominal impedance : 50 £2
SWR<2
Permissible power : 40 watt
1 1 R TRAILING EDGE UHF ANTENNA Fin

(Trailing edge)
This antenna follows the shape of the fin ; it includes
an antenna skin secured to the structure
Main features
Bandwidth : 225 to 400 MHz
Nominal impedance : 50 £2
SWR<2
Permissible power : 40 watt
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Location Doc.
Access Door No.
13R UHF TRANSMITTER-RECEIVER Nose cone

(Door P4-09)
It is essentially composed of :
- one UHF transmitter

-one UHF receiver
- one guard receiver
It operates within the following frequency ranges :

- in UHF mode, between 225 and 399.975 MHz
frequency spacing : 25 KHz
number of channels : 7000
- in guard reception mode, between 238 and 248 MHz
through a crystal and a tuner.
Transmitter characteristics
UHF antenna power : 20 W (can be reduced to 5 W through

external control).
Load impedance : 50 Î2
Automatic protection on aerials with SWR > 3, on load
cut-outs and short circuit (SWRoo).
Modulation : in amplitude modulation.
in A2 and A3 modulation modes.
Receiver characteristics
AF power output : 300 mW/600 SÎ balanced

Sensitivity : 2 n V rms, 30 % modulated for
S + N
ratio > 10 db
N
- Squelch controlled from control unit
The transmitter-receiver is controlled by the control unit.
Transmission switching is performed :
- in A3 modulation mode, using push-to-talk button through
radio selector unit 29 R
- in A2 modulation mode, through BIP button on U/C/SLAT
FLAP configuration indicator 2a.
- through the TEST switch on control unit 14R, in
T + A2 position
Selecting a frequency beyond scheduled UHF ranges prevents

transmission.
Guard receiver characteristics
- Same sensitivity and selectivity as for the main receiver.

- Automatic squelch.
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Location Doc.
Access Door No.
TEST
Self-test controlled by control unit 14R permits the UHF
transmitter-receiver to be checked at any time (on ground
or in flight) for correct operation.

- «T/R» test switch (1) to check the transmission and
reception circuits.
- light (2) used to check for test mode reliability.
- test connector (3), which permits T/R to be checked
through an external circuit.
A matching unit is secured to the rear panel ; it permits
transmitter-receiver to be supplied from AC 1 15V system.
ATTACHMENT
The transmitter-receiver is first positionned through
centering pins, then secured by two knurled nuts to a
flexible frame.
14R UHF CONTROL UNIT Cockpit

(LH
Permits the UHF system to be used for energization, console)
preset frequency and operating mode selection, and self-
test of the UHF system.
Includes :
- one «TEST» red lighted button (1) for self-test of the
UHF system.
- one test switch (2) (spring-loaded in the centre position)
permitting :
- transmission channel test in T + A2 position
reception channel test in R position.
T + A2 position permits 1020 Hz modulation of the trans¬

mitted carrier.
- one «SQL» switch (3) switching the squelch on and off.
- one operating mode selector (4) with 4 positions :
OFF = Control unit switched off
A3 = Communication on UHF transmitter and receiver
A3 + 6 = Communication : transmission and reception
on selected preset frequency and simultaneous
reception on guard frequency preset in guard
receiver
DF = Position unused.
- drum-type control (5) permits selection of preset
frequencies (20 channels) and display of selected channel
in window (6).
- the first 20 channels are displayed from 1 to 20.
- the 21 st channel is the guard frequency ; it is displayed
by the mark «GF».
- 5W-20W selector (7) is used to reduce the transmission
power down to 5W.
Lighting :
The 5W AC lighting is ensured by lighting distributor 65L.
AB
AVIONS MARCEL DASSAUlTjL>>-j,
BREGUET AVIATION ^^jp"'
MIRAGE F
Restricted
MANUAL 11
Location Doc.
Access Door No. S I
27 R PUSH-TO-TALK BUTTON Control X

stick
Permits UHF transmission through radio selector unit 29R. handgrip
29 R RADIO SELECTOR UNIT Cockpit X

(LH
Permits UHF transmission selection and audio output console)
adjustment through red button (2).
53 R VOR/ILS CONTROL UNIT

(See 12-5)
60R UHF FUSE-BREAKER

Protects UHF 13R transmitter-receiver AC system 2.
63R TELEPHONE FUSE-BREAKER (CHANNEL 1)
Protects DC Syst.1 of push-to-talk relay circuits 70R and

71 R (see11-3).
70 R V/UHF SET PUSH-TO-TALK RELAY

(See 11-1)
71R UHF SET PUSH-TO-TALK RELAY LH X

junction
It permits, when energized : box
- push-to-talk control to be delivered to UHF T/R
- if V/UHF T/R is not selected on RSU, the V/UHF
receiver to be disabled on that set.
72R BIP RELAY LH X

junction
When energized, permits transmission through the BIP box
button of the A2 signal (at 1020 Hz) to confirm that the
undercarriage is extended and locked.
Energization results from closing of the three under¬
carriage microswitches.
73R CELL UNITS LH X

junction
The cell unit diodes protect the main and standby box
transmitters-receivers.
AD
AVIONS MARCEL OASSAULT
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Location Doc.
Access Door No.
2a U/C/SLAT/FLAP CONFIGURATION INDICATOR . Cockpit
(instrument
Provided with a BIP button for transmission of 1020 Hz panel)
modulated signal A2 (see 05-6).
AC
BREGUET AVIATION
MIRAGE F
C.Vb. C.VI. 10R
11R
13R_xÂ -*J
13R
SECTION A
CROSS SECT/ON A
13R

GENERAL LAYOUT
AE
BREGUET AVIATION
MIRAGE F
2«
14R

COCKPIT LAYOUT
AE
BREGUET
IL^^trSL
AVIATION^$3r=^S<C>
MIRAGE F
__£-=~^-<^ Restricted MANUAL 11
TRANSMITTER-RECEIVER OPERATION
(Figure 4)
The UHF transmitter-receiver includes four functional sub-assemblies :
- one synthesizer
- one receiver
- one guard receiver
- one transmitter.
1 - UHF SYNTHESIZERS
This synthesizer generates the radio frequency required for the receiver and the transmitter.
It includes a local oscillator controlled by varicap diodes and piloted by a servo loop, the reference
of which is provided by a decoder receiving the frequency information from the control unit.
2- UHF RECEIVER
The UHF receiver is of the double frequency change type.
It includes :
one UHF head which, through mixing of frequency received on antenna and of synthesized local
-
frequency, allows to obtain the 1st IF.
- one first I F amplifier channel.
- one mixer receiving the local frequency from a crystal oscillator and providing the second IF to
the next amplifier channel.
- one detector.
- one AGC circuit.
- one squelch receiving the modulation signal with the signal 4- noise S+N ratio :
noise N
beyond a preset threshold, the squelch transmits the modulation signal to the audio frequency amplifier
through a compressor.
- one compressor which is used to maintain the output level constant regardless of the modulation
percentage.
- one audio frequency amplifier which also receives :
- sidetone
- modulation from the UHF guard receiver.
AD
BREGUET AVIATION
MIRAGE F
13R
70R
4R Suppression
63 R -o
73R
13
Matching
unit
h f-"rr
,|L
2R
(Figure 6) 1 _L
4* 1st IF Automatic
Compressor AGC AGC
AGC _ amplifier squelch
4
I
I
AGC
T
f'
L.
,_ i_ 2R Squelch
i H
t P-t0'ri B 29 R
n
24G 9G3 9G2 9G1 29R
r-î
l__i.
4 2nd IF UHF U Guard AF 35
V/UHF
o- Hr-
Detector
amplifier
Mixer
head receiver amplifier 36 __- O-
I I I I I I
m
,|L - o
2a
o-
72R
UHF
S +
N
N I
Local
t
Local
Sidetone
y
.|||~_-4 oscillator AGC oscillator Test
14R 27R
B
Synthesizer
-J3Ô local frequency
A_ ^
31 -*_- P-to-T Guard
Synthesizer receiver
local frequency
À
10R 11 R
29 R
30
Microphone
32 Modulator
19
UHF Reflected
14
transmitter power meter
B P-to-T
25 -t_ Guard receiver
32 A2
modulator
33 Test
Test reply
17 «*
27
Sidetone
V77,
FIGURE 4 - OPERA TION OF UHF SYSTEM
AF
07-80 Restricted 2-109 FIGURE4 2-109 FIGURE 4 2-109
AVIONS MARCEL DASSAULT tL*à>~^k
BREGUET AVIATION_^^^^<0
MIRAGE F
^£&>**^^ Restricted MANUAL 11
3- UHF GUARD RECEIVER
The UHF guard receiver is provided with only one frequency change system. The local frequency
is furnished by a crystal oscillator.
It includes an automatic squelch. The modulation signal is fed to the AF amplifier.
4- UHF TRANSMITTER
The transmitter is a wide band amplifier. This amplifier receives the synthesized frequency and the
modulation from a modulator.
A safety circuit protects the output stages of the transmitters from load cutouts and short-circuits,
and limits the transmitted power as the VSWR of the system exceeds 3, which enables the system to
operate at high VSWR.
The transmitter power is reduced from 20 W down to 5 W when using an external control.
AC
AVIONS MARCEL DASSAULT /LJ>~rÇL
BREGUET AVIATION ^cP3^-^^
MIRAGE F
UHF CONTROLS
(Figure 4)
1- FREQUENCY SETTING
The preset frequencies act on a coder. For each digit (0.01, 0.1, 1, 10 and 100 MHz), the coder
provides two grounded lines out of five according to the «two-out-of-five» code.
The 21st position of control unit automatically selects the guard frequency, and the channel
indicator displays «GF».
2 - RECEPTION
A When the mode selector on the control unit is in «A3» position, reception takes place through the
UHF receiver, and the guard receiver is switched off.
B When the mode selector is in «A3+G» position, reception occurs through the UHF receiver and
the guard receiver (on its single channel), the latter being switched on.
NOTE : Setting the «GF» guard frequency switches off the guard receiver, even when the mode
selector is on «A3+G». This frequency is received only through the UHF receiver.
C When the «SQL» switch is in «ON» position, the UHF receiver operates with the squelch.
D The UHF receiver is suppressed when the UHF transmitter-receiver is transmitting and the
microphone channel of the transmitter-receiver is not selected on radio selector unit 29R.
3- TRANSMISSION
A Transmission through push-to-talk button
When push-to-talk 27R is depressed and UHF selection is performed on radio selector unit 29R,
UHF T/R relay 71 R is energized, thereby causing :
- transmission by UHF transmitter, and receiver disabling through AGC stage.
- suppression of V/UHF receiver (if not selected) by applying a ground signal to the AGC circuit of
V/UHF receiver.
NOTE : When both transmitter-receivers (V/UHF and UHF) are selected on radio selector unit 29R,
the receivers are switched off by the T/R circuit control (70R and 71 R energized), and
application of a suppression signal is no longer necessary.
B Checking of U/C legs extended and locked
The main transmitter-receiver is switched to transmission (1020 Hz modulation) through the

«BIP» button on the U/C/Slat/Flap configuration indicator 2a when the U/C legs are extended and
locked (closed U/C microswitches 9G1, 9G2 and 9G3 energizing «BIP» relay 72R).
C - 5W - 20 W transmission
Setting the «5 W - 20 W» switch to «5W» on control unit causes the transmission power to be
reduced to 5 W.
The transmission power is also reduced to 5 W when an ILS frequency is displayed on VOR/ILS control
unit.
AE
04-77 Restricted 2~U2
BREGUET AVIATION , _
£^^_rU MIRAGE F
TESTS
(Frgure4)
The system can be tested by the pilot in the cockpit through the control unit, with the test result
displayed on this unit, and by the ground crew through the transmitter-receiver front panel.
1 - TEST CONTROLLED FROM COCKPIT
A Reception test
Setting the test switch to «R» tests :
- UHF receiver sensitivity

- synthesizer.
Correct operation is indicated by illumination of the TEST light on the control unit.
NOTE : During reception test, the squelch is switched off to test the UHF receiver sensitivity.
The guard receiver is not tested.
B Transmission test
Setting the test switch to «T + A2» tests :
- direct power of transmitters

- modulation percentage
The VSWR of the system is not tested.

Correct transmission is indicated by illumination of the TEST light on the control unit.
2- TEST CONTROLLED ON TRANSMITTER-RECEIVER FRONT PANEL
Testing is conducted through «T/R» switch on transmitter-receiver front panel.
The stages to be tested are the same as for control unit testing.
The result of the test is displayed on the indicator light of T/R front panel as on control unit.
AC
°4-77 Restricted 2-113
AVIONS MARCEL DASSAULT f ^>^-TVl MIRAGE F
BREGUET AVIATION^cL ^ - .,*,,,*,,,
POWER SUPPLIES
(Figure 6)
1 - AIRCRAFT POWER SUPPLY
The UHF transmitter-receiver is supplied with 1 15 V - 400 Hz, by AC system 1 .
The 1 15 V/400 Hz from mains is turned into 28 V DC by a matching unit fitted opposite the rear
side of UHF transmitter-receiver.
The transmitter-receiver is provided with two internal power supplies receiving the 28 V DC
voltage from the A/C and delivering the following voltages :
+ 28 V DC for control unit power supply

+ 5VDC
+ 16 V DC
+ 65 V DC
+ 12 V DC
+ 16 V DC
The transformer-rectifier system power supply is 115 V/400 Hz. Each phase is protected by a
fuse.
As the set is switched on, the transmitter-receiver internal power supplies receive the + 28 V from
the transformer-rectifier through the power supply relay which is controlled by the control box.
AD
08-79 Restricted 2~113M
BREGUET AVIATION
MIRAGE F
14R 13R
Matching unit
-65L
^-H=r H
M 31 - 28 V return
Power supply
+ 28V
OFF
A3
A3 + G ->
DF
+ 5V + 16V + 65V
Power supply
unit
-_______>
LZZl
Power supply
unit
60 R
36 Three phase/
O
^Xr -?&- 38
39
_=_- DC inverter
+ 12V +16V

AE
AVIONS MARCEL DASSAULT 2L==^!rU.
BREGUET AVIATION^,
MIRAGE F
Restricted MAN UAL 1 1
UHF LEADING AND TRAILING EDGE ANTENNAS

(See figure 9)
1 - GENERAL
These antennas are used for AIR-TO-AIR or AIR-TO-GROUND radio-communications within the
UHF range.
2- DESCRIPTION
These antennas are in the form of cutouts (1 ) in the leading and trailing edge structure of the fin.
The antennas are interchangeable removable boxes made of glass resin laminate.
Cutouts result from metal spraying and stiffness is ensured by glass resin ribs (2).
- The leading edge antenna directly receives aircraft coaxial cable KX24. Receptacle (3) is of the N
type (accessible after removing the antenna),
- The trailing edge antenna is supplied by a removable coaxial cable (4) accessible through a door
near the antenna. Receptacle (3) is of the BNC type ; it connects coaxial cable KX24 to the aircraft.
- The two antennas are attached by screws (5) to the aircraft fin structure.
- Both antennas are parallel-connected through a coaxial Tee-connector mounted at the base of the
fin.
- A 37 SI impedance coaxial transformer is inserted between the Tee-connector and the power
supply line from the transmitter-receiver. This transformer is located at the base of the fin ; it permits
matching with VSWR < 2 after parallel-connection of the two antennas. These antennas also match the
impedance of the power supply cable (50 Î2).
- Frequency band : 225 to 400 MHz.

- Nominal impedance : 50 £2
- VSWR : < 2
- Polarization : vertical
- Permissible power : 40 watts
- Weight : 1,160 kg (each antenna).
AA
01-80 Restricted 2-131,
BREGUET AVIATION
MIRAGE F
LEADING EDGE ANTENNA
1 6
ECTION B
CROSS-SECTION A SECTION C
TRAILING EDGE ANTENNA
FIGURE 9 - UHF LEADING AND TRAILING EDGE ANTENNAS

AA
04-77 Restricted
2-132
AVIONS MARCEL DASSAULT /L^^tll.
BREGUET AVIATION .<<oF°<«^>
MIRAGE F
^C2-^-^=^ Restricted MANUAL 11
4- OPERATION
- Cutouts and their energization systems behave like transformers matching the impedance of the
power supply line with that of the radiating sections which essentially consist of the leading and trailing
edges of the fin.
- Several data are involved in matching, in addition to the cutout shapes and dimensions, the
cutout position on the fin, and the rudder position specially for the trailing edge antenna.
The effect of the rudder is eliminated by a bonding jumper (6) added between the antenna and the
rudder.
A Radiation
The antenna radiation patterns supplement each other forward and aft so as to provide an
omnidirectional coverage.
AA
04-77 Restricted 2~133
AVIONS MARCEL DASSAULT zLJ^-^Q
BREGUET AVI ATlON^gS^g^
MIRAGE
.,..,,,
F
,,
TROUBLE SHOOTING ON UHF SYSTEM
1 - SCOPE
To determine the faulty equipment from a failure symptom indicated by the pilot.
2- REQUIRED EQUIPMENT
A Ground handling equipment
- 200 V - 400 Hz electrical power supply
3- TROUBLESHOOTING
As per the following charts :
AA
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
Procedure Check Procedure Result
reproduced
No reception Perform a traffic test on operating Yes - Using V/UHF transceiver, perform a traffic test
frequency to check for operation of :
- headset
- Perform the reception test

- if incorrect, replace the transceiver Check the UHF system. If failure
subsists, check antenna circuit (SWR).
- if correct, perform the test of frequency

selecting circuits ; if incorrect , replace
transceiver then control nit. Check the UHF system.
No transmission Perform a traffic test on operating Yes - Using V/UHF transceiver, perform a traffic test to
frequency check for operation of :
- push-to-talk button i
- headset. j
- Perform the transmission tesjt :

- if incorrect, replace transceiver » Check the UHF system. If failure
subsists, check the antenna circuit
(SWR)
- if correct, perform the test of frequency

selecting circuits ; if incojrect, replace
transceiver then control unit Check the UHF system.
AA
01-77 Restricted 2-202 2-202
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
Neither transmission Perform a traffic test on operating Yes - Check C/B 60R (59R if failure occured in failure
nor reception frequency warning mode) j
- Using V/UHF transceiver, perform a traffic test

to check for operation of :
- headset
i
- Perform the transmission-reception test :

- if incorrect : replace transceiver then
control unit. r » Check the UHF system. If failure
subsists, check antenna circuit (SWR)
- if correct : test the frequency selecting

circuits ; if incorrect, replace transceiver then
control unit 1
Check the UHF system.
Inefficient squelch Test the squelch Yes - Replace UHF transceiver then control unit. Check the UHF system.
(tube noise)
U/C control circuit Perform a «BIP» test, using UHF Yes - Using V/UHF system, check the «BIP» circuit.
failure transceiver - If incorrect, check fuse-breaker 24G
- If failure subsists : repair the U/C microswitch
circuit, U/C/Slats/Flaps configuration indicator
panel. j
- If correct : perform E + A2 test of UHF.
If incorrect, replace transceiver Check the UHF system
If incorrect, repair cell unit 73R circuit of UHF.
AA
01-77 Restricted 2-203 2-203
BREGUET
/LJ^^TU
AVIATION^fiT ^^
MIRAGE F
UHF SYSTEM CHECK
1 - SCOPE
To check the operation of the UHF system.

- 1 1 5-200 V/400 Hz power supply
- Ground crew's earphones.
- Connect external power receptacle and supply aircraft with electrical power.
- Connect ground crew's earphones to cockpit.
- Switch on squelch.
4- PROCEDURE
NOTE : Before setting the «T + A2/R» switch to «T + A2», ensure that the frequency set on the
control unit is not being used by the local air traffic control.
A Checking the test system controlled from the cockpit
(1) Reception
-Set the frequency switch to any preselected frequency (positions 1 to 20).

-Hold the test key in position «R» and check that :
- the «TEST» lamp lights
- the receiver tone is audible in the earphones.
Check the volume potentiometer on the radio switching box.
(2) Transmission
- Hold the test key in position «T + A2» and check that :
- the «TEST» lamp lights

- a 1020 Hz tone is audible in the earphones.
AD
BREGUET
L^^tT^
AVIATION^cT^ _ _
MIRAGE F
(3) BIP circuit check, U/C downlocked
Depress configuration BIP button and check that there is a 1020 Hz signal in earphones.
B Checking of the transceiver by the controls on its front face
(1) Reception
- Hold the test switch in position «R» and check that the test lamp lights.
(2) Transmission
- Hold the test switch in position «T» and check that the test lamp lights.
5- TRAFFIC TEST
Select UHF channel on radio selector unit.

-
Conduct a traffic test on a UHF frequency in transmission and reception modes, and on the two
-
amplification channels of the radio selector unit.
6- FINAL STEPS
-Set mode selector switch on radio selector unit to «OFF».

- Set amplification channel selector on radio selector unit to «1 ».
- Cut off power supply and disconnect external power receptacle.
- Disconnect ground crew's earphones.
AD
BREGUET AVIATION
L^~^V^
^^P3
MIRAGE F
SECTION 3
RADIO AND COMMUNICATION SYSTEM
TABLE OF CONTENTS
Page
3-0 GENERAL
- Principle of radio communication system 3-001

- Headset connections to radio selector unit 3-107
- Radio and communication system operation 3-109
Figure No. Page
1 RADIO AND COMMUNICATION SYSTEM SCHEMATIC 3-002

3 LOCATION OF MICROPHONE AND EARPHONES CONNECTIONS
ON EJECTION SEAT 3-106
4 HEADSET CONNECTIONS 3-108
5 RADIO AND COMMUNICATION SYSTEM OPERATION 3-110
AA
BREGUET AVIATION,.
iL=^^rU. MIRAGE F
PRINCIPLE OF RADIO AND COMMUNICATION SYSTEM
(Figure 1)

- one radio selector unit 29 R, permitting :
- selection (button) of the desired microphone channel
- selection (potentiometer) of the desired adjustable output channels
- transmission of non-adjustable output channels
-amplification of output and microphone channels through two separate amplifier channels
(Amplifier 1 - Amplifier 2) (inclusive of their power supply sources) which are selected by hand.
- two modules 31 R and 32 R matching the level of the various output channels connected to the
radio selector unit.
- one push-to-talk button 27R (pilot's control stick) for transmission with the selected microphone
channel through the radio selector unit.
- pilot's components (microphone and earphones)
- one telebriefing receptacle 30 R used for standby or maintenance.
AF
05"77 Restricted 3"°01
BREGUET AVIATION
MIRAGE F
29R Radio selector unit

POWER SUPPLIES
Amplifier\ Earphones
1 J Microphone
31 R 32 R Amplifier y Earphones
2 X Microphone
Matching Matching
module module
Horn output
AUDIO OUTPUT
»»-*
V/UHF output
UHF output
Radar output
AD F output
VOR output Pilot's
earphones
Missile output
Radar detector output
Marker receiver output
Without
GND TEL
30R
Telebriefing output With
GND TEL
o
S
GND TEL light
I
\
Telebriefing presence
s fHt) *- + 28V
I
C £ Without
"P
«S» GND TEL
Pi/tot's microphone Pilot's
With microphone
V/UHF microphone GND TEL
UHF microphone
} O
V/UHF push-to-talk circuit

UHF push-to-talk circuit
IFF push-to-talk circuit
} Circuit control û
27R
ù .[i,.
Control
I I
push-to-talk button
MICROPHONE
FIGURE 1 - RADIO AND COMMUNICATION SYSTEM SCHEMATIC

AJ
BREGUET AVIATION
TABLE OF COMPONENTS
For layout, see Figure 2
Location Doc.
Access Door No. S 1
1 AIRCRAFT/SEAT CONNECTOR Cockpit X

(Ejection
Used with the earphones and microphone channels seat)
interconnected at the input of the pilot's seat connector.
2 JUNCTION BOX/SEAT CONNECTOR Cockpit X

(Ejection
interconnected at the junction box input.
3 HEADSET CONNECTOR Cockpit X

(Ejection
interconnected at the headset input.
2A ARMAMENT CONTROL PANEL

(See 14-1)

(See 08-2)
2R V/UHF TRANSCEIVER
(See 11-1)
13R UHF TRANSCEIVER
(See 11-2)
27 R PUSH-TO-TALK BUTTON Control stick X

handgrip
Permits transmission with the selected system
through radio selector unit 29 R.
AE
AVIONS-MARCEL DASSAULT
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 11
Location Doc.
Item Name Characteristics and Functions
Access Door No.
29 R RADIO SELECTOR UNIT Cockpit

(LH console)
Ensures the various radio selections.
The front panel is provided with :

- four potentiometer buttons permitting selection of
the transmission channels and adjustment of the reception
channels :
-V/UHF («Green» button 1)

-UHF («Red» button 2)
- Ground telephone/telebrief ing or marker beacon
(«MKR + TB» button 3).
Ground telephone/telebriefing selection is ensured
by the presence of the telebriefing receptacle.
- Radar detector («TWR» button 4).
Each transmission channel is selected by depressing the

associated button which illuminates (5 V AC lighting).
Several transmission channels can be used at the same
time.
Depressing once again any depressed button releases the
other ones.
Three potentiometer knobs are used to adjust tne reception

channels :
-VOR («VOR» knob 5)
- RADIO COMPASS («ADF» knob 6)
MISSILES («MISS» knob 7)
One selector (8) for switching either of the amplifier
channels.
One light (9) indicates the telebriefing operating mode.
In addition, the system permanently receives .
- four non-adjustable output channels (one channel, one
radar channel and two reserved channels).
The rear panel carries :

- one «LZ-HZ» selector switch (10) permitting use of low
or high impedance headsets (selector switch set to «LZ»).
AJ
08 77 Restricted 3 102
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL U
Doc.
Access Door No. S I
Main characteristics
- earphone output : 9.5 ft (LZ) or 600 ft (HZ)
- microphone input :5ft (LZ) or 75 ,Ç2 (HZ)
- microphone output : 50 mV/2Kft
Except for GND TEL channel :
15mV/150ft
Lighting :
5 V AC lighting is ensured by lighting distributor 65 L.
30 R TELEBRIEFING RECEPTACLE 36-08 X

It is used during maintenance to communicate with an
operator on ground.
31 R MATCHING MODULE Cockpit X

(LH console)
Contains 560 £2 resistors for matching the level of the
various output channels connected to the radio selector
unit.
32 R MATCHING MODULE Cockpit X

(LH console)
Contains 560 ft resistors for matching the level of the
various output channels connected to the radio selector
unit.
56 R VOR/ILS RECEIVER
(See 12-5)
62 R TELEPHONE FUSE-BREAKER (CHANNEL 2) Battery X

box
Protects the battery bus bar of radio selector unit 29R.
63 R TELEPHONE FUSE-BREAKER (CHANNEL 1) Electro - X

center
Protects DC system 1 of the radio selector unit.
(See 11-1)
90 R MARKER BEACON RECEIVER

(See 12-5)
124R RADIO COMPASS RECEIVER

(See 12-8)
3S IFF TRANSPONDER
(See 14-5).
AH
nR_77 Restrletmd 3-103
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
44S RADAR AUXILIARY UNIT
(See 14-2)
1T VIDEO RECEIVER
(See 14-6)
7W WARNING HORN
(See 08-3)
65A SEAT CONNECTOR Cockpit

(Ejection
Used in conjunction with the earphones and seat)
microphone channels connected to the headset.
AB
BREGUET AVIATION
MIRAGE F
VUE SUIVANT A
29R VIEW IN DIRECTION OF ARROW A

GENERAL LAYOUT
AJ
BREGUET AVIATION
MIRAGE F
- -__*>A f
Siège pilote \ V/Vj-\ i V/

Ejection seat
'SO '/ /
VUE SUIVANT A
VIEW IN DIRECTION OF ARROW A
65 A
29R
FIGURE 3 - IMPLANTATION DES PRISES MICRO
ET CASQUE DU SIEGE EJECTABLE
LOCATION OF MICROPHONE AND EARPHONES
AB CONNECTORS ON EJECTION SEA T
AVIONS MARCEL DASSAULT h^>^r\L MIRAGE F
BREGUET AVIATION^^L ^^ ha huai n
HEADSET CONNECTIONS TO RADIO SELECTOR UNIT
(Figure 4)
1 - LOW IMPEDANCE PILOT'S HEADSET
The headset is connected at the chest connector.
A The pilot's mask includes :
(1 ) Oxygen connection
(2) Microphone connection
B The pilot's earphones include :
(1 ) Earphone connection (with LZ connecting cord).
(2) Two HZ-LZ matching transformers

-microphone channel (100/5 Î2)
- earphones channel (600/9.5 S2).
2- GROUND CREW'S HEADSET
Three direct connections are possible (LZ = 9.5 Q. for earphones and 5 Î2 for microphone).
A At chest connector (with matching cord)
B At aircraft/seat separation connector (with matching cord)
C At connector 65 A (with matching cord).
AA
AVIONS MARCEL DASSAULTj
BREGUET AVIATION ^Ê»
MIRAGE F
LZ PILOT'S HEADSET GROUND CREW'S HEADSET

Ground crew's
Pilot's microphone or Ground crew's
microphone Pilot's earphones laryngophone earphones
Microphone r n-
input transformer [ [J-,
600 n
XI COM3
UiAJLftlJL
TRFWWTl
Adapter cord for

chest connector
Chest
connector
Junction
box
Adapter cord for seat/pilot

connection
Aircraft/seat
separation
Adapter cord for connection

to connector 65 A
65 A
Radio selector
unit
FIGURE 4 - HEADSET CONNECTIONS

AC
BREGUET AVIATION ^cP3-^^
<L^^ZT^ MIRAGE F
^^*^^> Restricted MANUAL 11
RADIO AND COMMUNICATION SYSTEM OPERATION

(Figure 5)
The radio selector unit contains two amplifier systems for the earphones and microphone
channels. An amplifier selector is used to select either of the two channels.
1 - EARPHONE CHANNELS
Whether they are adjustable or not, the earphone channels are connected to amplifier channel 1 or
2, depending on whether amplifier 1 or 2 is selected on the radio selector unit.
They are amplified through an earphone amplifier and directed to an earphone output matching
transformer.
A switch matches the high (HZ) or low (LZ) impedance of the earphones.
The V/UHF, UHF, marker beacon, VOR, missile, Radar detector, radio compass, radar and
warning horn outputs are matched externally to the radio selector unit through 560 Q resistors
parallel-connected to each channel.
The ground telephone/telebriefing output channel is used for connections with a ground operator
during maintenance. When the connection is obtained at the telebriefing receptacle, the telebriefing
light on the radio selector unit comes on, and telebriefing/marker beacon output switching relay K1 is
energized by a ground signal from terminal 2 of telebriefing receptacle 30R.
2- MICROPHONE CHANNELS
The microphone channels are first selected through individual buttons on the radio selector unit.
At the pilot's microphone input, they drive the two preamplifier channels after matching. As the pilot
depresses push-to-talk button 27R, an electronic push-to-talk button enables the microphone channel to
be amplified by amplifier 1 or 2.
The microphone channel is then connected to the selected transmitter. As the latter also receives the
push-to-talk control signal, it can transmit.
The pilot's microphone channel for ground telephone or telebriefing uses only the microphone
preamplifier. The output is matched through a pilot's microphone transformer (150ft/2 Kft ).
The pilot's microphone output is available at the telebriefing receptacle when the ground
telephone/telebriefing channel is selected.
During maintenance, traffic is possible without actuating the push-to-talk button.
The push-to-talk signal is used for the identification mode of the IFF transponder (see 14-5).
3- POWER SUPPLIES
The amplifier channels are supplied as follows :
- channel 1 by the DC system 1

- channel 2 by the battery bus.
Each amplifier channel is provided with a specific power supply module.

-Amplifier channel 1 is used during normal operation.
-Amplifier channel 2 is used during emergency operation.
As channel 2 is supplied by the battery bus, the amplifier channel selector should be switched to
amplifier 1 at the end of radio selector unit operation.
AJ
05-77 _ _ . _ . 3-109
Restricted
BREGUET AVIATION
MIRAGE F
29R
Attachment
to
-Q 62 R
o\y Pilot's Pilot's
qQ
H_J
microphone earphones
V/UHF A3 PTT button Chest

connector 3 4 1 2
V/UHF A3 PTT button
[:
2R
UHF A3 PTT button Junction
1
1 I
13R
[: UHF microphone box
1 C D A B
31R Reserved 1
Aircraft/seat 3 4 1 2
separation 3 4 1 2
Il II
V/UHF output 65 A
CD A B
2R[- CD AB
VHF output
13R[-
Radar detector output
1T[-
30Rrr + 28 V aircraft
2 Ground return
Aircraft ground
Telebriefing output
See
.10-4
Pilot's push-to-talk button
Pilot's microphone
w 27 R
Marker beacon output |(l.

90R[-
VOR output
56R[-
Missile output
2A[-
lllh ti]
Warning horn output
7W[-
\ Radar output
44S [-
IFF push-to-talk button
32 R 3S [-
65L
[:
Hlh Jr !-___-___-__£] 124R[ 1 ADF output
FIGURE 5 - FUNCTIONAL DIAGRAM OF INTERCOMMUNICATION SYSTEM

AJ
03-81 Restricted 3-110 FIGURE 5 3-110 FIGURE 5 3-110
1F-FÏK50AD-2-12
MAINTENANCE MANUAL
MANUAL 12
NWS
CONTROL AND NAVIGATION
MIRAGE F1AD
AIRCRAFT
RE-ISSUE 1990
RESTRICTED
MAY 1990
MIRAGE F
AVIONS MARCEL DASSAUL1 «sSv
BREGUET AVIATION^
^> Restricted MAINTENANCE MANUAL 12
INDEX DES PAGES

L'astérisque ndique les pages révisées ou nouvelles et la
LIST OF EFFECTIVE PAGES lettre A indiqi je les pages annulées par la présente mise a jour.
The asterisk i ndicates pages changed or added and
ORIGINAL ISSUE
A AD 05/90 1-111 AC 03/75 2-106 AD 11/77

B AD 05/90 1-112 AT 12/80 2-107 AB 10/77
C/D AD 05/90 1-113 AC 12/80 2-108 AB 05/75
E/F AD 05/90 1-114 AC 12/80 2-109 AB 10/77
1-115 AE 12/80 2-110 AD 02/78
I/II AG 06/77 1-116 AC 11/74 2-110M AA 05/75
III AC 07/75 1-117 AC 04/80 2-111 AD 10/79
IV AC 11/75 1-118 AA 10/73 2-112 AF 10/79
V/VI AD 01/77 1-119 AD 06/75 2-113 AB 10/77
VII/VIII AJ 10/78 1-120 AB 10/77 2-114 AB 05/83
IX AC 06/74 1-121 AG 10/77 2-115 AG 10/77
X AC 06/74 1-122 AB 05/75 2-116 AB 05/75
XI AC 06/74 1-123 AH 12/80 2-117 AB 06/80
XII AC 06/74 1-124 AP 05/83 2-118 AB 10/77
XIII/XIV AC 06/74 1-125 AP 05/83 2-119 AB 10/77
XV AC 06/74 1-126 AA 11/72 2-119M AA 05/75
XVI AC 06/74 1-127 AR 05/83 2-120 AB 10/77
XVII AC 06/74 1-129 AV 11/81 2-121 AB 10/77
XVIII AC 06/74 1-130 AC 09/74 2-122 AJ 10/77
XIX AC 06/74 1-131 AD 08/77 2-201 AA 12/74
XX AC 02/80 1-201 AA 05/74 2-202 AC 10/75
1-202 AD 03/75 2-501 AB 11/77
0- 1 AE 03/77 1-203 AA 05/76 2-502 AA 11/77
0-101 AJ 08/77 1-204 AA 05/76
0-102 AK 05/80 1-205 AA 05/76 3- 1 AG 06/77
0-103 AB 08/77 1-301 AA 02/87 3-001 AD 12/76
0-104 AB 01/80 1-302 AB 05/75 3-002 AF 02/80
0-104M AA 02/76 1-501 AB 11/79 3-101 AE 08/77
0-105 AG 08/77 1-502 AA 11/79 3-102 AD 05/83
0-106 AB 12/80 1-503 AF 02/80 3-103 AE 04/80
0-107 AB 06/79 1-504 AD 02/85 3-104 AE 05/75
0-108 AC 03/78 1-504 AH 02/85 3-104M AD 05/75
0-109 AD 03/78 1-504M AC 06/84 3-105 AE 03/77
0-201 AE 12/79 1-504Q AA 02/85 3-106 AE 04/80
1-504T AA 02/84 3-107 AD 01/80
1- 1 AC 03/82 1-505 AA 04/79 3-107M AA 04/80
1- 2 AA 03/77 1-508 AA 02/87 3-108 AE 08/77
1- 2 AE 02/84 1-801 AC 03/79 3-109 AD 05/75
1-001 AC 04/83 1-802 AA 03/79 3-110 AH 03/77
1-101 AE 11/81 3-111 AE 04/80
1-102 AN 11/81 2- 1 AB 10/77 3-112 AE 12/79
1-103 AE 03/79 2-001 AB 05/75 3-113 AB 12/76
1-104 AD 04/80 2-002 AH 10/77 3-114 AE 12/79
1-105 AD 04/83 2-101 AB 10/77 3-115 AB 04/80
1-106 AA 04/80 2-102 AB 11/77 3-116 AC 12/76
1-107 AB 04/80 2-103 AB 06/80 3-117 AB 11/78
1-108 AB 04/80 2-103M AA 11/77 3-118 AB 06/75
1-109 AF 04/80 2-104 AG 06/80 3-119 AA 10/73
1-110 AF 10/77 2-105 AC 05/75 3-120 AK 12/79
F1AD
05/90 Resti icted A
MIRAGE F
£*£
AVIONS MARCEL 0ASSAUL1
BREGUET AVIATION ., 35^
^**Lo Restricted MAINTENANCE MANUAL 12
INDEX DES PAGES

ORIGINAL ISSUE
3-121 AA 12/76 5-503 AB 02/77 6-140 AA 02/76

3-122 AF 11/78 6-141 AA 02/76
3-123 AG 04/80 6- 1 AB 04/77 6-142 AA 02/76
3-124 AG 04/80 6- 2 AC 08/77 6-143 AA 02/76
3-125 AB 06/77 6-001 AH 12/77 6-144 AA 02/76
3-126 AB 12/76 6-002 AH 08/77 6-145 AA 02/76
3-127 AB 06/77 6-003 AA 02/76 6-146 AA 02/76
3-128 AJ 04/80 6-004 AD 12/77 6-147 AA 02/76
3-301 AC 07/74 6-101 AG 08/77 6-148 AA 02/76
3-501 AF 06/77 6-102 AF 06/77 6-149 AA 02/76
3-502 AB 06/77 6-103 AJ 08/77 6-150 AA 08/77
3-503 AA 02/85 6-104 AH 08/77 6-151 AD 08/77
3-504 AA 06/79 6-105 AF 08/77 6-152 AA 08/77
3-505 AA 02/85 6-106 AJ 08/77 6-153 AA 04/77
3-506 AA 06/79 6-107 AB 02/76 6-154 AA 04/77
6-108 AB 08/77 6-154M AA 08/77
5- 1 AE 08/77 6-109 AC 08/77 6-155 AD 08/77
5-001 AE 09/77 6-110 AB 08/77 6-156 AD 08/77
5-002 AH 10/80 6-111 AJ 08/77 6-157 AA 02/76
5-101 AC 02/77 6-112 AJ 08/77 6-158 AD 08/77
5-101M AC 10/77 6-112M AC 08/77 6-159 AD 08/77
5-102 AF 06/77 6-113 AH 08/77 6-160 AD 08/77
5-103 AG 04/79 6-114 AH 12/77 6-161 AD 12/77
5-104 AC 07/74 6-115 AJ 08/77 6-162 AD 08/77
5-105 AF 09/77 6-116 AH 08/77 6-162M AC 12/77
5-105M AA 09/77 6-117 AA 04/81 6-163 AA 04/77
5-106 AG 09/77 6-118 AA 04/77 6-164 AD 08/77
5-107 AJ 09/77 6-119 AA 02/76 6-165 AD 08/77
5-108 AC 07/74 6-120 AD 01/78 6-166 AD 08/77
5-109 AJ 09/77 6-121 AA 02/76 6-167 AD 08/77
5-110 AC 04/83 6-122 AC 08/77 6-168 AD 08/77
5-111 AH 09/77 6-123 AD 08/77 6-169 AB 06/77
5-112 AE 09/77 6-124 AA 04/77 6-170 AA 02/76
5-113 AB 02/77 6-125 AA 02/76 6-171 AA 01/78
5-114 AC 07/74 6-126 AA 02/76 6-172 AC 12/78
5-115 AG 09/77 6-127 AD 08/77 6-173 AE 12/78
5-116 AC 02/77 6-128 AA 04/77 6-174 AC 12/78
5-117 AB 02/77 6-129 AA 04/77 6-174M AB 12/78
5-118 AE 09/77 6-130 AC 01/78 6-175 AD 08/77
5-119 AC 06/81 6-131 AA 01/80 6-176 AD 08/77
5-120 AC 07/74 6-131M AC 08/77 6-177 AD 08/77
5-121 AA 10/73 6-132 AA 02/76 6-301 AA 02/76
5-122 AC 07/74 6-133 AA 02/76 6-302 AA 04/77
5-201 AA 12/74 6-134 AB 04/77 6-303 AA 02/76
5-202 AD 10/77 6-135 AA 02/76 6-501 AG 08/77
5-203 AE 10/77 6-136 AA 02/76 6-502 AF 11/78
5-301 AC 07/74 6-137 AB 04/77 6-503 AD 11/78
5-501 AG 09/77 6-138 AA 02/76 6-504 AB 04/77
5-502 AC 02/76 6-139 AA 02/76 6-505 AA 04/77
F1AD
05/90 Resb icted B
MIRAGE F
AVIONS MARCEL OASSAUL1 «--.M^
BREGUET AVIATION ><<Sïi~*l. ^T8**"*
^-e*»*1*^^ Restricted MAINTENANCE MANUAL 12
INDEX DES PAGES

ORIGINAL ISSUE
6-506 AA 08/77 8-104 BB 01/78

6-507 AA 08/77 8-105 BB 01/78
8-106 BA 09/79
7- 1 AB 04/76 8-107 BA 09/79
7-001 AG 08/77 8-108 BA 09/79
7-002 AG 08/77 8-109 BA 09/79
7-101 AB 02/77 8-110 BB 09/79
7-102 AB 02/77 8-111 BA 09/79
7-102M AA 02/77 8-112 BA 09/79
7-103 AE 08/77 8-121 BA 01/78
7-104 AB 09/75 8-122 BA 09/79
7-105 AB 02/77 8-301 BA 01/78
7-106 AC 02/77 8-501 BA 01/78
7-107 AA 02/77 8-502 BA 01/78
7-107M AA 02/77 8-503 BA 01/78
7-108 AG 08/77
7-109 AF 08/77
7-110 AF 08/77
7-201 AA 01/84
7-202 AB 11/77
7-301 AA 11/75
7-501 AB 02/77
8- 1 AA 01/78
8-001 AA 01/78
8-002 AB 01/78
8-101 AB 01/78
8-102 AA 12/76
8-103 AA 01/78
8-103M AA 01/78
8-104 AB 01/78
8-105 AB 01/78
8-106 AA 12/76
8-107 AA 12/76
8-108 AA 12/76
8-109 AB 01/78
8-110 AA 01/78
8-121 AA 01/78
8-122 AA 01/78
8-301 AA 01/78
8-501 AA 01/78
8-503 AA 01/78
8- 1 BA 09/79
8-001 BA 09/79
8-002 BB 01/78
8-101 BB 01/78
8-102 BA 09/79
8-103 BA 01/78
8-103M BA 01/78
F1AD
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_
MIRAGE F

LIST OF AIRCRAFT MODI FICA TIONS WHICH HA VE RESUL TED
IN MANUAL UPDATING
The present manual includes the modification applicable to the aircraft basic technical
definition
Original issue of December 1977 inclusing following modifications :
441 (FF21) 443 (FF38) - 454 (FF91) - 475 (FF57) - 486 (FF91) - FX84 (FF 114).
Change 1 of May 1979 including following modifications :

595 (FF 157) - FX122 (FF138)
Change 2 of January 1981 including following modification :

663(FF204)
Change 3 of February 1982 including following modification :
FX 125 (FF 159)
F1AD
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NWS CONTROL AND NAVIGATION
TABLE OF CONTENTS
SECTION Page
PREAMBLE iii
REVISION TO MAINTENANCE MANUALS xix
1 PITOT STATIC SYSTEM AND FLIGHT INSTRUMENTS 1-1
2 AIR DATA SYSTEM 2-1
3 GYRO SYSTEM * 3-1
5 VOR/ILS-MARKER BEACON SYSTEM 5-1
6 NAVIGATION SYSTEM 6-1
7 RADIO ALTIMETER 7-1
8 RADIO COMPASS 8-1
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INTRODUCTION
1 The Maintenance Manuals are prepared for the personnel who have the responsibility of
- Servicing
- Trouble shooting
Removal-disassembly
-
-
instructions, etc.
Thus :
(1 ) Manual 01 «GENERAL» gives some general information on the aircraft.
It summarizes :
The safety measures to be taken during the various tasks, which should normally be known and
-
observed by all the personnel who may Work on the equipment.
It defines :
- The table of periodic maintenance operations which summarizes all the maintenance operations
AC
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It gives :
parking-mooring,
- ground handling,
- tyres,
pre-f light and post-flight inspections,
- engine starting,
- run-up.
Gives information necessary to understand the diagrams (symbols used in the diagrams, diagram
-
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N Restricted
MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Pilot
environment
General General General General General General General General

and safety and safety and safety and safety and safety and safety and safety and safety and safety
Maintenance
cycle
1 periodic Wings Mam L/G power power
Mooring controls dr ive furnishings
operations
points Lighting
Tightening forward Air
Ground Pitch Mam L/G internal
2 torques section Fuel system
' handling controls doors and conditioning
Inspection (up to
doors external
frame 22)

and Failure
Support Draining Ifrom controls ventilation oxygen
systems
List of various Engine

Pilot
Draining
Pre-flight
Removable Engine
post-flight controls tires check and
components
inspections control

Transporta¬
6 for
tion controls
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Run-up
8 and steering
Check flights
controls
AD
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MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
SUB NWS - radio NWS
and NWS NWS
NWS flight control NWS Oata
and AP
systems
General General General General General Genpr.il General General

and safety and safety and safety and safety and safety and safety and safety and safety
Use of Index of
testing and V/UHF Flight electrical
Pitot Armament Gun
Rocket
26 V - 400 Hz UHF Air data Wiring Fatigue
system

3 Gyro system
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Electronic
Radar
7 counter-
altimeter
measures
Reconnais¬
8
- Radio
sance
compass
system
Towing
system
9
practice
targets
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A - A title page identifying the publication.


No
0 - General
5 - Inspection-Check- Adjustment
Painting
8 - Repair
NOTE:
(1) Maintenance and lubrication are covered by Sub-Section 6.
(2) In each Manual, Sub-Section 7 deals with the matter o* preservation-packaging and transportation
AC
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aircraft system.
from 0 to X.
an aircraft system.
from 0 to X.

(1 ) A table of components, lists all the units, accessories and equipment items of the system concerned,
:
components.
AC
06-74 Restricted
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the operation.

B Fuselage doors
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C - Wing doors
the trailing edge.
V 138.
E - Stabilator doors. Same principle as for the wings.

- wiring diagrams.
indicator lights.
made.
charts :
AC
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Restricted
ELECTRICAL GRAPHIC SYMBOLS : GENERAL SYMBOLS Fuse

" Single-pole
42R contactor
Fuse-breaker
i- Coaxial connector
Terminal lug Box

1-wire lead
a Double-pole
Three-pole
2-wire lead
Connector
zz z- -#- circuit-breaker
Double-pole
contactor
I' 2 3| Single pole
3-wire lead
on equipment
Spring-loaded,
both directions
42Z Single-pole
pushbutton
X
Â" Double-pole
Independent n-wire lead
control switch
B connector
T
Single pole J Spring-loaded,
J> Bus bars
Crossing without control switch / one direction
a || a Double-pole
connection
pushbutton
(X)~ Light or lamp
Crossing with
Magnetically-held
connection
pushbutton
Relay
Coaxial connector
-9- Press-to-test
light
Single-pole
double-throw
Antenna switch
Double-pole
-M- Diode ih DC ground

double-throw
switch
Time delay
relay
e
Z>_f7
E- Pushbutton
light
*-^4- Zener diode
Double-pole
relay
2o_|T
{_>
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Restricted
ELECTRICAL GRAPHIC SYMBOLS :
a Chassis ground I -v i2 TX
NPN
TR
Oj Computing power ground "\ Synchro- transistor
CT
receiver $
P4
CTR
Terminal 6 of
test connector P4
Differential TDR PNP
o synchro transistor
CDX
o transmitter
o n-position
o
selector switch
o
o j, RV4 Thyristor
o TR
Resolver
RS
Triac
Hi Relay LV
-â- -(§r- y^_- Linvar
Magnetron
_# Cam-actuator
contact
HI- Capacitor
Potentiometer
Thermostat
HI if m
m/
1 Thyratron
Fuse z.
"S* Thermistor
Initiator
_^__ / r* i ^ Photo-electric cell

Comparator
***-/ M J Motor
Inductor
Amplifier
/// Q ) Generator Transformer
Failure Electronic
detector unit
( MG ) Motor-generator
& Single TR
©_ Tachometer- Double TR
generator
AC
06-74 Restricted xv
BREGUET AVIATION
Restricted

____________ _ Mechanical link
"0 or Cam
Mechanical clutch
-q
Mechanical differential
[SI Self-sealing coupling Manually-operated cock
® Non-return valve Level switch

(thermistor)
Pressure reducing valve Electrically-operated cock.
relief valve
Float switch
EP = Electro-pump
Fuel stop valve
B P = Pump
T Stop air valve
_j H Filler plug
ES Pressure transmitter

system
System No.2
Hydraulic Ancillary systems Systems other than
hydraulic systems
m - I systems
Emergency system I
AC
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Restricted
SYMBOL DESCRIPTION

dimension
&
AND
the output state is 1 if, and only if, all
»1 OR
1
NOT
>-
&
NAND (NOT-AND)
0-
all the input states are l's .
^1
NOR (OR-NOT)
D-
one or more input states are Ts .
LOGIC EQUATIONS
Example : S = (A + B + C) (D + E)
or S = B and D or E
AC
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- the Manual number in the top R/H corner.


the next two digits show the page rank within the Sub-Section (01 to 99).
7- CROSS-REFERENCES

within a same section !

y nits.
dimensions, etc.).
Regulations (RT), Technical Circulars (CT), BNAe Standards, etc. All these documents are namely
AC
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Restricted
1- PUBLICATION DEVELOPMENT PRINCIPLE

B - Actual revision which permanently incorporates information in the publications. Such information
A Procedure

systematic replacement of the title page and list of effective pages which serves as a guide to the
B Page numbering
of letters I, O and Z.
3rd insertion
Successive
2nd insertion
insertions
1st insertion
ABCDEFGH KLMNPQRS UVWXY

4 2 pages *
Simultaneous
insertions
3 pages
AC XIX
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^C^ssi^^^> Restricted
Example :

Third case Insertion of a new page following application of an official modification. The principle

AV («avant») = Front Lgt («longeronnet»)- False spar
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SECTION 0
TABLE OF CONTENTS
Page
- Navigation control installation layout 0-101

- Description of the reference system used by navigation equipment 0-104M
-Symbols 0-105
- Overall compensation check 0-106
- Special operations to be performed after installing control and
navigation system equipment 0-108
0-2 SAFETY MEASURES

- General instructions for starting the aircraft and operating the
various systems See 01-0
- Safety measures to be taken when working on control and
navigation system 0-201
Figure No. Page
1 CONTROL AND NAVIGATION 0-102

2 DEFINITION OF ANGLES, DISTANCES AND VELOCITIES USED IN NAVIGATION 0-103
3 USE OF A VOR STATION AND CORRESPONDING DISPLAYS 0-104
AE
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sé£^*^^t> Restricted MANUAL 12
DESCRIPTION OF CONTROL AND NAVIGATION SYSTEM
(Figures 1,2 and 3)
The control and navigation system includes :

- one pitot static system sensing and distributing pitot and static pressures.
- flight instruments in the cockpit, supplied by the pitot static system :
standby altimeter
-
mach/airspeed indicator
-
- vertical speed indicator
- independent flight instruments in the cockpit :
- accelerometer
- standby horizon
- standby magnetic compass
- one incidence system measuring, displaying and distributing the aircraft incidence.
-one air data computer supplied by the pitot static system, which generates and distributes the
following data :
- static pressure
- dynamic pressure
- pressure altitude
- mach number
vertical speed
-
true airspeed
-
- indicated airspeed through contacts.
The pressure altitude is displayed to the pilot by an altitude indicator.
- one gy .o system measuring and distributing the aircraft attitudes :
- transverse attitude
longitudinal attitude
heading
These data are displayed to the pilot on :
- spherical indicator (transverse and longitudinal attitudes and heading)
- sight head (transverse and longitudinal attitudes and heading)
- polar indicator (heading)
one Radio-compass system locating the aircraft in relation to a ground beacon (bearing).
-
-one VOR/ILS system indicating the beacon bearing and locating the aircraft in relation to the
slopes defined by the I LS beacon during the approach.
- one marker beacon signalling passage over marker beacons.
- one navigation indicator displaying the following information :
- computer
a navigation
- astation display store
- a Doppler radar
- a navigation indicator
a map display unit
- one radio-altimeter system which measures the aircraft altitude from ground and displays
this information on the radio-altimeter indicator.
NOTE : Figures 2 and 3 define the operating data and the use of a radio-electrical beacon.
AJ
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V Radio altimeter
Radio altimeter
transmitter- MH VOR Omnibearing selector (OBS)
indicator VOR/LOC Glide
receiver
A GMH r
Flux
EGMH \K M/ î IN/
valve
w
Récepteur
Standby Emergency EGMH GMH Heading VOR/ILS Spherical
S1
altimeter gyromagnetic control Route affiché( indicator
compass EGMH Unit A VOR
Magnetic
monitoring
Flux MH box A LOC
Transfer A Glide
valve
- Contact M control TH2" TO-FROM
DH unit
6 VOR
Vertical speed
DH I Cvi BRG VOR
Phase
S3:
indicator Vertical corrections comparator
selected course
£>">, A NAV
TO-FROM
NAV
Marker
beacon
receiver
Standby
horizon Associated \g NAV
Navigation electronics Polar indicator
Radio
computer compass
GS
receiver
S3 Double
Standby
Memory
Computation -~~/\/ pointer
compass unit
Acceleration A \ « r i i Distance
l___L_i_J counter
computer p W
Accelerometer Angle-of-attack / Single

Sii
indicator - //, it T pointer
pot
VOR/radio compass
selector switch
I Card
Station TH
Altitude LB GB Moving
indicator selector AHDG AP index
Autopilot
store
E TAS
Map display unit
LA-LB-GA-GB
h/GS
Temperature
probe
Tt Air data
computer
1
LA-LB
-*- TAS, M, H, VS, IAS, Ps, Tf GA-GB "
Navigation Reconnaissance
TH, X, LA.GA, GS
matching system
Guide parameters unit 14-8
S2 T2 h/Gs
FIGURE 1 - CONTROL AND NA V/GAT/ON

AK
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MIRAGE F
True
Magnetic NORTH
NORTH A Magnetic J
NORTH NORTH
Magnetic
EAST
EAST
Magnetic
EAST
EAST
FIGURE 2 - DEFINITION OF ANGLES, DISTANCES AND

VELOCITIES USED IN NA VIGA TION
AB
BREGUET AVIATION
Magnetic
North
FROM zone
TACAN FROM
STATION zone
Omnibearing
selector
POLAR INDICATOR
Cs = Selected course
A VOR = VOR course deviation
FIGURE 3 - USE OF VOR STATION AND CORRESPONDING DISPLA YS
AB
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DESCRIPTION OF THE REFERENCE SYSTEMS

USED BY THE NAVIGATION SYSTEM
1 -GEOGRAPHIC AXIS
- Axis ON pointing to geographic North
2o - Axis OE pointing to geographic East
- Axis OZo perpendicular to axes ON and OE.
2 -REFERENCE AXIS
Is obtained from the geographic reference by one rotation around OZo of the true heading angle TH.
3 -AIRCRAFT AXIS
Is obtained from the reference axis by

- one pitch rotation P around OYo.
- one roll rotation R around OX.
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SYMBOL MEANING
BRG ant : Antenna bearing

BRG RDRant : Radar antenna bearing
BRG RC : Radio compass bearing
BRG VOR : VOR bearing
Cs : Selected radio course
Cvi : Initial true heading
DH : Directional heading
Dm : Magnetic deviation
EGMH : Emergency gyromagnetic heading
GA : Aircraft longitude
GB : Target longitude
GMH : Gyromagnetic heading
GS : Ground speed
h : Radio altimeter height
Hb : Target altitude
Hc : Corrected altitude
Hp : Pressure altitude
htarg : Aircraft-to-target height
J : Sideslip
LA : Aircraft latitude
LB : Target latitude
M : Mach number
MH : Magnetic heading
P : Pitch
: Aircraft-to-target vector components (beacon - hostile - target) in rectangular
&
Ps
} : coordinates
: Static pressure
Pt : Total pressure
q : Ram pressure
R :Roll
TAS : True airspeed
TC : True course
TH : True heading
Ti : Impact temperature
VE : Ground speed component with respect to geographical East
VN : Ground speed component with respect to geographical North

W : Wind speed
X : Drift
c<1 : Local incidence
crt : True incidence
A G/S : Glide slope deviation
A HDG AP : Autopilot heading deviation
AHDGC : Heading deviation relative to selected course
ALOC : Localizer deviation
A NAV : Navigation course deviation
A VOR : VOR course deviation
e : Aircraft-to-target bearing
p : Aircraft-to-target distance
pobl : Aircraft-to-target oblique distance
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F
OVERALL COMPENSATION CHECK
1 - SCOPE
To perform an overall compensation check of the various aircraft compasses.
- True bearing compass Vion type 100 with tripod

- Electrical power supply, 1 15-200 V/400 Hz
Nose wheel steering bar
Remove the protective covers from the pitot and angle-of -attack probes.
Ensure that seat and cockpit safety pin ropes are installed.
-
Ensure that the sight recorder camera is installed.
- Place the aircraft on the compensation area.
- Secure the nose wheel steering bar to the nose wheel and disconnect the torque links.
- Place the ground power unit to the left of the aircraft, in line with main U/C wheels and as far
away as the power cords allow.
- Move any other metal mass to more than 50 m away from aircraft.
- The canopy and the equipment bay door shall be closed.
NOTE : During the aircraft revolutions, keep the ground power unit in the same position relative to
the aircraft.
4- PROCEDURE
Supply the aircraft with electrical power.

- Set the «rudder/anti-skid» switch to «rudder» position.
- Switch on the gyro system (normal and emergency channels).
- Position the aircraft to the eight cardinal and intercardinal headings in succession, to within a
few degrees.
- Ensure thaf'the sight recorder camera is not energized.
At each heading, set up the bearing compass directly in front of the aircraft, at a distance of
approximately 30 m, then :
A On the heading control unit, select magnetic heading mode and record the deviation for normal
heading channel :
d = MH-CH
where MH = magnetic heading read from spherical indicator ball

and CH = compass heading read from bearing compass.
B - Now select emergency heading channel and switch over to fast erection (wait for resetting of
emergency gyromagnetic compass, which is visible on deviation indicator of heading control unit).
Note the deviation for emergency heading channel.
AB
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MIRAGE F
C Cockpit standby compass
Calculate the standby compass deviation.
CAUTION :
BEFORE TAKING ANY READING FROM THE STANDBY COMPASS :
-SWITCH ON THE PROBE HEATING CIRCUITS (AND SWITCH THEM OFF AFTER THE
READING),
-CLOSE THE CANOPY.
5- OPERATIONS TO BE PERFORMED IN CASE OF INCORRECT RESULTS
A Normal channel
(1) If three deviations maximum are incorrect, correct the circular compensation for these deviations
(see compensation setting operations), without resetting the compensator systems.
NOTE : If the correction is impossible, proceed as described below, para. (2).
(2) If more than three deviations are incorrect, perform the complete compensation setting operation,
with the compensator systems returned to zero.
B Emergency channel and standby compass
Perform the compensation setting of the relevant system.
6- FINAL STEPS
- Switch off the gyro system (normal and emergency channel).

- Set the rudder-antiskid switch to «OFF».
- Check that the probe heating circuits are cut out.
- Switch off the aircraft power supply.
- Remove the towing yoke
- Reconnect the torque link
- Place the protective covers on the pitot and incidence probes.
AB
BREGUET
]LJ>^r^
AVIATION^}F=^?<"0>
MIRAGE F
^C^-^-^Cb Restricted MANUAL 12
SPECIAL OPERATIONS TO BE PERFORMED AFTER

INSTALLING CONTROL AND NAVIGATION SYSTEM EQUIPMENT
1- SCOPE
To describe special operations to be performed after installing or replacing an equipment item.

These apply only to items, the removal/installation of which is not covered by this manual. The
description of the general operations is provided by the instructions to be observed when working on
the systems (see 01-0).
2- EQUIPMENT INVOLVED
A Standby compass
- Perform standby compass compensation setting.
B - Standby horizon
- Cage gyro.
C Accelerometer
- Set white moving indexes to g = 1 .
D Standby altimeter
Select pressure corresponding to field altitude (indicated altitude 0).
E Vertical speed indicator
- Set pointer to zero.
F Top flux valve
| - Ensure that flux valve and access door attaching screws are non-magnetic.
Perform normal heading channel compensation setting (see 12-3).
G Magnetic monitoring unit
Select local latitude.

Perform normal heading channel compensation setting (see 12-3).
AC
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H Bottom flux valve
- Ensure that flux valve and access door attaching screws are non-magnetic.
- Perform emergency heading channel compensation setting (see 12-3).
I Emergency gyromagnetic compass
- Select local latitude.

Perform emergency heading channel compensation setting (see 12-3).
J Radio compass loop antenna
- Adjust the radio compass loop antenna alignment (see 12-8).
AD
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SAFETY MEASURES TO BE TAKEN WHEN WORKING ON

CONTROL AND NAVIGATION SYSTEM
1- SCOPE
To specify to the personnel the safety measures specific to control and navigation system.
CAUTION :
REFER TO MANUAL 01-0 FOR GENERAL SAFETY MEASURES.
2- INSTRUCTIONS FOR PROTECTION OF EQUIPMENT
A Flux valve
Never use an ohmmeter to conduct continuity tests on the flux valve windings.
No handling should be made on the flux valve by means of a magnet ; however, to perform the
SDAP «Heading channel» test program, a special magnet taken from SDAP tool kit, may be used
to the exclusion of any other one.
B Navigation computer
Energization of the navigation computer on the ground should not exceed 15 minutes without
ventilation.
C - Map display unit
On the ground, energization of the map display unit shall not exceed 10 minutes without venti¬
lation and in the following conditions :
- aircraft in the shade,
- ambient temperature lower than 25°C,
- medium brightness adjustment of map display.
Exceeding the time limit would cause a risk, for the display unit, of deterioration by overheating
due to the projector lamp.
AE
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/T^-^TU
^ -
MIRAGE
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F
SECTION 1
PITOT STATIC SYSTEM AND FLIGHT INSTRUMENTS
TABLE OF CONTENTS
Page
1-0 GENERAL
- Principle of pitot static system and flight instruments 1 -001

- Standby compass 1-113
- Standby horizon 1-116
- Accelerometer 1-118
- Angle-of-attack system 1-119
- Pitot static system 1-124
- Probe heating circuits 1 -1 30
1-2 FAILURES
- Trouble shooting of probe heating circuits 1 -201

- Trouble shooting of angle-of-attack system 1 -203
1-3 REMOVAL - INSTALLATION
- Removal-installation of static pressure probe 1-301

- Removal-installation of angle-of-attack probe 1 -302
- Setting of standby compass compensation 1 -501

- Brief check of angle-of-attack system 1 -503
- Leak test of pitot static system 1 -504
- Resetting of standby altimeter 1 -505
- Inspection of pitot-static system lines and components 1-506

- Check of 14° and 17° angle-of-attack warning systems 1-508
1-8 REPAIR
- Replacement of angle-of-attack probe heating element 1 -801
AC
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MIRAGE F
Figure No. Page
1 GENERAL LAYOUT 1 111

2 COCKPIT LAYOUT 1 112
3 STANDBY MAGNETIC COMPASS 1 113
4 COMPENSATOR UNIT 1 115
5 STANDBY HORIZON 1 117
6 INCIDENCE SYSTEM 1 121
7 INCIDENCE PROBE SETTINGS 1 122
8 INCIDENCE SYSTEM OPERATION 1 123
9 PITOT STATIC SYSTEM DISTRIBUTION SCHEMATIC 1 127
15 PITOT STATIC SYSTEM 1 129
16 PROBE HEATING CIRCUITS 1 131
17 REMOVAL OF STATIC PRESSURE PROBE 1 301
18 REPLACEMENT OF THE INCIDENCE PROBE HEATING ELEMENT 1-802
AA
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^S^^"--^^. Restricted MANUAL 12
Figure No. Page

2 LAYOUT IN COCKPIT 1-112
3 STANDBY MAGNETIC COMPASS 1-113
4 COMPENSATOR UNIT 1-115
5 STANDBY HORIZON 1-117
6 ANGLE-OF-ATTACK SYSTEM 1-121
7 ANGLE-OF-ATTACK PROBE SETTINGS 1-122
8 FUNCTIONAL DIAGRAM OF ANGLE-OF-ATTACK SYSTEM 1-123
9 SCHEMATIC DIAGRAM OF PITOT-STATIC PRESSURE DISTRIBUTION 1-127
15 PITOT-STATIC SYSTEM 1-129
16 PROBE HEATING CIRCUITS 1-131
17 REMOVAL OF STATIC PRESSURE PROBE 1-301
17M BLANKING OF STATIC LINE S5 OR STATIC LINE S3 SYSTEM 1-504T
18 REPLACEMENT OF ANGLE-OF-ATTACK PROBE HEATING ELEMENT 1-802
AE MOD FX 125
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_ ^
MIRAGE F
PRINCIPLE OF PITOT-STATIC SYSTEM AND

FLIGHT INSTRUMENTS
The pitot-static system senses and distributes the pitot and static pressures to the associated
systems :
- the pitot pressure is sensed by measuring the air flow stop pressure on a pitot tube,
- the static pressure is sensed by measuring the local atmospheric pressure through a probe mounted
on the nose cone, and through three fuselage static inlets.
The flight instruments supplied by the pitot-static system are as follows :
- standby altimeter (static pressure)

- vertical speed indicator (static pressure)
- Mach/airspeed indicator (static and pitot pressures).
The flight instruments also include :

- accelerometer
- standby horizon
- standby compass
- clock
- angle-of-attack indicator.
An angle-of-attack system sensing the aircraft angle of attack :

- one angle-of-attack probe measuring the local aircraft angle of attack,
- one angle-of-attack indicator transforming the local angle of attack into true angle of attack and
displaying it.
The local or true angle of attack (high or low airspeed correction schedule) is distributed to the
associated systems by the angle-of-attack probe and the angle-to-attack indicator.
A probe heating circuit is used for deicing :

- pitot pressure probe
- static pressure probe
- angle-of-attack probe.
AC
04-83 Restricted 1_001
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
For layout, see figures 1 and 2
Location Doc
Access Door No. S I
1 PITOT-STATIC UNIT Frames 1 X

(see 16-0) and 2 (access
through nose
Includes : cone)
-current relay 5 F
-pitot probe fuse-breaker 1 1 F
- static pressure probe supply relay 78F
- heating control relay 79F
- cut-off connector 1 52A.
3 VERTICAL SPEED INDICATOR Cockpit X

(instrument
Displays vertical aircraft speed in flight through a pointer panel)
moving in front of two symmetrical scales graduated
from 0 to 6000 ft/min. A screw 1 is used to reset the pointer
to zero.
4 CLOCK Cockpit X
(top of LH
Provided with a stopwatch. windshield arch)
5 STATIC PRESSURE INLET S3 (white identification LH frames X

mark) 8-9
Supplies static pressure to :
- vertical speed indicator,

- cabin pressure regulator.
AE
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S 1
6 STATIC PRESSURE INLET S4 (brown identification RH frame X

mark) 8-9
Supplies static pressure to certain aircraft equipment.
7 DRAIN FITTING S1 (blue identification mark) Door 01 .06.1 X

Used for draining static pressure system S1 .
8 DRAIN UNIT S2/T2 (S2 yellow - T2 orange) Door 05.06.1 X

Used for draining static pressure system S2 and
pitot pressure system T2.
9 DRAIN FITTINGS T2/S4 (S4 brown - T2 orange) Door 1 1 .04i X

Used for draining static pressure system S4 and
pitot pressure system T2.
10 CABIN PRESSURE REGULATOR

(see 09-2)
11 STATIC PRESSURE INLET S5 (green identification mark) LH frame X

8-9
Supplies static pressure to overpressure/underpressure
valve 26H.
12 DRAIN FITTING T2 (orange color mark) Door 01 .06.2 X

Used for draining pitot pressure system T2
35A SIGHT ELECTRONICS BOX

(see 14-3)
39C AUTOPILOT
(see 13-2)
108C SLAT IAS ANEROID

(see 04-4)
109C FLAP IAS ANEROID

(see 04-4)
193C SLAT SERVO UNIT

(see 04-4)
194C DASHPOTJACK
(see 04-2)
240C FLAP IAS ANEROID

(see 04-4)
AN
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Doc.
Location
Access Door No.
2E M = 1,4 OVERSPEED FUSE-BREAKER

(See 06-5)
1F PITOT STATIC FUSE-BREAKER Electro-

center
Protects AC system 2, phase C, of pitot static transformer
10F, and of Dash-pot jack 194C.
2F PROBE HEATER SWITCH Cockpit

(RH console)
Supplies :
- pilot's pitot probe 6F

- incidence probe 14 F
- pitot static transformer 10F for power supply of pitot
probe 13F
- static pressure probe 80 F
- Dash-pot jack 194C.
3F INCIDENCE PROBE HEATER FUSE-BREAKER Electro-

center
Protects DC system 1 of incidence probe 14F.
5F CURRENT RELAY Pitot

static unit
Monitors power supply of pilot's pitot probe 6F.
-When deenergized, signals to failure warning panel 1 W
(pitot static) that pilot's pitot probe 6F is not heated.
6F PILOT'S PITOT PROBE T1 (Red identification color) Nose cone

LH side
Pitot pressure sensor.
Supplies certain equipment items of the A/C with pitot
pressure.
A resistor protects probe from icing.
Attachment : To aircraft skin panel through screws
ensuring electrical bonding of deicing resistor.
7F PILOT'S PITOT PROBE POWER SUPPLY Electro-

FUSE-BREAKER center
Protects DC system 1 of pilot's probe 6F.
AE
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
10F PITOT-STATIC TRANSFORMER Frames 1 -2

(access through
Supplies pitot probe 13F with 28 V/400 Hz. nose cone)
Supplied by heating control switch 2F with 1 15V/400 Hz,
phase C of AC system 2.
11F PITOT PROBE FUSE-BREAKER Pitot-

static unit
Protects pitot-static transformer 10F of pitot probe 13F.
13F PITOT PROBE T2 (orange identification color) RH frames

1 and 2
Similar to pilot's pitot probe 6F.

Supplies with pitot pressure :
dash-pot jack 194C,
- air data computer 17F.
14F ANGLE-OF-ATTACK PROBE LH frame 2

(door 02-08)
Measures and distributes the local aircraft angle of attack
A deicing device maintains the probe tube outside the
aircraft fuselage at about 95° C.
Mounting : two positioning pins ensure the setting of

the probe at 1 5° nose-down in relation to the FRL.
The probe is secured in position by four clamps.
Test : a test motor controlled by angle-of-attack test

switch 74F moves the probe tube to - 5° (0° read) and
+ 35° (21° read).
15F ANGLE-OF-ATTACK DATA RELAY .-

(see 14-3)
17F AIR DATA COMPUTER

(see 12-2)
18F ANGLE-OF-ATTACK FUSE-BREAKER Electrical

master box
Protects DC system 1 of :
- angle-of-attack probe 14F
- angle-of-attack indicator 19F.
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
19F ANGLE-OF-ATTACK INDICATOR Cockpit

(LH wind¬
Transforms the local aircraft angle of attack fed by shield post)
angle-of-attack probe 14F into true angle of attack which
it displays to the pilot (low airspeed schedule) and
distributes. Display takes place when a tape 1 provided
with a white thermometer-type strip 2 moves in front
of a fixed scale ; the latter is graduated every degree
0 to 22°, with a mark every 5 degrees.
The tape includes a window 3 centered at the top of
the white strip and showing colored ranges behind
the tape.
There are four ranges :
- red, yellow, green ranges which are illuminated when
the true angle of attack exceeds 8° ; lighting is from
28 V DC and can be adjusted with knurled knob 5 ;
- a blue range which is not illuminated.
Monitoring
In case of malfunctioning, a monitoring device causes
a red and black-striped flag 4 to show.
Lighting (see 08-2)
20F HORIZON FUSE Electrical

master box
Protects channel 1 emergency AC system of standby
horizon 21 F.
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. _S_
21F STANDBY HORIZON Cockpit X

(Instrument
Provides a vertical reference to the pilot with the panel)
following :
An aircraft symbol 1 linked to the aircraft moves
in front of a cylinder 2 stabilized in space by a gyro.
The inclination of the longitudinal lines on the cylinder,
relative to the aircraft symbol indicates the lateral
inclination of the aircraft and their upward/downward
movement relative to the aircraft symbol set to 2°
nose-up, indicates the longitudinal attitude.
A roll index 3 moves along a fixed scale located at
the bottom of the dial.
Knob 4 permits :
manual setting by pulling
gyro caging by pulling and turning clockwise
- setting of aircraft symbol (± 5°) by turning the
knob in front of dial 5.
Monitoring
Failure of the standby horizon is indicated by flag 6.
Lighting (see 08-2)
Characteristics
Ready for use : 1 min. after energization.
22F STANDBY HORIZON SWITCH Cockpit

(RH console)
Permits power supply of standby horizon 21 F.
24F AC SYSTEM 1 26-V TRANSFORMER

(see 10-2)
26F AC SYSTEM 2 26-V TRANSFORMER

(see 10-2)
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S I
51F STANDBY ALTIMETER Cockpit X

(Instrument
Displays pressure altitude as follows : panel)
- pointer 1 reads hundreds of feet
- pointer 2 reads thousands of feet
- perforated sector 3 reads tens of thousands of feet.
A hatched zone, entirely visible in the open part of
the disk when the altitude is below 10,000 ft, progressively
disappears as the altitude increases and is no longer visible
above 26,000 ft.
A counter 4 controlled by knob 5 permits the barometric
pressure (QNH, QFE) to be set between 870 and 1050 mb.
Locknut 6 is used to uncouple the totalizer from the
pointer drive system when resetting the barometer scale.
Lighting (see 08-2)
53F ACCELEROMETER Cockpit X

(above
Displays the aircraft acceleration along the apparent instrument
vertical as follows : panel,
- main yellow index 1 moves along a rectilinear RH side)
scale graduated every 2 g from - 5 to 10 g ;
- two white moving indexes 2 and 3 read the maximum g
reached in each direction ;
- reset button 4 returns the white indexes to g - 1 .
Lighting (see 08-2)
55F MACH/AIRSPEED INDICATOR Cockpit

(Instrument
Displays aircraft speed in knots and Mach number as panel)
follows :
- double pointer 1 turns in front of two concentric dials
with logarithmic graduations :
fixed outer dial 2 graduated in knots
-moving inner dial 3 graduated in Mach numbers ;
- knurled knob 4 is used to set index 5.
Applies the slat retraction signal to slat servo units

193C at M > 1 .13 (2nd safety barrier).
56F MACH NUMBER SWITCH

(see 04-4)
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S I
74F ANGLE-OF-ATTACK INDICATOR TEST SWITCH Cockpit X

(LH console)
Provided for testing the angle-of-attack probe at 5°
(read as 0.3°) and + 35° (read as 21 .5°) angles, and
for testing the angle-of-attack channel of warning horn
7W (triggering through 1 7° or 14° limit angle of attack
when AP is engaged).
76F STANDBY COMPASS Cockpit X

(under RH
Displays aircraft magnetic heading as follows : arch)
- a moving card 1 moves in front of a fixed index 2
representing the aircraft lubber line ;
- a plate 3 graduated from - 10 to + 10° permits lubber
line correction ;
- a knob 4 permits to replace the lamp (modification 407
not incorporated).
Lighting (see 08-2)
77F STATIC PRESSURE PROBE HEATING Electrical X

FUSE-BREAKER master box
Protects DC system 1 of static pressure probe 80F.
78F STATIC PRESSURE PROBE SUPPLY RELAY Pitot- X

static unit
When energized, permits power supply of static pressure
probe 80F through relay 79F.
It is energized when heating control switch 2F is set to
«on» position.
79F HEATING CONTROL RELAY Pitot- X

static unit
- When energized, permits to check that static pressure
probe 80 F heater is fed.
- When deenergized, causes «PITOT» warning light to light
up on failure warning panel 1 W, thereby indicating that
static pressure probe 80 F is no longer heated.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
80F STATIC PRESSURE PROBE Nose cone
- Provided with two inlets for sensing static pressure

references S1 and S2 distributed to certain equipment
of the aircraft.
- A resistor protects the inlets from icing.
81F «it1 >14°» RELAY 15-10 X

(LH junction
When energized, it permits : box)
- transmission of a (28 V DC) i > 14° signal to the
engine,
- transmission of a ground signal to the warning horn,
thereby indicating that the aircraft angle of attack
exceeds 14° in operating mode with AP connected.
103F NAVIGATION COMPUTER

(see 12-6)
134F SIGHT ANGLE-OF-ATTACK CONTROL RELAY

(see 09-2)
26H OVERPRESSURE/UNDERPRESSURE VALVE

(see 09-2)
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
1W FAILURE WARNING PANEL Cockpit

(RH panel)
See 08-3 for description and operation. As regards the
pitot static system, the panel carries the amber
«PITOT» warning light.
Illumination of the amber warning light is repeated
by master failure warning light 17W of the same color.
7W WARNING HORN
(See 08-3)
Provides to the pilot a 1660 Hz audio signal (inter¬

mittent tone) for limit incidence at > 17°, and for
incidence at > 14° when the AP is connected.
Warning horn is cut-off when aircraft is on ground,

with compressed shock absorbers, except if the incidence
system is being tested.
34S DOPPLER RADAR

(See 12-6)
23T BOMBING COMPUTER

(See 14-3)
44Z MAP DISPLAY UNIT TEST CONNECTOR See 10-1

(See 12-6)
Permits connection of test equipment for checking and

trouble shooting of map display unit and incidence
system
AF
BREGUET AVIATION >o?
12
A
HB *lc *1D Xl
SI S2 80F 6F 10F 14F 7 1 8
SECTION B SECTION C
13F_i rv k 6F
SECTION A
SECTION D SECTION E

GENERAL LAYOUT
AC
BREGUET AVIATION
MIRAGE F

COCKPIT LAYOUT
AT
BREGUET AVIATION
MIRAGE F
STANDBY MAGNETIC COMPASS

(figures 3 and 4)
1 - OPERATION
A Principle
A moving assembly carrying a permanent magnet rotates in the local magnetic field.
B Description (see figure 3)
The compass includes :

-mount 1
- compensator unit 2
- bowl 3
- moving assembly 4.
FIGURE 3 - STANDBY MAGNETIC COMPASS
The compensation devices are as follows :
(1 ) Lubber line compensation

The bowl can turn about the vertical axis when screw 5 is not tightened.
AC
AVIONS MARCEL DASSAULT R*^~zZy<
BREGUET AVIATION .^^F^^Ô
MIRAGE F
^£&£*^^ Restricted MANUAL 12
(2) Compensator unit (figure 4)
The compensator unit includes :

- a semicircular plate
- an upper assembly
- a lower assembly
- a cover.
Semicircular plate
The semicircular plate is secured to the support plate of the mount. On its upper and lower
surfaces, cylindrical recesses are provided for accommodating the two compensator assemblies.
Upper compensator assembly

The upper compensator assembly (housed in the upper surface recesses) consists of two gear¬
wheels 5 meshing with each other. One gearwheel meshes with a tangent screw 6 marked NS, which
can be actuated from the front.
Each gearwheel accommodates a magnet 4. The relative gearwheel movement creates a magnetic
field ; the magnetic field direction is parallel with the gearwheel centerline, and its intensity can be
varied as required. The gearwheels are held in position in the recesses by a screwed retaining plate 7.
Lower compensator assembly

The lower compensator assembly (housed in the lower surface recesses) is similar to the upper
assembly. It is identified by letters EW. Its operation is similar to that of the upper assembly (gear¬
wheels 2 and tangent screw 3) but its action is shifted by 90°.
Cover
The cover is installed from the front of the compensator unit ; it protects the tangent screw heads.
AC
BREGUET AVIATION
MIRAGE F
SECTION C SECTION B
&zm!m0(0m%>0mm0
SECTION A
FIGURE 4 - BLOC COMPENSATEUR

COMPENSATOR UNIT
AE
BREGUET AVIATION ^cT^
MIRAGE F
STANDBY HORIZON
(Figure 5)
1 - OPERATION
The vertical reference is obtained by using the properties of a gyro with two degrees of freedom,
associated with an erection system slaving the gyro axis to the local vertical.
When the apparent vertical deviates from the gyro axis by an angle exceeding 9°, the erection
system is no longer efficient.
A manual resetting device permits the gyro to be rapidly switched on in a direction close to the
vertical, in straight flight or on ground.
The roll and pitch data are displayed to the pilot.
The monitoring system controlling the warning flag acts on the power supply of the gyro rotor
driving motor.
The warning flag is also visible during the manual gyro resetting sequence.
NOTE : The vertical information is available about 50 seconds after energization of the standby
horizon.
AC
BREGUET AVIATION
MIRAGE F
21F
See
08-2
{ B
Warning
flag
20F 22F
-r\j, 7&-
LU
Failure
warning
motor
1 Manual resetting
Manual resetting Locking
Clockwise
Roll gimbal
Z7-P- X
A7.f::-
Pitch gimbal
FIGURE 5 - STANDB Y HORIZON

AC
AVIONS MARCEL DASSAULT #
BREGUET AVIATION ^3.
«=P-ai'U
-^
MIRAGE
ha... .a.
F
,«
ACCELEROMETER
1 - PRINCIPLE
A moving weight guided along the sensitive axis of the pickoff, moves as the acceleration
component along this axis varies.
The movement is limited by the action of a spiral spring, the counteracting torque of which
balances the torque resulting from the weight acceleration. A sealed oil damper stabilizes the weight in
the balanced position. The weight movement is transmitted to an index through a gear train and a
wire-and-pulley device.
Two moving indexes display the maximum values reached in each direction. A pushbutton is used
for returning the indexes to
g = 1 . They are driven by the index displaying the acceleration (along the
aircraft yaw axis).
AA
AVIONS MARCEL DASSAULT^^-^rvl MIRAGE F
BREGUET AVIATION ^^^P^Ô
INCIDENCE SYSTEM
(Figures 6, 7 and 8)
1 - SCOPE (Figure 6)
The scope of the incidence system is to furnish incidence information :

- to the pilote (displayed on the incidence indicator),
- to a number of equipment items.
The true incidence is computed from the local incidence information a I which is measured by the
probe according to the following schedules :
.- a t1 = 0.53 a I + 2.4° (low airspeed schedule)
Figure 6 shows the distribution of the associated systems.
2- OPERATION (Figures 7 and 8)
A Incidence probe :
(1) Principle,
The probe comprises :
- a body fixed to the aircraft structure
- a cylindrical tube equipped with vanes. These vanes are housed inside chambers in the body and
the tube can rotate in relation to the latter.
The tube protrudes out of the aircraft skin and is subjected to the air stream pressures.
Two slots provided along the tube generatrices, at ± 45° (when the tube is in position of equilibrium),
receive the pressures which are directed toward the body chambers.
When these pressures are equal, the vanes are in equilibrium and the tube remains in the direction of the
air stream (aerodynamic zero). This position corresponds to the local incidence.
(2) Operation :
The probe starts operating as the aircraft AC power systems are energized. Probe heater switch 2F
supplies the deicing resistor of the tube which is temperature-controlled to 95°C.
When rotating, the tube drives :

- 2 synchro-receivers delivering the incidence information to the incidence indicator and the
navigation computer.
- 1 potentiometer transmitting the incidence information to slat servo unit 193C.
- 1 potentiometer transmitting the incidence information to sight electronic unit 35A and to
bombing computer 23T.
The electrical zero of these components is set to the aerodynamic zero of the tube.
(3)Testing :
A test motor controlled by switch 74F, moves the probe between - 5 and + 35° in relation to the
FRL (see figure 7).
AD
AVIONS MARCEL DASSAULTj MIRAGE F
BREGUET AVIATION ^^S*. ^3. . .«a muai
«o
B Incidence indicator
(1) Operation
The local incidence is received by synchro-receiver S2.
A servo system repeats the received incidence and drives transform :

the local incidence into true incidence (low airspeed schedule at M = 0.3) for actuating the
-
indicator tape, a t1 > 8° contact and a t1 > 14° contact.
A threshold detector independent of the repeater channel and connected to the stator of
synchro-receiver S2 controls a relay when the at1 incidence angles exceed 17°. The contact of this
relay is used to operate the warning horn as this limit incidence angle is exceeded.
An a t1 > 14° contact controlled by the a t1 drive energizes relay 81 F which applies a 28 V signal
to the engine and a ground signal to warning horn 7W when autopilot 39C is connected.
The warning horn is cut off if the RH shock absorber is compressed.
An at1 >8° contact controlled by the at1 drive illuminates the green, yellow and red lighted
blocks when a t1 exceeds 8°.
(2) Monitoring
The indicator monitoring system governs :

- 26 V/400 Hz AC power supply from 26 V AC 2 transformer (26F)
- incidence repeating by analyzing the error signal of the slaving loop.
Malfunctioning causes extension of the alarm flag on the incidence indicator.
C Incidence system test
The incidence system can be tested by performing :

- external simulation with an incidence gauge
- integrated test through switch 74F.
The integrated test permits the probe to be set to ± 20° from the average position (mechanical
zero). These positions correspond to 5° nose-down and 35° nose-up in relation to the FRL.
(1 ) Position 5°. A winding of the test motor brings the probe to position 5°.
At the same time, the incidence indicator reads 0°.
(2) Position 35°. A second winding of the test motor brings the probe to position 35°. At the same
time, the incidence indicator reads 21°.
The information contact corresponding to a t1 > 17° operates warning horn 7W (or to a t1 > 14°
when the autopilot is engaged).
The microswitch of the RH U/C leg is shorted during the test.
AB
-77 Restricted 1"120
AVIONS MARCEL DASSAULTj^^-^- MIRAGE F
BREGUET AVIATION^SF-
?.TT t;a 7W
w
Warning horn
Sight at> 17° contact
Bombing electronic
computer unit at> 14° AP connected
. Ai A 19F
i
See 14-3
i
A a t
i
jyu
14F
Autopilot
*~* AP connected
Incidence Incidence
probe
al reading
p> atl-
Corrected
n Inral __> nl iv>14°
0.53 a/ + 2°4 -Hi-
81 F
al Engine
I03F ,r
al incidence
NAVIGATION indicator
COMPUTER
193C ,!
True incidence matching
Slat
servo unit
al
_» La/
J
FIGURE 6- INCIDENCE SYSTEM

AG
BREGUET AVIATION
Max. probe travel : 30°
NOSE-DOWN
5° nose-down-test
a reading # Cf.
FRL
15°
//
NOSE-UP
Probe mechanical zero

x/
a reading # 10° 35
/
/
/
y
35° nose-up test
a reading # 21°. y
7
/
/
/
Max. probe travel : 30°
a reading = true a at low airspeed
a reading = 0.53 o local + 2° 4.
FIGUtiE 7 - INCIDENCE PROBE SETTINGS

AB
BREGUET AVIATION
MIRAGE F
MANUAL 12
Indicator
light
lighting
control
FIGURE 8- FUNCTIONAL DIAGRAM OF ANGLE-OF-ATTACK SYSTEM

AH
BREGUET AVIATION
MIRAGE F
PITOT-STATIC SYSTEM
(figure 15)
The system includes the following components :

- static pressure probe 80F with static pressure inlets S1 and S2,
- fuselage static pressure inlets S3, S4 and S5,
- pitot pressure probes 6F and 13F,
- pitot-static lines,
- drain fittings and unit,
- flight instruments directly connected to the pitot-static lines :
- standby altimeter 51 F,
- mach/airspeed indicator 55F,
- vertical speed indicator 3.
The purpose of the aircraft pitot-static system is to collect and distribute the total and static
pressures.
NOTE : The metal tubing of static lines S1 and S2 provides bonding for the static pressure probe.
1 - PRESSURE PROBES AND INLETS AND PITOT-STATIC LINES (figure 9)
A Pitot pressure probes T1 and T2
The pitot pressures from probes T1 and T2 are used by the following equipment :
(1 ) Pressure T1mach/airspeed indicator 55F, Mach number switch 56F, slat IAS aneroid 108C and
:
flap IAS aneroid 109C.
(2) Pressure T2 : air data computer 1 7F, dashpot jack 194C and flap IAS aneroid 240C.
B Static pressure inlets S1 and S2
The static pressures from static pressure inlets S1 and S2 of the probe are fed through the nose
cone to a quick-disconnect connector block mounted on frame 1. The connector block directs the
pressures to the following equipment :
(1) Pressure S1 : standby altimeter 51 F, mach/airspeed indicator 55F, Mach number switch 56F,
slat IAS aneroid 108C and flap IAS aneroid 109C.
(2) Pressure S2 : air data computer 1 7F, autopilot 39C and flap IAS aneroid 240C.
C Static pressure inlets S3, S4 and S5
The static pressures from fuselage inlets S3, S4 and S5 directly supply the following equipment :
(1 ) Pressure S3 : vertical speed indicator 3 and cabin pressure regulator 10.
(2) Pressure S4 : dashpot jack 1 94C.
(3) Pressure S5 : overpressure/underpressure valve 26H.
AP
BREGUET AVIATION
MIRAGE F
2 - CONNECTION OF COMPONENTS
PRESSURE
COMPONENT
Pitot Static
Mach/airspeed indicator T1 S1
Standby altimeter S1
Vertical speed indicator S3
Air data computer T2 S2
Autopilot S2
Dashpot jack T2 S4
Cabin pressure regulator S3
Slat IAS aneroid T1 S1
Flap IAS aneroid T1 S1
Flap IAS aneroid T2 S2
Mach number switch T1 S1
Overpressure/underpressure valve S5
3- DRAINING OF LINES
Certain pitot and static pressure lines are provided with drains at their lowest points :
four drains identified 7 for static line S1, 8 for static line S2 and pitot line T2, 9 for static line
-
S4 and pitot line T2, and 1 2, also for pitot line T2.
The distribution lines of static inlets S3 and S5 and pitot probe T1 are not fitted with drains, as
the inlets and the probe are located at the lowest point of the system.
4- STANDBY ALTIMETER
Static pressure variations distort an aneroid. A distorted aneroid causes the rotation of a shaft
which drives the display pointers.
A thermal compensation device (bimetal strip) controls the operation between 20 and + 50 °C.
The lighting power is supplied through terminals A and B of the receptacle.
5- MACH/AIRSPEED INDICATOR
The Mach/airspeed indicator includes a pitot-static mechanism and an altimeter mechanism which
are independent of each other. Each of them is fitted with an aneroid.
The pitot-static aneroid is subjected to pressure AP, which is the difference between the pitot
pressure (inside the aneroid) and the static pressure (inside the case). When deformed, the aneroid
drives a disk pointer in front of a fixed dial graduated in knots, to give the airspeed.
The altimeter aneroid is subjected to the static pressure.
When deformed, the aneroid drives a moving dial graduated in Mach numbers behind a disk pointer
which is cut away to permit reading.
AP
AVIONS MARCEL DASSAULT /L^-'irU MIRAGE F
BREGUET AVIATION^£P=L_-<^C> . . ,a 1. 1. .a . ,«
6- VERTICAL SPEED INDICATOR
Principle :
The vertical speed indicator is composed of :
- one thermostatic capacitor
one differential pressure gauge.
The aneroid of the differential pressure gauge is subjected :

inside, to the existing static pressure.
- outside, to the pressure of the thermostatic capacitor (previous static pressure).
The pressure differential measured by the differential pressure gauge represents the vertical
component of the aircraft speed at a given moment.
AA
BREGUET AVIATION
MIRAGE F
iiiiiiiiiii[iiiiiiiiiiiiiiiiiii[iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii[iiii[|Jiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 1 1 1 1 1 n 1 1 1 1 1 1 1 1 1 1 »i 1 1 1 m i rrrff; ]IIIIIHIIIIIHMIIIilllllll[ "fllll IIHHIIIIIIIIir JlllllllllllllllllllUlllllllllgl
v
Drain
pu urn
RH fuselage static
pressure inlet S4
_z V V. V. V
î
YS/s/s/s/ss/s/s^
Dashpot Flap IAS Pressure Air data
Autopilot
"\ZZZZZZZZZZZZZ2^> jack aneroid center computer
Total pressure
probe T2
L
Probe static ^^m

inlets
Drain Drain
Mach/
airspeed
indicator
Total pressure
Mach
probe T1 Flap IAS Slat IAS
number
aneroid aneroid Standby
switch
altimeter
£ 7\ A
A
S? & £bc éz
2 Cabin
£ Cabin pressure
Overpressure/ Vertical speed
Drain reference t> underpressure indicator
regulator
Une
'J valve
mm
S5 S3
LH fuselage static
pressure inlets
FIGURE 9 - SCHEMA TIC DIA GRAM OF PITOT - STA TIC PRESSURE DISTRIBUTION
AR
BREGUET AVIATION
MIRAGE F
39C.
FIGURE 15 - CIRCUITS ANEMOMETRIQUES

P/TO TSTA TIC SYSTEM
AV
AVIONS MARCEL DASSAULT t-,-»
BREGUET AVIATION ^_T
-*
_v -
MIRAGE F
PROBE HEATING CIRCUITS

(Figure 16)
1 - SCOPE
The heating system controls deicing of :

- pilot's pitot probe T1 6F
- pitot probe T2 13F
- incidence probe 14F
- static pressure probe 80 F .
2- OPERATION
A Power supplies :
When closed, probe heater switch 2F supplies :

- pilot's pitot probe T1 through the energization coil of current relay 5F.
- pitot probe T2 through pitot static transformer 10F.
- incidence probe.
- static pressure probe through energized relay 78F and energization coil of heater monitoring
relay 79 F .
B Monitoring :
Energization of relays 5F and 79F causes extinction of the «PITOT» light on the failure warning
panel.
Failure of the power supply of pilot's pitot probe T1 or of the static pressure probe causes illumination
of the «PITOT» warning light.
Failure of the power supply of pitot probe T2 13F or of the incidence probe is not signalled.
AC
BREGUET AVIATION
FIGURE 16 - CIRCUITS RECHAUFFAGE DES SONDES

PROBE HEATING CIRCUITS
AD
BREGUET AVIATION
MIRAGE F
TROUBLE SHOOTING OF PROBE

HEATING CIRCUITS
1- SCOPE
To locate the failed unit with the aircraft equipment.

For a failure reported by a pilot the mechanic shall confirm the trouble (brief check) by attempting to
restore the flight conditions.
2- TROUBLE SHOOTING PROCEDURE

The trouble shooting procedure is described in the charts below.
AA
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
Procedure Check Change Procedure Result
reproducec
In flight, «PITOT» Supply aircraft with electrical power

warning light and R1 = power supplies and ensure
amber master failure that fuse-breakers 7F and 77F are
warning light come on pushed in.
Set «PITOT» switch 2F to «ON». Yes A Check static pressure i
probe and L/H pitot probe heading

for efficiency. !
(1) No probe heated I Switch 2 F
(2) Static pressure probe nrjit

heated. Set «PITOT» switch to «OFF)
- Remove door 01-02

- Measure heating resistance
across terminals K and L of disconnect
228A.
(a) If RÏ 1.45 ±0.2£2 ! Static

pressure
probe
(b) If R = 1.45 + 0.2fi Relay 78F

or79F
(3) L/H pitot probe not heated. Probe 6 F or

relay 5 F
AD
03-75 Restricted 1-202 1-202
AVIONS MARCEL DASSAULT ]LJ>'a^\X.
BREGUET AVIATION ^_L
MIRAGE F
TROUBLE SHOOTING OF INCIDENCE SYSTEM
1 - SCOPE
This operation is intended to locate a failed component, using the aircraft equipment.
For any symptom reported by the pilot, the mechanic shall confirm the trouble (brief check) by
attempting to restore flight conditions :
A If the symptoms reported by the pilot cannot be reproduced, use the SDAP (See 10-1 ) complying
with the programme specified in the following charts.
B If the symptoms reported by the pilot are reproduced, follow the procedure described in the
following charts.
The trouble shooting procedure is described in the following charts.
NOTE : In the case where the SDAP is to be used for detecting a trouble, the applicable programme
number is specified in the charts (See 10-1 for preparation and operating procedure).
AA
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
i
The failure warning - Energize the A/C yes - Check 25F circuit-breaker
flag of the inciden¬ - Test the incidence indicator - no mors failure j A/C OK
ce indicator can be
seen permanently - failure subsists
- Perform the test on + 35°
- at > 17° warning horn can be heard - replace incidence indicator
- no moffi foilnrp A/C OK
i
- thft fnilnrp v'hsUrs L-P- - 10
- No at > 17° warning horn

- Start the standby gyromagnetic compass
- The compass card of polar indicator is slaved - replace incidence indicator
on emergency heading j - no more foi 1ère ». A/C OK
- failure subsists
- replace incidence indicator
- no mnw fnflnr-*» m A/C OK
- the failure subsists.. _P- - 10
- The compass card of polqr indicator is not

slaved on emergency heading - replace 26V AC syst. 2 trans¬
former
- no more failure m A/C OK
1
i
- the failure subsists- P- - 10

nn ^P- - 10
Erroneous incidence - Energize the A/C yes - Replace incidence probe

indications - Test the incidence system -no more failure -- : A/C OK
- fnîlure subsists, ^P- - 10

no . ^P-- 10
No at > 14° - Energize A/C

indication AP - Check 2E circuit-breaker for P- - 10
connected condition
AA Restricted 1-204 1-2

05-76
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
No at > 17° Energize the A/C yes Replace the incidence indicator
warning horn Test the incidence system -no more failure A/C OK
- the failure subsists P- - 10

no - Perform trouble shooting pn L/G systebi
No illumination Energize the A/C yes Check the 18F circuit -bfeak er
of square lights Test the incidence system - no more failure L A/C OK
failure subsists , .Replace the incidence indicator

- no more failure A/C OK
- failure subsists -P - 10
no. _-P - 10
AA Restricted 1-205 1-205

05-76
AVIONS MARCEL DASSAULT J -_>^r-rj /Vil Î\M\_7C 1
BREGUET AVIATION ^_L ^--^ - .. a ....... ..-.

REMOVAL - INSTALLATION OF STATIC PRESSURE PROBE
1 - MATERIALS
- Cleaning and degreasing material for electric and electronic equipment.

- Pure mineral petrolatum AIR 3565.
2- REMOVAL (Figure 17)
A Loosen attaching nut (21 mm A/F open-ended spanner or 24 mm A/F, modification 475 applied)
while holding static pressure probe (14 mm A/F open-ended spanner).
- Remove attaching nut.
B Clear static pressure probe by pulling in line.
3- INSTALLATION
A Clean contacts of electrical heating circuit.
CAUTION
TO AVOID OBSTRUCTING THE STATIC PRESSURE DUCTS, VERYMODERATELYGREASE
THE MECHANICAL PARTS TO BE SUBJECTED TO THIS OPERATION (SEE HEREAFTER).
REMOVE ANY EXCESS PETROLATUM BEFORE ASSEMBLY.
B Very moderatly coat nut thread and the sliding part of the probe with grease.
C Insert static pressure probe into housing, locating guide groove in front of locating pin.
D Tighten nut on liner by hand so as to bring the two mating surfaces into contact with each other.
E Tighten 1/6 turn (21 mm A/F open-ended spanner or 24 mm A/F modification 475 applied).
4- FINAL STEPS
Test static pressure systems S1 and S2 for leaks.

Test the heating circuits of the probe (see 02-5).
FIGURE 17- REMOVAL OF STATIC PRESSURE PROBE

AA
AVIONS MARCEL DASSAULT/* -_>-"-n /V\ll\Mv_7C I
BREGUET AVIATION^-^^ Restricted MANU AL 2
1
REMOVAL - INSTALLATION OF INCIDENCE PROBE
1 - MATERIALS
Cleaning and degreasing product for metal surfaces.
2- REMOVAL
- Remove door 02-08 by pulling it off the aircraft so as to free the electrical connector.
- Disconnect the electrical connector.
- Loosen the probe clamps.
- Pivot the four clamps so as to free the probe from the support plate.
- Install a rubber protector on the probe tube.
3-- INSTALLATION
Clean the support plate and ascertain that the seal is fitted.
Remove 3 clamps (2 lower clamps, 1 upper clamp R/H) so as to facilitate the probe positioning.
-
- Insert the probe in the support plate, taking care to insert both locating studs in the housing
provided in the support plate.
- Install the clamps and ascertain that their stud is correctly positioned in its housing. Tighten the
four screws.
- Connect the probe electrical connector.
- Position the door in its housing and secure it.
CAUTION :
NEVER TIGHTEN THE CLAMPS BEFORE MAKING SURE THAT LOCATING STUDS ARE
CORRECTLY POSITIONED. CHECK THAT THE PROBE ROTATES FREELY WITHOUT
FRICTION POINT.
4- FINAL STEPS
- Perform a brief check of the incidence system.
AB
BREGUET
/L-îrOL
AVIATION^S^' J^^>
MIRAGE F
_-S_--^<^ Restricted MANUAL 12
COMPENSATION SETTING OF STANDBY MAGNETIC COMPASS
1- SCOPE
To reduce the effect of the disturbing magnetic fields on the magnetic compass.
This operation includes :
- semi-circular compensation at the cardinal points
- lubber line correction.
This operation shall be performed when noticing that the deviations recorded as the aircraft is
turned a complete revolution, do not follow the regulation curve.

- VI ON type 100 bearing compass with tripod
- non-magnetic screwdriver
- nosewheel steering scissors.
CAUTION :
PERFORM THE FOLLOWING OPERATIONS BEFORE TAKING ANY READING ON THE
STANDBY MAGNETIC COMPASS :
-ENERGIZE THE PROBE HEATING CIRCUITS (DE-ENERGIZE AFTER EACH READING)
-CLOSE THE CANOPY.
NOTE : Measurements on the standby magnetic compass shall be made with the camera installed,
set to «OFF».
Before taking a reading, or acting on the compensators, wait until the card has stabilized.
- Place the nosewheel steering scissors on the nose leg and disconnect the torque arms.
Modification 407 applied

- Place the aircraft on the compass compensating base. During the measurements, no metal mass
should be within 50 m (164 ft) of the aircraft.
- Remove the compensator unit cover to gain access to the screws ; set the compensators to neutral
position :
- on either compensator assembly, turn the tangent screws so as to align the reference line on
each gearwheel with the line on the corresponding semi-circular plate.
- Loosen the bowl lock screw and turn the bowl so as to align its reference line with the plate zero.
Tighten the bowl lock screw.
Modification 407 not applied

- Placethe aircraft on the compass compensating base. During the measurements, no metal mass
should be within 50 m (164 ft) of the aircraft.
- Turn the compensator unit case to gain access to the compensators ; set them to neutral position :
- on either semi-circular compensator assembly, turn the tangent screws so as to align the
reference line on each gearwheel with the line on the corresponding circular plate.
- Loosen both bowl lock nuts, and turn the bowl so as to align the bowl reference line with the
plate zero. Tighten the lock nuts.
AB
AVIONS MARCEL DASSAULT zLJ^rSL
BREGUET AVIATION><<^^=^^C>
MIRAGE F
_i__2=-^^^ Restricted MANUAL 12
4- DEVIATION MEASUREMENT
- Deviation is expressed by the following formula :
d = SMCH-BCH
where SMCH = Standby magnetic compass heading

BCH = Bearing compass heading.
5- COMPENSATION PROCEDURE
A Semi-circular compensation
- Direct aircraft to magnetic North
Supress deviation (NS compensator)
Direct aircraft to magnetic East
Suppress deviation (EW compensator)
- Direct aircraft to magnetic South
Suppress half deviation (NS compensator)
Direct aircraft to magnetic West
Suppress half deviation (EW compensator)
Turn aircraft through a complete revolution and record deviations at the eight cardinal and
intercardinal headings.
B Lubber line correction
- Calculate constant deviation with :
A_ Algebraical sum of the 8 deviations

A 8
Modification 407 applied

Loosen the bowl lock screw. Select constant deviation, observing deviation sign.
Tighten the bowl lock screw.
-
- Install the cover.
- Draw up the residual deviation table by turning the aircraft through another complete revolution,
and plot the regulation curve.
Modification 407 not applied

Loosen the two bowl lock nuts. Select constant deviation, observing deviation sign.
- Tighten the two lock nuts.
- Turn the case to prevent access to the compensators.
Draw up the residual deviation table by swinging the aircraft through another complete revo¬
lution, and plot the regulation curve.
6- FINAL STEPS
Remove the nose wheel steering scissors and re-connect the torque arms.
AA
AVIONS MARCEL DASSAULT LJîrVL MIRAGE F
BREGUET AVIATION ^J-53^^^ . .«.... ai «*»
BRIEF CHECK OF ANGLE-OF-ATTACK SYSTEM
1- SCOPE
The scope of the operation is to :

-check the system for correct operation after installing an equipment item,
facilitate trouble shooting.

- 1 15-200 V/400 Hz ground power unit
mechanic's headset.
A Remove protectors from the following :
static pressure inlets S1 and S2 (static pressure probe)
- pitot pressure probes T1 and T2
- angle-of-attack probe (remove protector in line with tube, without turning).
B Connect the mechanic's headset.
C Supply aircraft with electrical power.
D - Switch sight selector to «APP» or «NAV».
E Start the warning horn.
F Cancel the warning signals by depressing the master failure warning light.
I G Set the pilot's seat junction assembly selector switch to emergency (oxygen).
4- PROCEDURE
A - Set probe heater switch to «PITOT» and ensure by hand that angle-of-attack probe tube is heated
(95°C). The «PITOT» light should go out.
B - Return probe heater switch to «OFF». The «PITOT» light comes ON.
I C Set and hold angle-of-attack test switch upward and make sure that :
-angle-of-attack indicator is set to 21° (illumination of red block)
-limit angle-of-attack alarm is triggered (1660 Hz intermittent aural signal)
-Air-to-Air reticle moves from top to bottom on sight glass panel.
D Throw angle-of-attack test switch downward and ascertain that :
- angle-of-attack indicator is set to 0.25°
- Air-to-Air reticle moves from bottom to top on sight glass panel.
E Make certain that angle-of-attack indicator flag is visible as indicator tape runs during steps C
and D.
NOTE : During the test, check for illumination of all angle-of-attack indicator lights.
5- FINAL STEPS
- Stop the warning horn.
- Reset switch sight selector to off.
Switch off electrical power supply.
Reset junction assembly selector switch of pilot's seat to normal.
- Disconnect mechanic's headset.
Disconnect external power receptacle.
- Install the probe protectors.
AF
BREGUET AVIATION
LEAK TEST OF PITOT STATIC SYSTEM
1 - SCOPE
To trace pitot and static system leaks likely to entail erroneous readings and alter the data trans¬
mitted to the indicators and associated equipment.
This operation is to be performed after each corrective action on a pitot static system or after
each removal-installation of a pitot static system equipment item.
Electrical power supply, 1 15-200 V/400 Hz

Sleeve BADIN 37681 for static pressure probe
Sleeve BADIN 32560 for pitot probe (2)
- Suction source 50MS095 for fuselage static inlets
- Pressure generator with its accessories
-Each system is to be checked separately.

Using the relevant accessories, connect the pressure generator to the pitot static system to be
checked.
NOTE : Particular attachment of sleeves and adapters :

-sleeves : see 01-0
- fuselage static inlet adapter.
Dry clean the fuselage skin at the location where the suction cup is to adhere.
- Fit the suction cup to the adapter, according to the static system to be checked.
Move the suction cup backward using the knurled ring.
- Place the adapter on the aircraft as per the figure.
Stick on the suction cup.
- Supply aircraft with electrical power.
Pressure
generator
AD
BREGUET AVIATION
LEAK TEST OF PITOT-STATIC SYSTEM
1 - SCOPE
To trace pitot-static system leaks likely to entail erroneous readings and alter the data trans¬
mitted to the indicators and associated equipment.
This operation is to be performed after each corrective action on a pitot-static system or after
each removal-installation of a pitot-static system equipment.
- Sleeve Badin 37681 for static pressure probe
Sleeve Badin 32560 for pitot probe (2)
- Suction source 50MS095 for fuselage static inlets
Pressure generator with accessories
- Blanking accessories for static lines :
straight union (Arsaero RA5606)
blank (Arsaero R 10406)
- compression ring (Arsaero R5006)
- special nut (Arsaero R5306)
to be checked separately.
- Each system is
Using the relevant accessories, connect the pressure generator to the pitot-static system to be
-
checked.
NOTE : Special attachment procedures for sleeves and adapters :
-sleeves : see 01-0
- fuselage static inlet adapter.
- Dry clean the fuselage skin at the location where the suction cup is to adhere.
- Fit the suction cup to the adapter, according to the static system to be checked.
Move the suction cup backward using the knurled ring.
- Place the adapter on the aircraft as per the figure.
- Stick on the suction cup.
- Supply aircraft with electrical power.
Pressure
AH MOD FX 125 generator
AVIONS MARCEL DASSAULT __-i>~f~"U
BREGUET AVIATIONLxCtO^LJSf^
MIRAGE F
^^^^^> Restricted MANUAL 12
4- PROCEDURE
CAUTION :
TO PREVENT DAMAGE TO THE EQUIPMENT, IT IS IMPERATIVE TO OBSERVE THE
PROCEDURE BELOW. FOR STATIC SYSTEM S3, DO NOT PERFORM ANY TEST OTHER
THAN THE LEAK TEST, AS THE EQUIPMENT ITEMS CONNECTED TO THIS SYSTEM ARE
LIMITED IN PRESSURE.
The use of the pressure generator is described in manual 01-0.
A Leak test of a pitot pressure system

Apply a pressure of 200 mb (340 kt) to the pitot pressure system (simulated speed increase on
ground).
Wait one minute for thermal stabilization of the systems.
Isolate the pitot pressure system and check that the pressure does not vary.
If a leak is found, check that it does not exceed 1 mb/min (1 kt/min).
Gradually return the system to ambient pressure.
B - Leak test of a static pressure system

Apply a negative pressure of 200 mb (6000 feet above field altitude) to the static pressure system
(simulated simultaneous speed increase and climb).
CAUTION :
ALTITUDE INCREASE IS TO BE MADE GRADUALLY TO AVOID TOO SHARP A
DEFLECTION OF VARIOMETER POINTER.
Wait one minute for thermal stabilization of the systems.

Isolate the static pressure system and check that the altitude does not vary.
If a leak is found, check that it does not exceed :
- 0.5 mb/min (16 ft/min) for S1 and S2,
- 5 mb/min (160 ft/min) for S3, S4 and S5.
Gradually return the system to ambient pressure.
NOTE 1 : For static line S5 only

Should it not be possible to observe the maximum leak tolerance, the leak test of this static
line will be carried out with the overpressure/underpressure relief valve removed from the
system (see figure).
- Disconnect the static line from the overpressure valve.
- Blank this line (aircraft side).
- Blank off static system S5 :
- apply a negative pressure of 200 mb to the system (simulates an altitude of 6000 ft
above field altitude),
- wait one minute for the system to stabilize,
- isolate the system from the negative pressure source and check that the leak rate does
not exceed 0.5 mb/min (16 ft/min). In this case, the system is considered free of leaks,
- gradually return the system to ambient pressure,
- remove the blank from the static pressure line,
- reconnect static pressure line S5 to the overpressure valve.
AC MOD FX 125
BREGUET
/L-^t'U
AVIATION^^flT
MIRAGE F
NOTE 2 : For static line S3 only

Should it not be possible to observe the maximum leak tolerance, the leak test of this static
line will be carried out after the inlet pipe of static line S3 has been disconnected from the
pressure regulator. Then proceed for static line S3 in a like manner as static line S5 : blanking,
leak test, etc. (see Note 1 above).
NOTE : The mb/ft correspondence is valid only at sea level in standard atmosphere.
5- REMEDIES
Should a leak occur, consult the «instructions for installation of lines fitted with Arsaero
couplings» (see 07-0).
6- FINAL STEPS
Return the pressure generator and the pitot-static system to initial condition (see 01-0).
Switch off aircraft electrical power supply.
AA MOD FX 125
02-85 Restricted 1-504Q
BREGUET AVIATION
MIRAGE F
OVERPRESSURE
VALVE
Blank
FIGURE 17M - BLANKING OF STA TIC LINE S5
AAMODFX125 Restricted
02-84 1-504T
AVIONS MARCEL DASSAULTjL^liOJl.
BREGUET AVIATION.«^P^-^-O
MIRAGE F
^S__=-^-^2K Restricted MANUAL 12
STANDBY ALTIMETER RESETTING
1 - PURPOSE
To reset the altimeter indicator to zero altitude on the ground.
- Special tools
Tool kit F1 EQ B3.
3- PROCEDURE
Set zero altitude on the standby altimeter by means of the resetting knob.
Unscrew the locknut (6.35 cranked open-end wrench in tool kit) and pull out the altitude reset
-
switch (without modifying the zero altitude).
Set the local atmospheric pressure on the totalizer by means of the altitude reset knob.
- Place the knob in its initial position and tighten the locknut.
Check that during operation the altitude remained at zero, if not repeat the operation.
AA
M~ Restricted *'**
AVIONS MARCEL DASSAULT fl Vv^r-Q MIRAGE F
BREGUET AVIATION^g. ^^ ..»»,...,.-.
CHECK OF 14° AND 17° ANGLE-OF-ATTACK WARNING SYSTEMS
1- SCOPE
To check that the 14° and 17° audio warning systems operate normally, with shock absorber
extended, and autopilot connected or not.
- 1 15-200 V/400 Hz electrical power supply
- Hydraulic power supply

- Radio headset
- Jack up the aircraft (see 02-2) .

- Supply the aircraft with electrical power.
- Supply the aircraft with hydraulic power.
- Switch the gyro center on (GM).
- Wait for about 30 seconds.
- Connect the autopilot.
4- PROCEDURE
NOTE : The warning horn operates for true angle-of-attack settings of 14° and 1 7° exclusively ; it has
no action for any intermediate setting.
A Check of 14° angle-of-attack warning system

- Display a 14° true angle of attack on the angle-of-attack meter, through manual rotation of
the probe.
Check that the warning horn operates.
- Check that the warning horn stops as soon as the autopilot is disconnected.
B Check of 1 7° angle-of-attack warning system

-Display a 17° true angle of attack on the angle-of-attack meter, through manual rotation of
the probe.
- Check that the warning horn operates, with the autopilot connected or not.
5- FINAL STEPS
- Switch the gyro center off.

- Disconnect the hydraulic power supply.
- Switch off the electrical power supply.
- Lower the aircraft back onto its wheels.
AA
AVIONS MARCEL DASSAULT /L->*^rU.
BREGUET AVIATION ^cT __
MIRAGE F
REPLACEMENT OF ANGLE-OF-ATTACK PROBE

HEATING ELEMENT
(Figure 18)
1 - SCOPE
To replace the angle-of-attack probe heating element without removing the whole probe.
A - Special tools
- Tool kit 5001 EQB 3
B Spares
- Teflon tape
- Heating element with thermostat P/N 19612014
or
- Self -regulating heating element P/N S087 190036 with new-type probe tube end plug (reco¬
gnizable by an identification groove).
3- MATERIALS
- Grease Molykote 33N
- Cleaning solvent : trichloroethylene.
Remove protective cover and sleeve from tube by pulling the ring without turning and in line with
tube.
5- REMOVAL
- Using a screwdriver, remove mounting cap 1 while holding the tube with special pliers.
- Remove teflon tape 4.
- Remove screw 3.
- Extract defective heating element 2.
- Clean the screwthreads of probe tube and removable cap.
6- INSTALLATION
Heating element with thermostat.
-
- Position the new heating element 2.
Screw up screw 3, and put in place teflon tape 4.
- Slightly grease bottom and thread of mounting cap 1.
Screw up mounting cap and tighten to a torque of 0.15 mdaN (13.3 in. lb) (torque screw¬
driver with special adaptor).
- Self-regulating heating element.
CAUTION :
HANDLE THE ELEMENT WITH CARE AS IT IS EXTREMELY SENSITIVE TO SHOCK.
Offer up new heating element 2.

-
Fit screw 3 and position Teflon tape 4.
-
- Sparingly grease the bottom of removable plug 1 and its thread.
- Fit the removable plug marked with an identification groove and torque it to 0.15 mdaN
(13.3 in. lb) using a torque screwdriver with a special terminal.
CAUTION :
TrTFPLUG MARKED WITH AN IDENTIFICATION GROOVE IS NOT INTERCHANGEABLE
WITH THE EARLIER-TYPE PLUG. NEW-TYPE PLUGS CANNOT BE USED WITH THER¬
MOSTAT-EQUIPPED HEATING ELEMENTS AND VICE VERSA.
7- FINAL STEPS
- Check for correct probe heating (see brief check of angle-of-attack system).
- Re-install protective sleeve and cover on probe tube.
AC
BREGUET AVIATION
MIRAGE F
Thermostat-equipped
heating element
FIGURE 18- REPLACEMENT OF ANGLE-OF-ATTACK

PROBE HEATING ELEMENT
AA
AVIONS MARCEL DASSAULT _L->T_r5L
BREGUET AVIATION^F=^C>
MIRAGE
.. m
a . a .
F
i«
^-tf^5^^ Restricted MANUAL 12
SECTION 2
AIR DATA SYSTEM
TABLE OF CONTENTS
Page
2-0 GENERAL
- Principle of air data system 2-001
2-1 DESCRIPTION OPERATION

- Air data computer 2-107
- Altitude indicator 2-114
- Power supplies 2-116
- Monitoring and testing 2-118
2-2 TROUBLE SHOOTING
- Trouble shooting of air data system 2-201
2-5 INSPECTION - CHECK - ADJUSTMENT
- Brief check of air data system 2-501
Figure No. Page
1 AIR DATA SYSTEM SCHEMATIC 2-002

4 AIR DATA COMPUTER DIAGRAM 2-108
5 MACH- IAS CHANNELS 2-111
6 TAS -Ps CHANNELS 2-112
7 M - AP CHANNELS 2-113
8 ALTITUDE INDICATOR 2-115
10 SELF-MONITORING 2-120
11 SELF-TEST 2-121
12 AIR DATA DISTRIBUTION 2-122
AB
AVIONS MARCEL DASSAULT// --V-^-TI /Vil l\M\_7 L. I
BREGUET AVIATION^tl- ^ _. . . Kill Al
àâ a 10
PRINCIPLE OF AIR DATA SYSTEM

(Figure 1)
The air data system includes :

- one air data computer 17F
- one temperature probe 43F
- one altitude indicator 50F.
The air data computer collects data from :

- pitot pressure system T2
- static pressure system S2
- temperature probe 43 F .
From pickoffs sensing static pressure ,dynamic pressure and total temperature the air data
computer generates :
- static pressure Ps
- dynamic pressure Ap
- pressure altitude H
- Mach number M
- true airspeed TAS
- vertical speed Vs
- indicated airspeed IAS
- total temperature Tt.
The altitude indicator corrects (QNH or QFE) and displays pressure altitude H delivered by the air
data computer.
Figure 1 shows the distribution of the data generated by the system.
AB
BREGUEJ AVIATION
MIRAGE F
50F
Altitude
Corrected IFF transponder 3S
indicator coded H
17F I Power supply
TAS Bombing computer 23T
Air data Navigation computer 103F

computer
AP39C
M
Flying aid unit 48C
Engine
24F
26V AC 1
RADA R auxiliary box 44S
transformer Bombing computer 23T
H Laser electronic unit 34T
Flying aid unit 48C
Engine
Sight electronic unit 35A
43F
Tt probe
Vs
Bombing computer 23T
S2
IAS
Aircraft
T2
Ps
* AP 39C
Tt
Aircraft
FIGURE 1 - AIR DATA SYSTEM SCHEMATIC

AH
BREGUET AVIATION
TABLE OF COMPONENTS
For layout - see Figures 2 and 3
Location Doc.
Item Name - Characteristics and Functions Access Door No. S I
35A SIGHT ELECTRONIC UNIT
(See 14-3)
52A SIGHT OPERATION RELAY
(See 14-3)
8C FLAP MICROSWITCH UNIT
(See 04-4)
39C AUTOPILOT
(See 13-2)
48C FLYING AID UNIT

(See 13-1)
101C AP DC POWER SUPPLY FUSE-BREAKER
(See 13-2)
193C AUTO SLAT SERVO UNIT *
(See 04-4)
2E MACH = 1,4 OVERSPEED FUSE-BREAKER
(See 06-5)
AB
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
17F AIR DATA COMPUTER Equipment

bay 13-00
From the following air data : (common
- static pressure Ps rack)
pitot pressure Pt
- total temperature Tt,
the air data computer generates the following :
- static pressure Ps
- dynamic pressure Ap
- pressure altitude H
- Mach number M
- Vertical speed Vs
true airspeed TAS
indicated airspeed IAS
total temperature Tt
used by various aircraft equipment items.
The air data computer carries the following on
its front panel :
- one static pressure inlet 1
- one pitot pressure inlet 2
- one test button 3
- one test light 4
- one test connector 5
- one timing warning light 6
Monitoring and testing :

1 . In case of failure of the air data computer, a master
alarm system illuminates the «ADC» light on failure

warning panel 1W.
2. Self-test
When the operation is correct, keeping the test button
depressed causes the test light to come on for a TAS =
650 Kt, Mach of 0.818 and Hp of 23 380 feet.
The test also permits to check timing of alarms through
illumination of warning light 6.
3. Test connector 5 is reserved for check and repair.
24F 26 V---1 TRANSFORMER
(See 10-2)
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
43F TEMPERATURE PROBE RH

frame 2
Senses the total temperature which it feeds to air
data computer 17F.
It is composed of a plate resistor (100 _. at 0° C) with a
resistivity varying as temperature. A compensation line
corrects for transmission line resistance.
45F AIR DATA COMPUTER FUSE-BREAKER Electrical

master box
Protects AC system 1 of air data computer 17F.
50F ALTITUDE INDICATOR Cockpit

(instrument
Displays to the pilot a pressure altitude information panel)
generated by air data computer 17F and corrected by a
manual setting device versus ground pressure (QFE) or sea
level pressure (QNH).
The indicator transmits :
-corrected and coded altitude to IFF (mode C).
Altitude is displayed by :
- pointer 1 rotating one turn every thousand feet,
- counter 2, with four drums reading tens, hundreds,
thousands and tens of thousands of feet (the last three
drums are of the step-by-step reading type).
At H < 10,000 feet, the number of tens of thousands of
feet is replaced by white stripes on black background.
At H < 0 foot, a black and white striped flag 5 extends
from the top and partly masks the counter ; the alti¬
tude is then read by the pointer.
Control knob 3 permits selection of the ground or sea
level pressure from 930 to 1080 mb on four-digit
counter 4.
Lever 6 is used to cut off «dPs» static pressure correction.
In case of failure or «dPs» cutoff, window 7 displays a
flag with «dPs» marked on it.
Monitoring and testing

1 . In case of failure of the air data computer (H alarm) or
the altitude indicator, black and white striped flag 5 is

supplemented with red and white stripes and completely
masks the counter.
2. The indicator is tested by initiating self-test of the air

data computer (simulated altitude of 23,380 feet).
Lighting (see 08-2)
AB
06-80 2-103
Restricted
JL^~T
BREGUET AVIATION ^^ *r-
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.

(See 12-6)
129F TAS FAILURE LIGHT Nose cone

(Door P2-08)
Visualizes and memorizes a failure of air data computer
TAS channel.
41H MAGNETIC INDICATOR TEST CONTROL SWITCH Nose cone

(Door P2-08)
Permits testing and resetting of TAS failure light 129F.
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S I
7G3 U/C UP MICROSWITCH

(see 05-6)
23G DOORS-CLOSED MICROSWITCH

(see 05-6)
17K A/B FUSE-BREAKER

(see 06-2)
3S IFF TRANSPONDER
(see 14-5)

(see 14-2)

(see 14-3)
34T LASER RANGE FINDER POWER SUPPLY

(see 14-3)
1W FAILURE WARNING PANEL Cockpit X

(see 08-3) (RH panel)
7W WARNING HORN
(see 08-3)
11W «LIMIT» WARNING LIGHT Cockpit

(see 08-3) (instrument
panel)
42Z ALTITUDE INDICATOR AND POLAR INDICATOR (See 10-1)

TEST CONNECTOR
Permits connection of test equipment.
AG
AVIONS MARCEL DASSAULT/^-
MIRAGE F
BREGUET AVIATION^sS-
129F_ 17F
CVI C2
43F
SECTION A SECTION B

GENERAL LA YOUT
AC
Restricted 2-105
05-75
BREGUET AVIATION
MIRAGE F

COCKPIT LAYOUT
AD
BREGUET AVIATION
AIR DATA COMPUTER
1 - GENERAL (Figure 4)
The air data computer is a unit processing, generating and distributing data in connection with the
aircraft flight (airspeed and altitude).
These data result from three other physical data :

- Pitot pressure Pt
- Static pressure Ps
- Total temperature Tt
Pitot pressure is collected by the air data system.

Static pressure is obtained by the pressure collected by the air data system corrected for antenns
error proper to aircraft and depending on Mach number. Pressure collected by the aircraft system is
called reference pressure Pr.
Total temperature Ti is collected by the total temperature probe.
From pitot and reference pressures is computed Ap = Pt - Pr. The following data are generated
from these measurements :
H = f(Ps) M= f(logAp) S = f(AHJ

"PT At
IAS = f(Ap) TAS = f(M.Tt)
2- PICKOFFS
The physical data are transformed into electrical information, usable by the computation channels
by:
- one pickoff in the computer for Pr
- two independent pickoffs in the computer for Ap and IAS, each also receiving Pr and Pt.
- the aircraft total temperature probe for Tt.
Pr, Ap and IAS pickoffs operate a mechanism which drives the equipment used to compute the
data needed.
The total temperature probe generates a voltage proportional to the measured datum and this
voltage is applied to the TAS computer.
AB
BREGUET AVIATION
17F
Vs
computation
I ùHp
41
50F
Pr Ps Hp Alt. indic.
Pr transmitter
pickoff transducer computation
He
dPs
M
Pr computation
Ap Ap
Pt pickoff transducer
43F
Tt Tt Tt
TAS
probe computation computation
Tt
warning
Pr-
àp IAS
pickoff contacts
Pt
FIGURE 4 -AIR DATA COMPUTER DIAGRAM

AB
AVIONS MARCEL DASSAULTjLjp-^M |V\ I ï\ M V_7 C. I
BREGUET AVIATION^c^_^<i. aiakimai IO
^£-^-^Qb> Restricted MANUAL 12
3- MACH NUMBER CHANNEL (Figure 5)
A Computation of Ps
The Pr pickoff output is a function of the reference pressure logarithm.

To obtain the static pressure, the reference pressure undergoes an antenna correction delivered by
a «dPs» potentiometer, the wiper of which rotates as a function of Mach number»
The pickoff output and the correction are delivered to a synchro transducer which computes the
Log Ps. This computation is applied to channel H and dynamic pressure transducer for computation
of M.
B Computation of dynamic pressure
The Ap pickoff output is a function of dynamic pressure logarithm Pt-Pr.

This datum controls the rotor of the synchro transducer, the stator of which is supplied with the
static pressure transducer output datum. The output datum is a function of the Log Ap - Log Ps,
thus the Log p^ .
C Computation of Mach number
The mach computer is a servo mechanism for :

-computing of Mach number,
- computing of static pressure variation correction,
- monitoring of synchro channel,
- providing a datum proportional to a f (M) function for TAS computation (potentiometer P20).
- providing a datum of Mach in «Integrated test» or «simulation» mode.
The synchro transducer Log p-0- associated to the servo channel of M, may include an
indétermination of 180°.
Sensing is performed by an error detection system resetting servo system to a Mach number
computed by an inductive transducer.
Once reset, the servo system is connected again to the synchro transducer.
AB
BREGUET AVIATION ^s±
i^-^^Q
v -
MIRAGE
........,..-,
F
The motor slaved to Mach drives :

- rotor of synchro transmitter Cx4,
- wiper of potentiometer P6,
- contacts CM2 (closed for M > 096) and CM3 (closed for M > 1 .07),
- contacts CM4 (closed for M > 1 .4).
A «dps» cam is installed on the same shaft. This cam is cut, so that the rotation of its arm is
proportional to the static pressure variation, to perform «dps» correction.
D Monitoring
The Mach servo channel is permanently monitored by analyzing the error signal.
4- IAS CHANNEL (Figure 5)
An aneroid connected to a reference pressure inlet and to a pitot pressure inlet transmits while
distorting, a rectilinear motion function of Ap. This movement is transformed into a rotational motion
proportional to IAS speed, through a rod-crank system.
This rotation causes an optronic system to control 6 contacts : CR2 (closed for IAS < 21 5 kt),
CR3 (closed for IAS > 225 kt). CR4 (closed for IAS > 240 kt), CR5 (closed for IAS < 242.5 kt), CR6
(closed for IAS > 255 kt), CR7 (open for IAS > 440 kt).
5- TAS-Tt CHANNEL (Figure 6)
A - Computation of Tt
The total temperature is supplied through a probe, the resistance of which varies as a function of
total temperature.
By incorporating this resistance into the computation circuit, a continuous output voltage,
proportional to total temperature : V = kTt, is obtained.
This information is used to control the warning relay. «Limit» warning light (11W) illuminates
when Tt is > 135°C (see manual 08-3).
B - Computation of true airspeed
True airspeed TAS is generated from the above computed k Tt information and from M which is
computed by the Mach number channel.
Functions TAS = f (M. k Tt) is performed by a functional potentiometer P20 located in the Mach
channel, supplied with the kTt information and the wiper of which is controlled by the M information.
The signal collected by the potentiometer wiper is proportional to TAS2 and amplified for a servo
motor driving :
- potentiometers P7, P8 and P10 (P8 not used)
C - Monitoring
The TAS channel is permanently monitored by analyzing the error signal.
AD
AVIONS MARCEL DASSAULT /L>^*ir5L. MIRAGE F
NEGUET AV.AT,ON^-^5^> Restrlcte<, MANUAL 12
6- ALTITUDE CHANNEL H (Figure 7)
A Computation of H
Pressure altitude H is generated from Log Ps information, according to the standard atmosphere
schedule.
Computation of H = f (Log Ps) is performed in an electronic module, the output of which controls
a generator motor driving :
- repeater potentiometers P1, P2, P3, P4
- synchro-transmitters Cx3, Cx1 (fine) and Cx2 (coarse)
- cams controlling contacts CM1, CR1, CP1
- functional potentiometer P5.
B Monitoring
The H servo channel is permanently monitored by analyzing the error voltage.
7- VERTICAL SPEED CHANNEL (Figured)

Altitude variation speed (AHp) is obtained through a reader optronic system.
At
The impulse reader delivers a signal, the frequence of which is proportional to the rotation speed
of servo motor H. The sign is a function of motor rotation direction.
The Vs computer includes a position slaving, the input signal of which, from the impulse reader is
applied to a frequency-voltage inverter input, then to a motor running in proportion to Vs. This
rotation is generated to a Vs repeater potentiometer.
AA
AVIONS MARCEL DASSAULT^
BREGUET AVIATION ^^S^ .
MIRAGE F
17F
Engine
regulation
(06.5)
FIGURE 5 -MACH- /AS CHANNEL

AD
BREGUET AVIATION
MIRAGE F
17F
23T
103F
FIGURE 6 - TAS - Tt CHANNEL
AF
BREGUET AVIATION^S?
MIRAGE F
23T
FIGURE 7-H-Vs CHANNEL

AB
BREGUET AVIATION
MIRAGE F
ALTITUDE INDICATOR
(figure 8)
1 - PRINCIPLE OF OPERATION
This is servo repeating the pressure altitude generated by air data computer 17F and mechanically
corrected (QNH or QFE) at the servo feedback channel.
The indicator is provided with a «dPs» flag, out of view in normal operation. This flag appears in
both following cases :
- Mach or H slaving failure detected by the air data computer (see monitoring and testing),
- manual control for static pressure correction cutoff.
The altitude then read on the indicator is the non-corrected altitude (identical to standby alti¬
meter).
The non-corrected pressure altitude is transmitted to the IFF transponder in coded form (Gilham
code) through twelve open or closed contacts.
AB
BREGUET AVIATION
50F
Fig. 10
FIGURE 8 - ALTITUDE INDICA TOR

AG
BREGUET AVIATION
POWER SUPPLIES
(Figure 9)
1 - AIR DATA COMPUTER
The aircraft power system supplies the air data computer with :
- 200 V 400 Hz, phases B and C, through R1 system
- 26 V 400 Hz, through 26 V^-1 transformer (24F).
The 200 V 400 Hz is distributed to each channel own power supply units, except for IAS channel.
Therefore each channel is independent from one another.
Each supply unit generates all voltages required for the operation of corresponding channel.
A fuse protects each supply unit input circuit.
From this 200 V 400 Hz, a 26 V 400 Hz, same phase, is generated for the test connector.
A special and independent power supply from the 200 V 400 Hz generates :
- the 24 = to supply switching relays and circuits (switches, external tests...) and to supply the IAS
channel.
- the 26 V 400 Hz, dephased by 90°, to supply the synchro transducer.
- the 12 V 400 Hz to supply the IAS channel.
The 26 V 400 Hz, phase A is used for supplying the TAS and Mach channel motors, for supplying
the C x 1 and C x 2 synchros of channel H and is delivered to the altitude indicator.
The temperature probe is supplied with direct current by the TAS computer.
2- ALTITUDE INDICATOR
The altitude indicator is energized with 26 V 400 Hz supply voltage through the air data
computer.
A 5 V 400 Hz voltage supplies the indicator integrated lighting.
AB
BREGUET AVIATION
MIRAGE F
17F
26V - 400Hz
TAS - Tt CHANNEL (Fig.6)

45F
BC
s\^y, -E=
Power
supply
Temperature probe power
supply (Fig. 6)
Servo-motor power supply
24F 24V DC distribution

MACH CHANNEL (Fig 5)
il
Ps transducer
-r
26V AC Power synchro
phase A I 1 supply
Pot dps -H>
\Servo-motor power supply
Power
supply
26V Warning
AC lights
24V DC test
supply
26V-400Hz ^° Fig. 11
12V-400H7
H CHANNEL (Fig. 7) See 08-2
Power
-E=3- supply
50F | A
CX 1, CX2 power supply
ri_. Power
supply

AB
MIRAGE F
meguet aviation^-^^ Restricted MANUAL 12
MONITORING AND TESTING
1 - MONITORING (Figures 8 and 10)
A Principle
The servo systems repeating data TAS, H, and M from the air data computer and H from the
altitude indicator are monitored. Each monitor delivers a failure information when the error voltage of
the monitored servo system exceeds a preset threshold for a period of time A t (two seconds).
B Distribution of alarms
(1) Master alarm
| Detecting failure of a servo system repeating H or M by a monitor, causes de-energization of K30

and illumination of the «ADC» light on failure warning panel 1W.
(2) Altitude indicator alarms
I (a) Detecting failure of a servo system repeating H by a monitor, causes de-energization of K20.The
latter cuts off the air data computer reliability signal applied to the altitude indicator failure detector,
resulting in de-energization of relay K1. The alarm flag extends and the coded altitude to the IFF
transponder is cut off (cutoff of common).
Detecting a failure at the synchros of altitude indicator power supply is also indicated by the flag
extension.
| (b) Detecting failure of M servo system by a monitor, causes de-energization of K30, the dPs
galvanometer power supply is thus cut off and the dPs flag extends.
In the air data computer, the dPs relay power supply is cut off and static pressure correction is not
applied to the Log ps synchro transducer.
(3) Individual alarm
I Detecting failure of a servo system repeating TAS or M, causes de-energization of K10 after
2 seconds and ensures 2 seconds later, through one of its contacts the power supply of magnetic
indicator 129F which shows then its red and white striped shutter. The failure signal is kept in memory
by the indicator. Resetting (black shutter) and testing, are performed by control switch 41 H.
AB
^118
AVIONS MARCEL DASSAULT iU-^-l^VL MIRAGE F
BREGUET AVIATION^xiF3^^^ ,, , 4 , ._
(4) Alarms to flying aid unit 48C
Flying aid unit 48C receives the Mach and altitude channels reliability signals.
(5) Alarms to AP
Automatic pilot 39C receives the M and H computers reliability signal.
(6) Alarms to the sight unit
When the sight unit is operating :

-Detecting H failure (K2 deenergized) cuts off a 28 V to sight computer 35A.
-Detecting M or TAS failure (K1 deenergized) cuts off, after 2 seconds, a 28 V to sight computer
35A.
2- INTEGRATED TEST (Figure 11)
The testing system allows for checking on the ground, reliability of M, TAS, H computers and
alarm Tt> 135°.
It is initiated by depressing the «TEST» button on the air data computer front panel.
This electrically simulates :
- a test value at M computation channel input (K5 and K1 energized)
- a test value at H computation input (K1 3 energized)
- a test value of total temperature of 196°69 (K2 energized).
Computation channels generate M, TAS and H.

TAS (function of M and Tt) is compared to a test reference. The comparator supplies a reliable
TAS datum if :
TAS = 650 Kts ±1%
H is compared to a test reference. The comparator supplies a reliable H datum if :
H = 23380 feet ± 80 feet.
Tt > 135° alarm is released.

The logic product illuminates the green warning light when TAS and H are within tolerances.
Simultaneously the altitude indicator reads the H value corresponding to the test.
Manual test also enable to check for reliability of alarm contacts, failure of H or M or their timing,
using the blue warning light. When the test is initiated the blue light illuminates during timing
(2 seconds), goes off during servo positioning, then illuminates again for the full duration of the test.
NOTE : The integrated test is initiated by the simulated trip sequence during overall test of navigation
system (test control through navigation computer 103F).
AB
AVIONS MARCEL DASSAULT 2_->~_r9L MIRAGE F
BREGUET AVIATION^^S^LJ^8*^. ......... ,_
3- EXTERNAL TESTS
A The integrated test can be electrically controlled at test connector. The result is identical to
manual test.
B Testing is also possible through external simulation. This simulation may be :
(1) Electric : Log Ap signals generated by the tester are applied to M computation channel through
energized relays K1, K2, K6, K7.
Log Ps signal generated by the tester is applied to H channel through energized relays K8, K13.
TAS is computed from a test resistance Tt 22°71 applied to TAS channel through energized
relays K2 and K3.
(2) Pneumatic : static and pitot pressures are directly applied to the pickoffs while test resistance Tt
22°71 is applied to TAS channel through energized relays K2 and K3.
AA
MIRAGE F
17F
H Monitor (Fig. 7) M Monitor (Fig. 5) TAS Monitor (Fig. 6)
K30 K40 K 10 K10

K20 Control Control Control Timing
logic 2 sec. +24 V DC
l&gic logic
+ 24V DC
/
35A
50F
iOF J"»*
F ig8 |^ CR11
w 28V Sight
operation
b2A
-r CR9
Timing
2 sec.
35A -v ' CR10

K3Û
_ J
M'
i -"
+ 28 V Sigh t opera tion 24 VDC. / K40

52A
U"f0 z
CR15
\-24VDC
3
Test
-o-
m 38A O
Q
""K" "V 41H

cc
A
I CR12
e "^
t=
HH Blue Eldia
39C CR15 validity
1W
GG
^< -*- + 24 V DC -if test (Fig. 1 1)
50F
-llh dPs
tnr^
«
^J
CR16
(Fig.5) /
+ 24V =
48C
^ CR14 t ©
III
I dPs cutoff
FIGURE 10 - SELF - MONITORING

AB
BREGUET AVIATION
MIRAGE F
17F
24VÙC
D6
*f
Fig.9
Inductive
Foolproof device
Fig.5 transducer
TEST
Log. Pt - Pr
Pr
>-^ K30
/HI Control
Logic
Fig. 10
jl K5 ®
36) (37] K30
Foolproof device test. Ref.
Foolproof device computation + 26V
simulation
Pr* Fig. S
[£=
103F
K7
M Blue
Synchro
transducer
Fig. 5 CR15 V
Log. Pt - Pr
Ps. M-
-*-.
External test
with
7esf /tef. A*
simulation of
transducers
andTt = 22°
Simulation M ûf ^/ BI TAS
computation
Fig. 6
TAS*
Comparator
26VAC
Warning
light
'-
Fig. 9 test power

D1 K6
7-1 supply
® f-w-
Ti
External test K1
with pressure D2 K2
simulation
Ref.
and Tt = 22'
D3 bki
L K3
® D4 PHI &
-w- K8
R* TestR T 7esf/?
mi?,
Validity
mm Green
'
7/lS+r>
Simulation Hp
22°71 196 69
Test Ref.
Hp
~(v)
X
D5 K13
Fig. 9
H
Synchro -v
slaving
Fig. 7 transducer Fig. 7
LogPs
Ref.
FIGURE 11 -SELF- TEST i' i

43F (Fig. 6)
AB
BREGUET AVIATION
MIRAGE F
Altitude IFF Bombing Navigation Aida Electronic Flying aid LASER

indicator transponder auxiliary Autopilot
computer computer sight unit unit range finder unit Engine Aircraft
50 F 39C
3S 23T 103F unit 44S 35A 48C 34T
Ps 1 linear >
potP5
i
2 linear
1
pot. «P3, P4»
«GILLHAM» t
1 Contact «CP1» 1 Contact «CR1»
1 hysteresis 1 linear 1 linear 1 Synchro-trans.
H Coder (closed for (closed for
contact CM1 potP1 pot P2 «Cx3»
(digital) H >. 6900m) H > 29 000ft)
H closed >3460mH
from 50F
H open < 3940 m H
l
1 linear
UtP6 1 Contact «CM4»
M 1 Co intact «CM 2» 1 Synchro-trans.
(closed for
(M clbsed > 0,96) «Cx4»
M>1,4)
1 Contact «CM3»
(closed for M > 1 ,07)
I
i
I
i
I
TAS 1 linear 1 linear

potP7 pot 10
1 linear
Vs
potP9 !
1 Contact «CR2» (IAS closed < 21 5 Kt)

1 Contact «CR3» (IAS closed > 225 Kt)
IAS 1 Contact «CR4» (IAS closed > 240 Kt)
1 Contact «CR7» (IAS open >440 Kt)
I
1 Contact «CR5» (IAS closed < 242,5 Kt)
Tt i
1 Contact «CR3»
i (closed for
Tt> 135°C
1 Contact open 1 Contact «CR16»

1 Contact in case of fai¬
1 Contact «CR10» 1 Contact «CR14» open for
open for H failure 1 Contact «CR13» H or M
Alar¬ «CR9» lure of air open for
1 Contact «CRU» open for H
ms open for : data computer H or M (to ADC warning
open for or M failure failure light or failure
H failure (H) or altitude
M or TAS failure
indicator (H) warning panel)
FIGURE 12 -AIR DATA DISTRIBUTION

AJ
10-77 Restricted 2-122 2-122
BREGUET
jLJ>~rU.
AVIATION^ ___
MIRAGE F
TROUBLE SHOOTING IN AIR DATA SYSTEM
1- SCOPE
A - If the symptoms reported by the pilot cannot be reproduced, use the SDAP (See 10-1) complying
B - If the symptoms reported by the pilot are reproduced, follow the procedure described in the
following charts.
NOTE : In the case where the SDAP is to be used for detecting a trouble, the applicable programme
AA
BREGUET AVIATION ^S^
MIRAGE F

TROUBLE BY
Failure SDAP
Altitude indicator - Supply A/C with electrical power Yes Replace altitude Indicator. Perform air data system brief check
flag permanently - Perform air data computer self-
visible . test (See brief check). - The failure disappears ^. A/C OK
"dPs" flag not visible
- The failure subsists : Replace air
data computer.
!
*.P - -
Incorrect altitude - Supply A/C with electrical power Yes *-P - -
indication on alti¬ - Perform air data computer self-
tude indicator. test (See brief check).
Alarm flag and "dps"
flag not visible.
Mn -P- -
Incorrect altitude - Supply A/C with electrical power Yes The air data computer green light comes on. Perform air data system brief check
indication on alti¬ - Perform air data computer self-
tude indicator. test (See brief check). Replace altitude indicator. ! - The failure disappears . ^ A/C OK
Alarm flag not visible
and "dps" flag visible 1
i
- The failure subsist* _. ..
»-P - -
"ADC" light on and - Supply A/C with electrical power Yes Check fuse-breaker 45F and fuses of 26 AC - The failure disappears ^ A/C OK
flag visible on alti¬ - Perform air data computer self- system 1 .
tude indicator. test (See brief check). - The failure disappears , ^_ A/C OK
If the failure subsists : Replace air data computer
- The failure suhsists P - -
No
'
AC Restricted
10-75 2-202 2-202
AVIONS MARCEL DASSAULT/?
BREGUET AVIATION^^.
-P-41U
^ _ .
MIRAGE F
__»_.«...-.
BRIEF CHECK OF AIR DATA SYSTEM
1- SCOPE
-To check the system for correct operation after installation of an equipment item or long
unserviceability of the aircraft.
- To facilitate trouble shooting.
Ground support equipment :

- 1 15/200 V/400 Hz ground power unit.
Mechanic's headset.
- Open doors P2-08 and P5-03

- Connect mechanic's headset
Supply aircraft with electrical power
-
Start warning horn (08-3)
-
Cancel existing warnings (depress master failure warning light)
- Place the pilot's seat oxygen unit selector to «emergency».
- Make sure that the static pressure correction «dps» control lever of the altitude indicator is set to
correction position (horizontal).
4- PROCEDURE
-Check that the failure warning panel «ADC» amber light is «off», and that the nose cone
magnetic indicator Vp 129F does not indicate failure (red and white flap).
- Check that the QFE manual setting control is set between 900 and 1080 mb. Check that, for
altitude indication below zero, the counters are partly screened by a black and white striped flag
coming down from the top.
-Set H =0 on the altitude indicator and on the stand-by altimeter, and check that both QFE
readings are identical.
- Set altitude indicator to 1013 mb.
- Keep air data computer «TEST» button depressed and check that :
- limit warning light illuminates and limit aural warning (1660 Hz) is heard on headset.
- air data computer blue indicating light is «off» after two seconds.
- during positioning of servo systems the green indicating light is «off», the altitude indicator
«dps» flag is visible and the «ADC» amber light is illuminated.
- when servo systems are positioned, the blue and green indicating lights illuminate, the «dps»
flag disappears, the altitude indicator indicates 23,380 ± 100 feet and the «ADC» amber light is «off».
- Release the «TEST» button and wait until altitude indicator pointer returns to altitude
corresponding to ambient pressure and to pressure set on counter.
AB
11-77 Restricted 2"501
BREGUET AVIATION^
£_>*-^riI
_ _
MIRAGE F
5- FINAL STEPS
Stop warning horn

-
Make sure that nose cone magnetic indicator Vp 129F does not indicate failure (red and white
-
flap). If necessary, set it back to neutral (black flap).
- Cut off aircraft electrical power supply.
- Return the pilot's seat oxygen unit selector to «normal».
- Close doors P2-08 and P5-03.
AA
AVIONS MARCEL DASSAULtLJ^MI
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(THixnvi.
F
l
^é^*^^ Restricted MANUAL 12
SECTION 3
GYRO SYSTEM
TABLE OF CONTENTS
Page
3-0 GENERAL
- Principle of gyro system 3-001

- Vertical channel 3-111
- Normal heading channel 3-116
- Emergency heading channel 3-121
- Gyro system monitoring 3-1 25
3-3 REMOVAL- INSTALLATION
- Removal - installation of gyro centre ; 3-301
- Brief check of gyro system 3-501

- Normal heading channel compensation setting 3-503
- Emergency heading channel compensation setting . 3-505
Figure No. Page
1 HEADING AND VERTICAL REFERENCE SYSTEM SCHEMATIC 3-002

3P CONDITIONING 3-112
4 ROLL CHANNEL 3-114
5 PITCH CHANNEL 3-115
6 NORMAL HEADING CHANNEL 3-120
7 EMERGENCY HEADING CHANNEL 3-123
9 GYRO SYSTEM MONITORING 3-126
10 ROLL, PITCH AND HEADING DATA DISTRIBUTION 3-128
AG
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tt^>~*T^l
___
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».»...,,».,-.
F
PRINCIPLE OF GYRO SYSTEM

(Figure 1)
The gyro system includes one vertical channel (roll and pitch) and two heading channels
(gyromagnetic heading) : one normal channel and one emergency channel.
The vertical channel is composed of the following :

- one detector component : gyro platform 35F (vertical gyro)
- one electronic unit 27F
- two synchronization amplifiers 1 1 1 F - 1 12F
- display components : spherical indicator 28F and sight head 34A.
The aircraft attitude sensed by the gyro platform is displayed on the spherical indicator and the
sight head and distributed to the associated systems either directly or through the synchro amplifiers :
1 1 1 F for roll and 1 12F for pitch.
The normal heading channel is composed of the following :

- two detector components : gyro platform 35F (directional gyro) and flux valve 41 F
- one electronic unit 27F
- one generator component : magnetic monitoring unit 29F
- display components : spherical indicator 28F, polar indicator 6CF, sight head 34A.
The magnetic monitoring unit receives a directional heading information from the gyro platform
and a magnetic heading information from the flux valve. With these two data, it generates a
gyromagnetic heading which it distributes to the associated systems, in particular to the spherical
indicator, the polar indicator and the sight head displaying the heading.
The magnetic monitoring unit can also distribute to the same associated systems, the magnetic
heading after performing manual magnetic heading/gyromagnetic heading selection in the cockpit.
The emergency heading channel is composed of the following :

- one detector component : flux valve 75F
- one detector and generator component : emergency gyromagnetic compass 30 F
- one transmitter and repeater component : magnetic monitoring unit 29F
- display components : polar indicator 68F, sight head 34A, spherical indicator 28F.
The flux valve monitors the emergency gyromagnetic compass which generates and supplies an
emergency gyromagnetic heading to the magnetic monitoring unit. Two operating modes are available,
according as the magnetic monitoring unit is energized or not :
- When energized, the magnetic monitoring unit repeats the emergency magnetic heading and the
user components are the same as those of the normal channel.
- When deenergized, the magnetic monitoring unit transmits the emergency gyromagnetic heading
only to the polar indicator displaying this heading.
Figure 1 shows the distribution of the roll, pitch and heading data to the various associated
systems.
NOTE : The earth's rotation causes a deviation of the vertical reference gyro. This deviation is
cancelled, when the navigation computer 103F is in operation, by the combined effect of
mercury levelling switches and corrective voltages supplied by the navigation computer.
AD
-12-76 Restricted 3-001
BREGUET AVIATION ^^°
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27F
R-P
Electronic
Unit
R
35F î
Gyro
platform
41F
Top
flux valve
75?
Bottom Magnetic
flux valve heading
37F
Navigation Heading
computer
control
103F unit
A
17772
Declination
VOR-ILS receiver 56R
Mode MH -NAV1 - HDG1 -NAV2- HDG2 - EMG Autopilot 39C
selector Omnibearing
switch Selector 40R (OBS)
FIGURE 1 -HEADING AND VERTICAL REFERENCE SYSTEM SCHEMATIC

AF
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TABLE OF COMPONENTS
Location Doc.
Access Door No.
34A SIGHT HEAD Cockpit

(See 14-3) (Instrument
panel)
The sight head displays the aircraft roll and pitch
attitudes through the normal or simplified horizon
reticle.
In the Air-Ground, Navigation and Approach modes, the
sight head displays the aircraft heading (GMH, MH,
EGMH) on the «distance/heading» scale.

(See 14-3)
39C AUTOPILOT
(See 13-2)
24F 26V^1 TRANSFORMER

(See 10-2)
26F 26 W^ 2 TRANSFORMER
(See 10-2)
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MANUAL 12
Location Doc.
Access Door No. J5_
27 F ELECTRONIC UNIT Equipment X

bay
Contains the whole electronics of the gyro system. 13.00
- Generates all the power supply voltages required for
operation of the gyro platform.
- Generates the vertical and directional gyro slaving
signals and transmits these, together with those vertical
gyro slaving signals generated by the navigation computer.
- Transmits roll and pitch signals to synchro amplifiers
1 1 1 F and 1 1 2F, and to some other user components.
- Monitors the various components of the gyro center and

its own circuits and delivers an OK signal to the
«GYRO» magnetic indicator of heading control unit
37F.
NOTE : The electronic unit is paired with gyro platform

35F.
28F SPHERICAL INDICATOR Cockpit

(instrument
Repeats and displays : panel)
- the aircraft attitude detected by gyro platform 35F and
transmitted by electronic unit 27 F,
- the aircraft heading supplied by magnetic monitoring box
29F,
- the navigation data (see 1 2-4 and 1 2-5).

displav and control components :
- roll index 1 moving in front of scale 2,
- bicolored sphere 3 (black Earth) displayinq vertical
reference (roll/pitch) and heading,
- aircraft symbol 4 representing aircraft in front of sphere,
- alarm flag 5,
- slidesiip indicator 6.
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Control components :
-pole setting control knob 7 :
«N» normal
:
«P» : pole setting preventing use of indicator in heading
and vertical modes.
Monitoring
Failure of power supply or of one vertical servo channel
(roll or pitch) causes alarm flag 5 to appear.
NOTE : Heading slaving of the indicator is not monitored.
Lighting (see 08-2)
In the event of two simultaneous failures (two alternators,

vertical reference system and pole setting, etc.), the
pilot may install, on spherical indicator, a mask located
on the side of the LH console.
29F MAGNETIC MONITORING BOX Equipment

bay
Its operation depends on «normal» or «emergency» selec¬ 13-00
tion on heading control unit 37 F . (multiple
- Normal channel operation («NAV1», «HDG1», «NAV2», chassis)
«HDG2» on 37F)
The magnetic monitoring box generates the gyromagnetic
heading from the directional heading supplied by gyro
platform 35F and the magnetic heading transmitted by
flux valve 41 F. A servo system repeats the generated
gyromagnetic heading.
- Operation in magnetic heading mode («MH» on 37F)
The magnetic monitoring box repeats the magnetic
heading supplied by flux valve 41 F.
- Operation in emergency gyromagnetic heading repeating
mode («EMG» on 37 F and emergency channel energi¬
zation, «OFF - ON - ERECT» switch set to «ON»)
The magnetic monitoring box repeats for the same
associated systems, the emergency gyromagnetic Reading
from emergency gyromagnetic compass 30F.
- Operation in emergency mode with magnetic monitoring
box not supplied («OFF - ON» switch of 37F set to
«OFF», and any position other than «EMG» selected).
The magnetic monitoring box transmits to the navigation
indicator the emergency gyromagnetic heading delivered
by the emergency gyromagnetic compass. The information
is not repeated for the associated systems.
The front panel of the unit includes :

- two-pointer compass card 1 repeating the gyromagnetic
heading,
- cover 2 for the circular compensation setting device of
the normal channel,
- port 3 for controlling the lubber line correction setting
device of flux valve 41 F ; control is possible only after
loosening set screw 4,
- key 5 for performing compensation and latitude settings,
pointer 6 reading the latitude correction.
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MANUAL 12
Location Doc.
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Performance characteristics :
- Initial setting sequence time : 30 seconds.

- Fast resetting rate during initial setting sequence :
307sec.
Magnetic monitoring rate for GMH-MH deviations > 1° :
1°/min.
- Magnetic monitoring cut-off
± 10° roll angle
±15° pitch angle.
- Compensation range :
- lubber line setting : ± 1 5°
- circular correction : ± 8°.
Monitoring :
Malfunctioning detected by the monitoring channel causes .
- Actuation of «HDG» magnetic indicator on heading control
unit 37 F.
30F EMERGENCY GYROMAGNETIC COMPASS Equipment

bay
Generates and furnishes to magnetic monitoring 13-00
unit 29 F, an emergency gyromagnetic heading from a
directional gyro slaved to a magnetic heading provided
by flux valve 75F.

- One latitude setting potentiometer 1 .
- Two «N-S» and «E-W» potentiometers 2 for semi-circular
compensation setting.
Fast heading alignment rate : 70°/min
Magnetic monitoring rate : 2°/min.
Gyro rotor spinning-up time : 10 sec.
Delivered gyromagnetic heading accuracy : * ± 1°.
31F GYRO SYSTEM POWER SUPPLY FUSE-BREAKER Electro-

center
Protects R2 = load-shedding system of :
- spherical indicator 28 F
- magnetic monitoring unit 29F
32 F GYRO CENTER FUSE-BREAKER Electro-

center
Protects phases A, B and C of R1-**r system of electronic
unit 27F.
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MANUAL 12
Location Doc.
Access Door No. S I
33F EMERGENCY GYROMAGNETIC COMPASS Electro-center X

FUSE-BREAKER
Protects phase A of emergency "* system channel 1 of

emergency gyromagnetic compass 30F.
34F MMU FUSE-BREAKER Electro-center X
Protects phase A of R1 -"«-system of magnetic

monitoring unit 29F.
35F GYRO CENTER Equipment X

bay
Detects aircraft attitude and generates any directional 13-00
heading.
It is composed of :
- one vertical gyro with two degrees of freedom, slaved
to the Earth's vertical through a mercury levelling switch
and through corrections, given by the navigation computer,
of apparent precession.
- one directional gyro keeping any constant directional
heading and signalling any instantaneous aircraft heading
variation.
- one heating andventilating system maintaining 50 ± 2° C
temperature inside the unit.
Performance characteristics :
-The characteristics of the information usable after
2-min. operation are as follows :
Roll and pitch vertical accuracy :
± 0.5° around zero.
±1.5°forRorP>30°.
Precession rate of the directional gyro during flat
turns is ±12°/hr.
- Gyro rotor spinning rate is 24,000 rpm.
- Gyro rotor spinning-down time is 10 min.
Attachment :
The gyro center is set 3° nose-down in relation to
the FRL. It is attached to a mount which is harmonized
at three places (one self-aligning bearing and two screws).
NOTE : The qvro center is paired with electronic

unit 27 F.
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Location Doc.
Access Door No. S I
36F GYRO CONTROL FUSE BREAKER Circuit X

l breaker box
Protects DC system 1 supply of the gyro system. (cockpit)
37F \ HEADING CONTROL UNIT Cockpit X

}
j
(R/H console)
t Controls the gyro system.
With control switch 1 in the «ON» position, the whole
gyro system is supplied (with the exception of the emer
gency gyromagnetic compass)
NOTE : This switch is mechanically locked in its two
\
positions. To actuate it, previously pull its
i control key.
Six-position selector switch 2 permits selection of the
required heading mode :
,
- MH : magnetic monitoring unit 29F repeats and delivers
the magnetic heading (received from flux valve 41 F).
- NAV1 : magnetic monitoring unit generates the gyro
magnetic heading GMH from the magnetic heading (supplied
by flux valve 41 F) and from the directional reference
given by gyro platform 35F.
The navigation computer generates the true heading for
its own functioning :
- HDG1 : magnetic monitoring unit generates the gyro¬
magnetic heading for delivery to other user components,
except navigation indicator, which receives the true
heading calculated by the navigation computer.
- NAV2 : magnetic monitoring unit delivers the gyro¬
magnetic heading to all user components, while the
navigation computer operates with the synthetic true
heading TH2 generated in heading control unit, from
gyromagnetic heading and declination displayed on
heading control unit.
- HDG2 : magnetic monitoring unit delivers the GMH to
other user components, except navigation indicator which
receives the synthetic true heading TH2.
- EMG : magnetic monitoring unit is supplied
(whatever the position of control switch 1 ). If the
standby gyromagnetic compass is operating (selector
switch 4 in the «ON» position), it delivers the emer¬
gency gyromagnetic heading EGMH to all user components.
If the magnetic monitoring unit is not supplied (control
switch 1 to «OFF» and selector switch 2 in any position
other than «EMG», the emergency gyromagnetic compass,
through magnetic monitoring unit, delivers the emergency
gyromagnetic heading to the navigation indicator only,
provided selector switch 2 is not in «HDG1 » or «HDG2»
position.
Selector switch 3, when set to «ON» position, starts

emergency gyromagnetic compass 30F. When set to « ERECT»
(unsteady position), it permits fast alignment of the
gyromagnetic heading with respect to the magnetic heading
obtained from flux-valve 75F.
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03-77 Restricted 31 OR
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MANUAL 12
Location Doc.
Access Door No.
The heading control unit also includes :

- a center-zero galvanometer with a pointer 4 indicat¬
ing the variation between EGMH generated by
emergency gyromagnetic compass 30F and the magnetic
heading received from flux valve 75F (maximum pointer
variation :±8°) ;
- two magnetic indicator lights :
«HDG» light 5 indicating correct operation of MMB
29F (heading) and «GYRO» light 6 indicating correct
operation of gyro system ;
- declination display knob 7 used to add the declination
value to the heading supplied by MMB 29F, thus giving a
true heading data described as «synthetic true heading
TH2».
Lighting (see 08-2)
41F UPPER FLUX VALVE Fin

D2-32
Detects the magnetic heading and delivers it to magnetic
monitoring box 29F for generation of the normal heading.
It is supplied with 23.5 V/400 Hz by magnetic monitoring
box 29F.
It is attached to a mount with non-magnetic screws.

Elongated holes in the mounting plate permit the flux
valve to be positioned to within ± 10° about the aircraft
lubber line.
60F ASSOCIATED ELECTRONICS

(see 12-6)
62 F POLAR INDICATOR FUSE Electrical

master box
Protects phase A of the emergency AC system supplying
the navigation indicator.
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Location Doc.
Access Door No.
68F POLAR INDICATOR Cockpit

(Instrument
(See 12-6) panel)
Displays gyromagnetic, magnetic or emergency gyromagnetic
heading furnished by magnetic monitoring unit 29F on
card 1.
73F STANDBY GYRO CONTROL FUSE-BREAKER Electrical

master box
Protects DC system 1 of heading control unit 37 F and of
standby gyromagnetic compass 30F
75F BOTTOM FLUX VALVE Fin

D1-33
Detects and delivers the magnetic heading to standby
gyromagnetic compass 30F for generation of the
emergency gyromagnetic heading.
It is supplied with 23.5 V, 400 Hz by standby gyro¬
magnetic compass 30F.
Attachment : similar to 41 F.

(See 12-6)
When in operation, supplies to electronic unit 27F the
corrective voltages required for compensation of apparent
precession. This, together with the mercury levelling
switches, ensures the slaving of vertical gyro to the local
vertical reference.
111F ROLL SYNCHRO AMPLIFIER UNIT Equipment

bay
Includes two amplifiers connected in parallel. It amplifies 13-00
and adapts the roll signal impedance issued from electronic
unit 27F, and delivers it to the magnetic monitoring unit
and to sight head electronic unit 35A.
112F PITCH SYNCHRO AMPLIFIER UNIT Equipment

bay
Identical with previous unit. It adapts and amplifies the 13-00
pitch signal impedance issued from electronic unit 27F,
and delivers it to the radar Doppler34S and to the
sight computer 35A.
114F GMH/TH SELECTOR RELAY Armament

box
This relay is energized through the selection of HDG1 and (equipment
HDG2 modes by selector switch 2 of heading control unit bay door)
37F. When not energized, it transmits the gyromagnetic 13-00
heading from magnetic monitoring unit 29F to associated
electronic unit 60F (for navigation indicator).
When «energized», it transmits the true heading from
navigation computer 103F to associated electronic unit
60F.
AD
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Location Doc.
Access Door No.
115F MMB NORMAL/EMERGENCY CONTROL Bay

armament
Energized when heading control unit 37 F is in «EMG» box
mode. It starts the operation of the emergency heading (equipment
channel which transmits the EGMH signal from emer¬ bay door)
gency gyromagnetic compass 30 F to associated elec¬ 13-00
tronics box 60 F .
116F TH1/TH2 SELECTOR RELAY Bay

armament
Energized on position «N V2», «HDG2» or «EMG» of box
the heading control unit selector, it ensures : (equipment
- operation of the navigation computer, bay door)
- transmission of the reliability signal from navigation 13-00
computer to electronics box 27 F .
117F PITCH CUT-OUT RELAY Bay

armament
This relay is controlled by the test equipment through box
connector 40Z. It substitutes for the pitch signal from (equipment
electronics box 27 F, a test equipment signal delivered to bay door)
synchro amplifier 1 1 1 F and to the navigation computer 13-00
(see 12-6).
118F ROLL CUT-OUT RELAY Bay

armament
Same function as the previous relay, but used for the box
roll signal. (equipment
bay door)
13-00
120F INITIAL SETTING RELAY

(see 12-6)
123F END-OF-INITIAL SETTING RELAY

(see 12-6)
126F REGULATED 26-V AC TRANSFORMER

(see 10-2)
127F HEADING TRANSFER CONNECTOR

(see 12-6)
128F SYNCHRO AMPLIFIER SUPPLY FUSE-BREAKER Electrical

master
Protects phase A of AC system 1 of synchro amplifiers box
111Fand112F.
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MANUAL 12
Location Doc.
Access Door No.
40R OMNIBEARING SELECTOR
(See 12-4)
56R VOR-ILS RECEIVER
(See 12-5)
34S RADAR DOPPLER
(See 12-6)
(See 14-3)
40Z HEADING CHANNEL TEST CONNECTOR (See 10-1)
Ensures connection of test equipment for the gyro

system check and trouble-shooting.
AE
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30 F
FIGURE. 2- IMPLANTATION GENERALE

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COCKPIT LAYOUT
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VERTICAL REFERENCE CHANNEL

The vertical reference channel is composed of the following :
- gyro platform 35 F
- electronics box 27 F
- spherical indicator 28F
- roll and pitch synchro amplifiers 1 1 1 F and 1 12F.
1 - OPERATION OF GYRO CENTER

The gyro center includes two paired components : the gyro platform containing the gyroscopic
components and the electronics box containing the electronic servo and power supply components.
A Principle
The gyro platform consists of a vertical reference gyro with the gyro rotor axis slaved to the
Earth's vertical, and two gimbals arranged as follows : .
-an inner gimbal (pitch gimbal) turning about the transverse aircraft axis in the outer gimbal
(roll gimbal), which itself pivots about the longitudinal aircraft axis in relation to the aircraft structure;
- in addition to the vertical gyro, the pitch gimbal supports a directional gyro.
Both gimbals are slaved to the vertical axis of the vertical gyro by two servo systems, from devia¬
tion information collected by two pickups mounted on the longitudinal and transverse axes of the
aircraft.
The vertical deviation detected by differential transformer PU (Pick Up) is cancelled by motors
M 101 (roll) and M201 (pitch). The rotational axis of the gyro rotor is slaved to the local Earth's vertical
by two mercury leveling switches mounted on the gyro frame along the transverse and longitudinal axes
of the aircraft, as well as by corrections generated by the navigation computer. The amplified signals are
applied to torque motors M1002 (roll) and M1003 (pitch) which permanently return the gyro rotor axis
to the Earth's vertical by gyrostatic effect.
The combined actions of the servo system slaving the gyro rotor to the Earth's vertical and of the
servo system slaving the roll and pitch gimbals to the vertical gyro, result in determining a perfectly
horizontal plane.
The aircraft roll and pitch data are delivered by synchro-machines whose stators are integral with
the aircraft structure and rotors coupled to the gimbal shafts.
B Operation
(1) Power supply

The gyro system is energized from heading control unit 37F (switch «1» to «ON») which delivers
a 28-V DC voltage controlling relay K801. Relay K801 is energized as the 26 V/400 Hz AC voltage
from transformer 24F is applied to relay K802.
All the required voltages are supplied by the power supply unit.
(2) Starting
The starting sequence is divided into two periods of time ranging between 0 and 120 seconds.
(a) From 0 to 30 seconds
This period covers the following functions :
- spinning-up of the vertical and directional gyro rotors ;
- caging of the vertical gyro rotor by supplying electro-magnet E001 ;
- switching of erection circuits to fast erection, but there is no erection since the rotor is caged ;
- alignment of roll and pitch gimbals with the corresponding aircraft axes by electronic switching
of the gimbal servo systems (amplifiers and motors M101 and M201) onto X and Y deviations as
detected by roll and pitch synchro transmitters (respectively CX102 and CX202) ;
- disabling of the servo system of the directional gyro elevation gimbal.
(b) From 30 to 1 20 seconds
This period covers the following functions :
- uncaging of vertical gyro ;
- fast erection of vertical gyro ;
- supply of the PUs with 6 V/5 kHz ;
- electronic switching of roll and pitch gimbal servo systems onto information delivered by pickup
PU 001 ;
- restoration of slaving of directional gyro elevation gimbal
(c) After 120 seconds : period of normal operation.
AE
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(3) Normal operation

The starting sequence is followed by the slow erection of the vertical gyro.
If the navigation computer is operating and delivers its reliability signal, the vertical gyro com¬
puting erection is substituted for the slow erection.
NOTE : The slow and computing erections take account of the own gyro drift displayed on the front
panel of the electronics unit.
C Conditioning (figure 3P)
To obtain maximum efficiency, the gyro platform is maintained in operation at an even and
constant internal temperature of 50 ± 2°C.
This temperature, obtained by agitating the heat emitted by resistors R601 using fan M001, is
regulated by thermistor TH601 controlling relays K803 and K804 via a resistor bridge (cut off with
T > 50° C, energized with T < 50°C). With T > 50° C and relays K803 and K804 at rest, power supplies
to R601 and M001 are cut off ; however to prevent internal temperature from exceeding a certain
value, contact CT003 restores the supply of M001 when this value exceeds 70° C.
A safety device (contact CT601) shorts the power supply to relays K803 and K804 when the
internal temperature exceeds 85° C (fuse F1 blown).
Temperature builds up in the gyro platform as soon as it starts.
27F -- Phase B
Phase C
200V
«?°H0M
Fig. 8
Phase A ~Ct
N _ T801
Tajuuuuul. ri-|K803
r-4nnnnrnnn
r-ETl £ OVDC
| Filter |
+ 15V
KK
u
FIGURE 3P - CONDITIONING
D Monitoring
The monitored functions are as follows :
- voltage and frequency of 1 1 5-V/400-Hz power supply
DC power supplies
- PU 6- and 12-V, 5-kHz voltages
- starting time delays
- roll and pitch gimbal servos
- elevation gimbal servo
- platform temperature control.
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2- OPERATION OF SYNCHRO AMPLIFIERS
Windings X, Y, Z of synchro transmitters CX 102 for roll and CX 202 for pitch are supplied with
high impedance input signals. The amplifiers amplify, in relation to winding Z, the signals issued from
windings X and Y and deliver low impedance output signals. Amplitude and phase of each signal remain
unchanged.
3- OPERATION OF SPHERICAL INDICATOR
A Principle
The sphere is independently subjected to three heading, pitch and roll data.
It moves in the heading direction about an axis passing through the poles.
The sphere is carried by a disc simulating the equator. This pitch-slaved disc is supported by an external
roll-slaved stirrup.
B Operation
Each rotating shaft of the sphere is driven by a specific servo system which is energized :
-for heading : by the information from magnetic monitoring unit 29F (synchro-transmitter
CX 203) controlling motor generator MG 301 (Figure 6).
-for roll : by the information from synchro-transmitter CX 102 on gyro platform 35F, through
electronic unit 27F controlling motor generator MG 101 (Figure 4).
-for pitch : by the information from synchro-transmitter CX 202 on gyro platform 35F, through
electronic unit 27F controlling motor generator MG 201 (Figure 5).
The spherical indicator is energized as 26 V AC system 1 transformer (24F) is supplied.
C Pole setting (Figure 5)
(1) Principle
The purpose of pole setting is to display a typical sphere configuration (black pole centered on the
aircraft symbol of the indicator) in order to prevent its use.
Pole setting is performed by the pilot through the N-P knob of the indicator.
The sphere is then no longer slaved in heading and pitch directions. Pole setting is obtained from the
pitch motor which is operated by an AC voltage superposed on a DC voltage.
(2) Operation
In «P» position, a 26 V AC voltage is applied to the pole setting circuit, thereby energizing RL 601
and RL602 in particular.
As RL 601 is energized, heading servo motor generator MG 301 is no longer supplied.
As RL602 is energized, the pitch information is cancelled and pitch servo motor generator MG 201 is
controlled by the above mentioned voltage.
The sphere is driven to the desired position determined by opening of contact CT 602 which suppresses
the AC component. The remaining DC voltage keeps the axis of motor MG 201 in the obtained
position.
AB
MIRAGE F
FIGURE 4- ROLL CHANNEL

AE
12-79 Restricted FIGURE4
3-114 3-114 FIGURE4 3-114 FIGURE4 3-114
BREGUET AVIATION
MIRAGE F
Restricted MANUAL 12 23T
35F
PU 001 103F
LV201 e V2
r [Rotor]
Set 18°
nose-up
-Q
i
1
L _\3/_.-J| 26V 400 Hz
40Z
1AA|
.S CT001 +
-7^~ y
i
5>
-c M 1003 z
ce
1
__
112F
-u
AC | j J
128F M
117F
t ^Lr~ ( +u
Z. *
J2 101214 4 5 19 22 1 2IJ1I22 23U3 1 37 12 1314
I
39C
J5KMP DE F V YA B bwn PPe DDEEFFJ

27 F
Long (^\
cutoff ^-^
Long, offset + 15V
©© J4
©T
9Vref.
t
Time delay
comput. reliab'.
» -* a
Time Flo- 4
m%. t
delay
Fig. 4
J4 - Fig. 4
x
-#-
F®
fX d FJ1
s
LdbJ r -^
q
30-s time delay
Gyro drift
Fig. 4
FIGURE 5 - PITCH CHANNEL

AB
BREGUET AVIATION
MIRAGE F
NORMAL HEADING CHANNEL

(Figure 6)
The normal heading channel is composed of the following :
- electronic unit 27F

- magnetic monitoring unit 29F
- spherical indicator 28F
- gyro platform 35F
- heading control unit 37 F
-flux valve 41 F.
1 - OPERATION
A Flux valve
The flux valve delivers a magnetic heading reference in the form of 800 Hz signals to the magnetic
monitoring unit.
B Directional gyro (Figure 6)
The directional gyro consists of a rotor with a horizontal shaft, and three gimbals arranged as
follows :
- one elevation gimbal with horizontal shaft, in which turns the gyro rotor shaft (the elevation
gimbal and gyro rotor shafts form an angle of 90°).
- one heading gimbal with vertical shaft ZZ', accommodating the elevation gimbal and gyro rotor
assembly.
- one pitch gimbal slaved to the vertical gyro, supporting all the above components, and mounted
horizontal inside the roll gimbal of the platform.
As the gyro rotor and elevation gimbal assembly must be permanently kept horizontal to obtain
correct heading data, two servo systems are required :
(1 ) Heading gimbal shaft slaving to vertical.
This is obtained with the pitch gimbal slaved to the vertical gyro.
(2) Elevation gimbal slaving to heading gimbal perpendicular component.
This is obtained with the following :

- one optical pickup detecting the elevation gimbal position relative to the heading gimbal PU002,
(deviation and direction detection)
- one deviation signal amplifier
-one torque motor MC301, with the stator secured to the pitch gimbal and the rotor linked to
vertical shaft ZZ' of the heading gimbal to cause the gyro rotor to precess in the suitable direction so as
to return the elevation gimbal perpendicular to the heading gimbal.
Synchro-transmitter CX001 driven by heading gimbal shaft ZZ' provides the directional heading to
the magnetic monitoring unit.
AC
AVIONS MARCEL DASSAULT iL^^rU.
BREGUET AVIATION^<:^=«î>
MIRAGE F
^_-2-^-^^ Restricted MANUAL 12
C Magnetic monitoring unit
(1) Operation in gyromagnetic heading mode
Synchro-transmitter CX001 of the gyro platform furnishes the directional heading to the magnetic
monitoring unit. This heading is received by differential synchro-transmitter CDX101 .
The magnetic heading from the flux valve is received by synchro-receiver CT206. The magnetic
monitoring channel consists of the following :
- one demodulator for the GMH - MH deviation signal from synchro CT206
- one motor MG101 controlling the rotor of CDX101 through slow clutch E101.
Aircraft yaw variation is sensed in the same way by synchros CDX101 and CT206 when the
compensation is correct. The magnetic monitoring channel does not come into action. Slow gyro drift is
sensed by CT206 and cancelled by the magnetic monitoring channel (slow engagement).
Latitude correction (set on potentiometer P1) is applied to the input of amplifier SM, with relay
RL06 deenergized.
Its purpose is to correct the setting of the heading gyro according to the latitude by applying to
CDX 101 a constant voltage corresponding to the variation.
This voltage is a mean value for the latitude in which the aircraft is to be operating during the mission.
At the output of CDX101, a gyromagnetic heading is furnished to the repeating unit (CT202 and
MG201 ) which drives all the output machines.
NOTE : Aerobatic flight. The flux valve does not provide a correct reference when the pitch angle
is>± 15° or the roll angle >± 10°.
The ±15° pitch angle information is supplied from mercury levelling switches. The ± 10° roll
angle information is generated by a comparator from the roll information transmitted by
CX7. Magnetic monitoring is cut off (energization of RL04) in these positions and the
heading furnished to the repeating unit is a pure directional heading (Latitude correction is
still applied).
(2) Operation in magnetic heading mode (heading control unit to «MH»)
This operating mode is used in case of failure of the directional gyro.

When set to «MH», the heading control unit permits :
- energization of relay RL06 which switches off latitude correction and switches on fast clutch
E102.
- energization of relay RL08 which prevents magnetic monitoring cutoff.
- fast engagement, which transforms the monitoring channel into a magnetic heading repeating
channel.
(3) Operation in emergency gyromagnetic heading mode
Operation in the emergency gyromagnetic heading mode is controlled by heading control unit
37 F. Two different modes are available :
(a) With «OFF-ON-ERECT» selector of control unit to «ON» and selector switch to «EMG».
(«OFF-ON» switch in any position).
The normal/emergency relay is deenergized and switches the outputs of :

-CX1 of emergency gyromagnetic compass 30F to repeating unit (CT202 - MG201) of the
magnetic monitoring unit.
-CX2 of emergency gyromagnetic compass 30F to the heading repeater of the navigation
indicator.
All the associated systems are thus supplied with an emergency gyromagnetic heading.
AB
BREGUET AVIATION^c _ _
MIRAGE F
(b) When the «OFF-ON-ERECT» control unit selector is in the «ON» position, the control switch
«ON-OFF» at «OFF» and the mode selector in any position other than «EMG», «HDG1» and
«HDG2» :
The normal/emergency relay is deenergized, thereby making the same connections as in para, (a),
and the magnetic monitoring unit is no longer supplied. As a result :
- navigation indicator card receives the emergency gyromagnetic heading.
heading repeating unit (CT202 MG201) of the magnetic monitoring unit no longer operates.
The associated systems supplied through the repeating unit no longer receive a correct heading.
(4) Starting
Use is possible after 30 seconds have elapsed since power application (energization of RL01) to the
magnetic monitoring unit. The purpose of this time delay is to reset the output data to the magnetic
heading.
To this end, two operations take place at the same time :

- repeating synchro-transmitter alignment with the directional gyro reference.
- alignment with the magnetic reference.
Relay RL07 is deenergized, thereby permitting energization of relays RL08 and RL06.
Relay RL06 permits power supply of fast engagement coil E102 and cuts off latitude correction.
Relay R L08 prevents energization of R L04, and consequently magnetic monitoring cutt-off
D Monitoring
(1 ) Gyro centre (see vertical channel)
(2) Magnetic monitoring unit 29F
The monitored functions depend on the operating mode of the magnetic monitoring unit.
(a) Operation in gyromagnetic or magnetic heading mode
The monitored functions are as follows :

power supply voltages through the rectified 26 V and + 1 5 and 1 5 V voltages
- heading repeating unit (CT202)
- deviation of gyromagnetic heading from magnetic heading. Failure occurs if a deviation not less
than 1 2° lasts for more than 5 to 7 minutes (the monitoring integrator is switched off during aerobatics
and in magnetic heading mode).
(b) Operation in emergency gyromagnetic heading repeating mode
The deviation of the gyromagnetic heading from the magnetic heading is no longer monitored.
Only the other two monitoring systems continue operating.
(3) Spherical indicator :
- indicator power supply is monitored

heading slaving is not monitored.
AB
0675 Restricted 3-118
AVIONS MARCEL DASSAULT iL-*>-Jir\JL MIRAGE F
BREGUET AVIATION ôF3^--?*"^
_/^-^-<2^ Restricted MANUAL 12
E Flux valve compensation
The lubber line is corrected by setting the deviation on the body of synchro-receiver CT206.
Circular correction is performed by an angle compensator (differential gear) which algebraically

subtracts the error on the rotor of synchro CT206, versus heading rotation.
Deviations are set every 45° by means of eight screws on a deformable track. The differential gear
is mechanically linked to the repeating unit through its first input, to the deformable track through its
second input and to the rotor of synchro-receiver CT206 through its output.
AA
BREGUET AVIATION
MIRAGE F
FIGURE 6 - NORMAL HEADING CHANNEL

AK
12-79 Restricted FIGURE 6 3-120 FIGURE 6 3-120
BREGUET
L^^T^l
AVIATION^ÎP^^?^
MIRAGE F
EMERGENCY HEADING CHANNEL

(Figure 7)
The emergency heading channel is composed of the following :

- Emergency gyromagnetic compass 30F
Heading control unit 37F
- Flux valve 75F
- Magnetic monitoring unit 29F.
1 - OPERATION OF EMERGENCY HEADING CHANNEL IN STABILIZED FLIGHT
A Flux valve
The flux valve supplies the emergency gyromagnetic compass with a magnetic heading reference in
the form of 800 Hz signals.
B Emergency gyromagnetic compass
This is a gyro with two degrees of freedom in elevation and heading.

The gyro is composed of three major sections :
- One rotor
- One elevation gimbal
- One heading gimbal.
The gyro rotor shaft turns in the elevation gimbal and the gyro rotor is driven at 24,000 rpm by a
synchronous motor. The rotational axis keeps a fixed horizontal direction.
The elevation gimbal remains perpendicular to the heading gimbal.
The heading gimbal is slaved to the magnetic heading information. It is free with reference to the
MMU integral with the airframe along shaft ZZ'.
Torque motors MC1 and MC2 slaving the elevation and heading gimbals are mounted :
MC1 : on elevation shaft YY' for slaving the heading gimbal
MC2 : on heading shaft ZZ' for slaving the elevation gimbal.
(1 ) ENvation gimbal slaving
The purpose of elevation slaving is to keep the heading and elevation gimbals perpendicular to each
other. The perpendicular position is monitored by an optical electronic system which detects any
deviation and delivers a 0 or 180° phase signal depending whether the deviation is positive or negative.
This signal, applied to control phase of torque motor MC2 generates a torque on the heading gimbal
which causes the rotor to precess in the appropriate direction so as to bring the elevation gimbal back to
90° from the heading gimbal.
(2) Heading gimbal slaving
The purpose of heading gimbal slaving is to keep the shaft XX' of the gyro rotor strictly parallel to
the axis of the magnetic north detected by the flux valve.CTI synchro detector detects the parallelism
variation between these two axes and supplies an error signal which amplified is used to supply the
control phase of torque motor MC1. The torque applied by MC1 to elevation gimbal shaft YY' causes
the rotor to precess in such a way as to bring back its XX' shaft parallel to the axis of the magnetic
north.
AA
BREGUET AVIATION
L^-^V.
^c^j£*Qi>
MIRAGE F
^S_25S*-^^ Restricted MANUAL 12
2 - OPERATION OF EMERGENCY HEADING CHANNEL ON STARTING

A - Starting sequence
On energization, the gyro is in any position («OFF-ON-ERECT» selector switch of the heading
control unit to «ON»). The starting sequence is as follows :
- on energization, the gyro rotor is supplied and starts spinning up.
-after 10 seconds and up to a time shorter than 1 minute (depending on the initial deviation
between the heading of the gyro rotor axis and the magnetic heading), fast resetting of the elevation
and azimuth gimbals takes place automatically. The heading resetting rate is then positively higher than
70°/min., since the gyro rotor has not yet reached its nominal speed. Fast resetting is automatically
stopped when the heading deviation becomes lower than 2.5 to 5°.
-the remaining heading deviation is suppressed in slow resetting mode (normal operation). The
gyro rotor reaches the nominal speed 80 seconds after switching on.
B Slow resetting/fast resetting selection
Slow or fast resetting operation is determined by the resetting logic.
This logic receives the following data :
- end of 10 sec. time delay
- MH - EGMH heading deviation
- manual fast resetting control.
It acts on :
- relay K1
- latitude correction (potentiometer P1 ).
The energization of relay K1 shorts resistor R1 and potentiometer P1, which causes the following :
- for elevation resetting, it increases the voltage applied to the energization winding of torque
motor MC2 to increase its speed ;
- for heading resetting, it increases the voltage applied to both the energization winding and the
control winding of torque motor MC1 by modifying the slaving amplifier gain, to increase its speed.
Latitude correction is cut off in fast resetting mode by suppressing power supply to
potentiometer P1.
A monitoring unit keeps relay K2 energized if the servo systems are operating in slow resetting
mode.
Fast resetting can be controlled manually on the ground or in flight through the fast erection
selector of the heading control unit. Resetting is checked through the galvanometer giving the MH -
EGMH information.
NOTE:
(1 ) When the heading deviation exceeds 8 , reset is by keeping the selector switch depressed in
«ERECT» position.
It is also possible to continue fast resetting up to 0°, when the heading deviation is less than
2.5 to 5°, provided the selector switch is kept on «ERECT».
(2) When the MH - EGMH deviation is between 175 and 185°, fast resetting does not occur.
Every time the emergency heading channel is started, the selector switch must be maintained
at «ERECT» to preclude this error.
3- FLUX VALVE COMPENSATION - LATITUDE CORRECTION

A - Emergency heading channel compensation
Flux valve magnetic compensation is performed on emergency gyromagnetic compass 30F using
two N-S and E-W potentiometers which apply correcting DC voltages to the windings of the flux valve.
B - Latitude correction
Latitude correction is performed by injecting a voltage into the input of the heading servo
amplifier through potentiometer P1 .
Its purpose is to correct the setting of the heading gyro according to the latitude by applying to
CDX 101 a constant voltage corresponding to the variation.
This voltage is a mean value for the latitude in which the aircraft is to be operating during the mission.
AF
AVIONS MARCEL DASSAULTft^
BREGUET AVIATIONôT
MIRAGE F
30 F
~ii <a Latitude

setting
4
3
5
-29F Fîg. 6
9
8
10
FIGURE 7 - EMERGENCY HEADING CHANNEL
AG 3-123 FIGURE 7 3-123

04-80 Restricted
BREGUET AVIATION ^-oP3 J3^4
MIRAGE F
See 12-6
75F
<
D
AG
AVIONS MARCEL DASSAULT /U_>*_r9L
BREGUET AVIATION^, _^ -
MIRAGE F
GYRO SYSTEM MONITORING
(Figure 9)
Gyro system monitoring involves :

- monitoring of vertical channel
- monitoring of magnetic monitoring unit 29F.
1 - MONITORING OF VERTICAL CHANNEL
This is performed from the internal monitoring systems of the following equipment :
- Electronic unit 27 F
- Gyro platform 35 F
- Spherical indicator 28F.
Failure of the gyro center or the electronic unit causes :

- extension of alarm flag on spherical indicator 28 F
- masking of horizon on sight head 34A
- connection interlock, or switching-off of AP 39C
- appearance of the two red flaps on the «GYRO» indicator of control unit 37F.
Failure of the spherical indicator causes :

- extension of alarm flag on spherical indicator 28 F .
2- MONITORING OF MAGNETIC MONITORING UNIT29F
A - When using the normal heading channel (selector positions «NAV1 », «NAV2», «HDG1 », «HDG2»
on heading control unit 37F).
The monitored circuits are as follows :

- power supplies
- gyromagnetic heading repeating unit
- magnetic monitoring circuit : if the GMH - MH deviation is not less than 12° for more than 5 to 7
minutes.
I Any failure occuring on one of the above circuits causes appearance of the two red flaps over
the «HDG» indicator and connection interlock or switching-off of autopilot 39C.
NOTE 1 : When the magnetic monitoring circuit is in fast resetting mode (starting sequence) or the
selector switch of the heading control unit is at «MH», the magnetic monitoring circuit
is monitored in a different way. Failure occurs when the error signal from the
demodulator exceeds a preset threshold.
NOTE 2 : During aerobatics (R > 10° or P > 15°), magnetic monitoring is cut off and the magnetic
monitoring circuit is no longer monitored. As the aircraft returns to a stabilized flight,
the GMH - MH deviations existing during aerobatics are not sensed by the reliability
monitoring system.
AB
BREGUET AVIATION .<<£
MIRAGE F
28 F 34A 39C
Reliability Horizon if
reliability
J Roll signal present Connection
Channels
possible
if
27Fand29F
correctly
operating
Power supplies
PU power supply Power supplies
Roll and pitch gimbal servos Repeating unit
Time delays GMH-MH deviation/
Elevation gimbal servo 6 m in.
Heating control
FIGURE 9 - GYRO SYSTEM MONITORING

AB
AVIONS MARCEL DASSAULT tLJ^^tTXL
BREGUET AVIATION^gP_^<^Q>
MIRAGE F
^Z^*^^ Restricted MANUAL 12
B When using the magnetic monitoring unit in emergency gyromagnetic heading repeating mode
(selector switch of heading control unit 37 F set to «EMG»).
The monitored circuits are as follows :

- power supplies
- repeating unit.
I Failure of one of the above circuits causes appearance of the two red flaps over the «HDG»
indicator of heading control unit 37F and connection interlock or switching-off of autopilot 39C.
As magnetic monitoring is cut off, the magnetic monitoring circuit is not monitored.
C Magnetic monitoring unit not supplied (control switch of heading control unit 37F set to «OFF»,
mode selector on any position other than «EMG») and use of emergency gyromagnetic compass 30 F
(«ON-OFF-ERECT» selector of heading control unit 37F set to «ON»).
As the magnetic monitoring unit is not supplied, the «HDG» indicator on heading control unit
I 37 F shows its two red flaps and autopilot 39C cannot be used.
AB
06 -77 Restricted 3-127
BREGUET AVIATION ^^^
MIRAGE F
Navigation Sight Magnetic

Spherical Navigation Doppler Sight VOR/ILS Omnibearing Bombing Heading
indicators electronics monitoring
Data From indicator computer radar head AP39C receiver selector (OBS) computer control unit
28F I '1
103F 34S 34A 56R 40R 23T
box 37F box
68 F - 60F 35A 29F
i
Synchro-
Magnetic Synchro- Synchro- Synchro- Synchro- Synchro- Synchro-
transmitter solver
monitoring transmitter transmitter transmitter transmitter transmitter transmitter
CX207* RR' V208
box CX203* CX211* TX210* CX203* CX207* CX209*
via 35A
Heading
Gyro
Synchro- Synchro-
platform
transmitter transmitter
(directional
CX001 CX001
reference)
Synchro-
Emergency Synchro-
transmitter
gyromagnetic transmitter
CX2*
compass CX1
via 29F
Gyro platform -> Resolver

L nvar Resolver
RV101
L.V103 RV101
via via 35A
electronics Synchro- Synchro-

Roll box -> transmitter transmitter
CX102 CX102
and
roll Synchro- Synchro- Synchro-
transmitter
synchro transmitter transmitter
CX102
amplifier -* CXI 02 CX102
via 35A
Gyro platform-*
via |
Pitch electronics Synchro- Synchro- Synchro-

Linvar
box-* transmitter transmitter transmitter
LV201
CX202* CX202* CXJ202*
and
Synchro-
pitch Synchro- Synchro-
transmitter
synchro transmitter transmitter
CX202*
amplifier CX202* CX202
through 35A
Tested outputs
FIGURE 10 - ROLL, PITCH AND HEADING DATA DISTRIBUTION
AJ
BREGUET AVIATION ^cv
tLJ^^b^l
^v -
MIRAGE F
REMOVAL - INSTALLATION OF GYRO CENTRE
1 - MATERIALS
- Cleaning and degreasing materials for electric and electronic equipment.
- BR ISAL petrolatum OX 50.855.
A - Open equipment bay door 13.00.
B - Lift tilting floor.
3- REMOVAL
NOTE : As the gyro platform and the electronics unit are paired, remove the latter first.
CAUTION :
1 - WAIT 10 MINUTES FOR COMPLETE GYRO STOP, BEFORE STARTING REMOVAL OF
THE PLATFORM.
2 - NEVER ALTER THE SETTING OF THE TWO JACKS CROSSED BY THE GYRO CENTRE
ATTACHING SCREWS.
A Disconnect plugs from rear panel of gyro platform.
B Loosen the two captive screws on rear panel of gyro platform.
C Clear front self-aligning bearing from bearing socket integral with aircraft structure and remove
gyro platform.
4- INSTALLATION
A Clean bearing socket accommodating front self-aligning bearing of gyro centre and the two mating
surfaces of rear attaching jacks.
B Slightly smear front self-aligning bearing of gyro platform and sockets of rear attaching jacks with
petrolatum.
C Proceed in reverse order of removal.
5- FINAL STEPS
A Lower and lock tilting floor.
B - Close equipment bay door 13.00.
C Conduct a gyro system test.
AC
BREGUET AVIATION
L^^TVl
_ _
MIRAGE F
BRIEF CHECK OF GYRO SYSTEM
1 - PURPOSE
- To check the system for correct operation after installation of a component of the gyro system,
or long unserviceability of the aircraft.
- To facilitate trouble shooting, if applicable.

-1 15/200 V, 400 Hz ground power unit.
Supply aircraft with electrical power.

-
Energize the navigation indicator (in AD position) and the sight system (in «NAVIGATION»
-
mode).
4- PROCEDURE
A Check of starting sequence for vertical channel and normal heading channel.
(1) On heading control unit, set the «OFF-ON» gyro control switch to «ON» position, the mode
selector to «NAV1 » position and make sure that :
- sphere of spherical indicator and compass cards of polar indicator and sight head oscillate in
heading for a few seconds.
- sphere of spherical indicator is set to 0° roll and 0° pitch nose-up whatever the aircraft attitudes
(alignment of gyro center roll and pitch gimbals with reference axes of gyro center for 30 seconds).
I - the heading control unit «HDG» indicator indicates correct operation (white flaps).
-after 120 seconds, the «GYRO» indicator of heading control unit indicates correct operation
I (white flaps) the alarm flag of spherical indicator disappears and the horizon appears on sight head.
- roll and pitch data on the sphere of spherical indicator slowly change (0.8°/min. approximately)
in direction of the aircraft roll and pitch angles.
If the aircraft is in level flight position during the check (FRL horizontal), the sphere should read
0° pitch angle after about four minutes have elapsed since energization of the gyro center.
(2)Set the selector switch of heading control unit to «MH» and ascertain that :
- displayed heading coincides with that of standby compass.
- heading displayed by spherical indicator, polar indicator and sight head is the same as in position
| «NAV1 » and that «HDG» indicator indicates correct operation (white flaps).
AF
06"77 Restricted 3 -501
AVIONS MARCEL DASSAULT n^-^^TU.
BREGUET AVIATION^cF=!£f<C>
MIRAGE F
^^"-^^ Restricted MANUAL 12
(3) Check that, in position «NAV2», the heading displayed is the same on all indicators.
B Check of starting sequence for emergency heading channel.
On heading control unit, set the mode selector to «EMG» position and the «OFF-ON-Erect»
selector to «ON», and make sure that :
all heading repeaters oscillate during gyro start
- deviation indicator pointer, on heading control unit is fully deflected to right or left
- «HDG» indicator indicates correct operation (white flaps)
NOTE : If the deviation between gyromagnetic data and magnetic heading is less than 8°, the
deviation indicator pointer does not fully deflect.
after 10 seconds, fast resetting takes place (all compass cards rotate)
-
when the pointer returns from full deflection, the compass cards rotate at
- a very slow rate (slow
resetting).
NOTE : Fast resetting can be continued up to zero GMH-MH deviation by holding the
«OFF-ON-Erect» selector in «Erect» position on heading control unit.
When the deviation indicator pointer, on heading control unit, faces the center mark, make sure
that resetting is completed by switching «OFF-ON-Erect» selector to «Erect», the heading shown by
the repeaters should not change.
C Check of heading channel in emergency mode with gyro system (gyro center, magnetic monitoring
unit) not supplied.
On heading control unit, set the «ON-OFF» control switch to «OFF». Leave the «OFF-ON-Erect»
selector to «ON» and check that :
- «GYRO» indicator, on heading control unit, indicates failure (two red flaps)
alarm flag appears on spherical indicator
- heading displayed by polar indicator is the aircraft heading.
NOTE : When the switch of heading control unit is set to OFF, the ball of spherical indicator may
rotate in roll and pitch until the pole setting is achieved.
D Check of spherical indicator pole setting
- On heading control unit, set the «ON-OFF» control switch to «ON» (allow time for the
120-second starting sequence and cancellation of the spherical indicator flag).
On spherical indicator, place the pole setting control knob to «P»

-check appearance of flag
make sure that the sphere displays the SOUTH pole.
Return pole setting control knob to «N» and check :

- disappearance of flag
- the return of sphere to its initial position.
5- FINAL STEPS
- Switch off systems used
- Switch off electrical power supply to aircraft.
AB
<*-" Restricted 3"502
BREGUET AVIATION ^S^^SÔ
L=>*^rU MIRAGE F
SETTING OF NORMAL HEADING CHANNEL COMPENSATION
1 - SCOPE
The purpose of the normal heading channel compensation is to suppress the effects of disturbing
magnetic fields affecting the flux valve.
This operation involves two corrections :

- lubber line correction,
circular correction at cardinal and intercardinal points.
The compensation is made after replacing the magnetic monitoring box or the flux valve.
- Bearing compass VION type 100 with tripod.

- 5-200 V/400 Hz power supply.
1 1
- Nosewheel steering bar.
CAUTION :
TÀTE THE NECESSARY SAFETY MEASURES WHEN WORKING ON CONTROL AND
NAVIGATION SYSTEMS (see 12-0).
Check that the seat and cockpit safety devices are fitted.
-
the aircraft on the compensation area.
- Bring
- Place the nosewheel steering bar on the nose U/C and uncouple the U/C torque arms.
- Place the ground power unit to the left of the aircraft, along the main U/C wheel axis, and as far
as possible.
IMPORTANT NOTE :
BRING ANY OTHER METAL MASS TO MORE THAN 50 m FROM THE AIRCRAFT.
NOTE : During the revolutions, the ground power unit shall be kept in the same position relative to
the aircraft.
- Open the equipment bay door.

- On the magnetic monitoring box :
- remove the cover from the compensation device ;
- fully tighten each of the eight circular compensation screws, then loosen them by four
complete turns ;
loosen the lubber line correction lock screw ;
-
check the setting of the compensation area latitude.
-
- If the magnetic monitoring box has been replaced, select the lubber line correction displayed on
the previous box.
- If the upper flux valve has been replaced, set the lubber line to zero and lock the flux valve on its
mount. Close the access door.
4- MEASURING AND CALCULATING THE DEVIATIONS
The aircraft shall be directed to the eight cardinal and intercardinal headings in succession, to
within a few degrees.
For each heading, place the bearing compass at about 30 m ahead of the aircraft and along its
centerline.
At each heading, the deviation is :
d = MH-CH
where MH = magnetic heading read from the MMB-card,
CH = compass heading read from the bearing compass.
AA
BREGUET
/L->*^_rVL
AVIATIONôF-V^Ô
MIRAGE F
^C^^^=^ Restricted MANUAL 12
5- PROCEDURE
A Preliminary steps
Feed the aircraft with power supply.

-
Start the gyro system. On the heading control unit, set the selector switch to magnetic heading
-
position.
- Start the emergency heading channel so as to be in the normal flight conditions.
Turn the aircraft through a complete revolution then calculate the deviations.
Calculate the lubber line error :
A = algebraic sum of 8 deviations

8
- On the magnetic monitoring unit, correct the lubber line error, taking its sign into account :
- if A < 0, turn the control in the clockwise direction ;

if A > 0, turn the control in the counterclockwise direction.
-
- Lock the lubber line control.
C Circular compensation
- Turn the aircraft through a complete revolution ; for each heading, adjust the related compen¬
sation screw so as to cancel the deviation.
- Perform a second revolution for more accuracy.
6- FINAL STEPS
- Switch off the gyro system (normal and emergency channels).

- - Check locking of the lubber line correction.
- Fit the cover on the compensation device.
- Close the equipment bay door.
- Switch off aircraft power supply.
- Remove the nosewheel steering bar.
- Couple the torque arms back to the nose U/C.
AA
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MIRAGE F
SETTING OF EMERGENCY HEADING CHANNEL COMPENSATION
1 - SCOPE
The purpose of the emergency heading channel compensation is to suppress the effects of dis¬
turbing magnetic fields exerted on the flux valve.
This operation involves two corrections :

- lubber line correction,
- semicircular correction at cardinal points.
The compensation is made after replacing the emergency gyromagnetic compass or the flux valve.
- True bearing compass Vion type 100 with tripod

- Nose wheel steering bar
CAUTION :
TAKE THE NECESSARY SAFETY MEASURES WHEN WORKING ON CONTROL AND
NAVIGATION SYSTEMS (see 12-0).
- Place the nose wheel steering bar on the nose U/C and uncouple the U/C torque links.
- Check that the seat and cockpit safety devices are fitted.
- Bring the aircraft to the compensation area.
- Place the ground power unit to the left of the aircraft, along the main U/C wheel axis, and as far
away as the cords will allow.
IMPORTANT NOTE :
REMOVE ANY OTHER METAL MASS TO MORE THAN 50 m AWAY FROM THE AIRCRAFT.
NOTE : During the revolutions, the ground power unit shall be kept in the same position relative to
the aircraft.
- Open the equipment bay door.

On the emergency gyromagnetic compass, set the two NS and EW compensation potentiometers
-
to neutral position and set the latitude of the compensation area.
- If the emergency gyromagnetic compass has been replaced, select the semicircular correction of
the previous compass.
- If the lower flux valve has been replaced, select the lubber line correction of the previous flux
valve. Take care to lock the flux valve on its mount.
4- MEASURING AND CALCULATING THE DEVIATIONS
The aircraft shall be directed to the eight cardinal and intercardinal headings successively, to
within a few degrees.
For each heading, place the true bearing compass at about 30 m in front of the aircraft and along
its centerline.
At each heading, the deviation should be :
d = EGMH - CH
where EGMH = emergency gyromagnetic heading read from the MMB card,
CH = compass heading read from the true bearing compass.
AA
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5- PROCEDURE
A Preliminary steps
- Feed the aircraft with power supply.

- Start the emergency heading channel.
- On the heading control unit, set the selector switch to emergency position.
Set the rudder-antiskid switch to rudder position.
Turn the aircraft through a complete revolution then calculate the deviations.
- Calculate the lubber line error :
A = Algebraic sum of 8 deviations

T
- Display the lubber line correction.
If A exceeds 0, turn the flux valve in the counterclockwise direction.
- Take care to lock the flux valve on its mount.
C Semi-circular compensation
Turn the aircraft through a second revolution and using the recorded values, calculate the
coefficients :
B=dE -dW and C=dN-dS

2 T-
where d.E, dW, dN and dS are the (algebraic) deviations recorded at the cardinal points.
Direct the aircraft to North heading (to within a few degrees) and select C on the NS
potentiometer (one division = 3° )
- Direct the aircraft to East heading and proceed in the same way to select coefficient B on the EW
potentiometer (one division = 3°).
- Turn the aircraft a complete revolution and check that :
dN = dS (algebraically)
dE =dW (algebraically).
If the result is not satisfactory, repeat the circular compensation.
6- FINAL STEPS
- Stop the emergency heading channel
- Set the rudder-antiskid switch to «OFF».
- Close the flux valve access door.
- Close the equipment bay door.
- Switch off aircraft power supply.
- Remove the nosewheel steering bar.
- Couple the torque arms back to the nose U/C.
AA
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_
MIRAGE F
SECTION 5
VOR/ILS AND MARKER BEACON SYSTEM
TABLE OF CONTENTS
Page
5-0 GENERAL
- Principle of VOR/ILS and marker beacon system 5-001

-Operation of VOR/ILS receiver 5-108
- Information distribution 5-116
- Operation of marker beacon system 5-119
Incorporated documentation
-VOR/LOC-GLIDE SLOPE antennas P/N AMD AVORG51 5-121
5-2 TROUBLESHOOTING
- Trouble shooting of VOR/ILS and marker beacon system 5-201
- Removal - installation of marker beacon receiver 5-301
- Brief check of VOR/ILS and marker beacon system 5-501
Figure No. Page
1 VOR/ILS AND MARKER BEACON SYSTEM SCHEMATIC 5-002

4 VOR/ILS RECEIVER : RECEPTION CIRCUITS -SELF-TESTS 5-109
5 VOR/LOCALIZER/GLIDE SLOPE CIRCUIT OPERATION -DISPLAYS ........ 5-111
7 VERTICAL AND HORIZONTAL POINTER DEVIATIONS 5-117
8 MARKER BEACON SYSTEM 5-120
9 VOR/LOC-GLIDE SLOPE ANTENNAS 5-121
AE
08"77 Restricted S"1
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LJ>~r\. MIRAGE F
PRINCIPLE OF VOR/ILS AND MARKER BEACON SYSTEM
(Figure 1)
The VOR/ILS and marker beacon system is a radio-electrical navigation means operating with a
beacon on ground and furnishing the following :
- VOR beacon bearing
- VOR course deviation information
- ILS LOCALIZER and GLIDE SLOPE deviation data
- the moment at which the aircraft flies over marker beacons.

- VOR/ILS receiver 56R which is provided with two receivers :
- one VOR/LOC receiver
- one Glide Slope receiver.
- MARKER beacon receiver 90 R
- VOR/ILS control unit 53R permitting selection of the VOR and I LS frequencies.
- antennas :
- VOR/LOC 58R
-GLIDE SLOPE 57 R
-MARKER beacon 91 R.
- display components :
- polar indicator 68F displaying the VOR beacon bearing, through «VOR-ADF»» selector
switch 11 8R.
- spherical indicator 28F displaying the radio course deviation, TO/FROM information or ILS
deviation information and the moment at which the aircraft flies over the MARKER beacon through
omnibearing selector 40R.
- radio selector unit 29R receiving VOR, ILS or MARKER beacon identification signals.
The VOR system is used in the automatic mode (automatic VOR) or the manual mode
(manual VOR).
- Automatic VOR :
the VOR bearing is displayed on the navigation indicator.
- Manual VOR :
the system operates with omnibearing selector 40R and furnishes to spherical indicator 28F the
VOR course deviation and the aircraft position relative to the TO/FROM change-over zone.
O9-77 Restricted 5 -°°1

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MIRAGE F
91 R Marker beacon antenna
90R
Marker beacon receiver

Marker beacon indicating
Receiver 51 R 118R
ADF
VOR
VOR/ADF
selector switch
Marker beacon audio
AP 39C 29fî Radio selector
29F box
MH VOR/LOC audio
GMH
Magnetic EGMH
monitoring 117R
box
56R
60F
58 R VOL/LOC VOR/ILS receiver Hi-
AP39C antenna
VOR/ILS ^ Auto VOR Associated
self-test
VOR/LOC
VOR BRG rr^^ electronics
interlocked receiver
when radio or G/S + ADF
mode selected bearing VOR BRG
53R
Navigation
VOR/LOC AF MH, GMH, EGMH indicator
Self-test VOR/ILS
control Self-test Radio course
VOR circuits selection
VOR/ILS
control unit VOR
ILS frequency
cm
I
Frequency
Selection
Frequency
selection
"28 V
Til LOC
- AP39C
52R
O
Q
.S"
1 57 R Glide
slope antenna
O
-J
Glide slope Glide slope

receiver circuits
FIGURE 1 - VOR/ILS AND MARKER BEACON SYSTEM SCHEMATIC

AH
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MIRAGE F
TABLE OF COMPONENTS
Location Doc.
Access Door No.
39C AUTOPILOT
(See 13-2)
24F 26 V AC 1 TRANSFORMER
(See 10-2)
28F SPHERICAL INDICATOR Cockpit

(Instrument
Displays the aircraft attitude and heading data (See 12-3) panel)
and the radio-navigation data from VOR/ILS receiver 56R
and Marker beacon receiver 90R.
The navigation information is displayed by the following :
VOR mode :
vertical pointer 8 indicates the radio course passing
via the beacon (selected on omnibearing and VOR selector
40R) in relation to the aircraft :
- if the heading followed by the A/C does not exceed
the radio course displayed by ± 90°, the vertical
pointer indicates the position of the axis of the course
displayed passing via the beacon.
- if the A/C heading exceeds the radio course displayed
by ± 90°, the vertical pointer indicates the position
opposite the indicated course passing via the beacon.
- the 3-position TO-FROM sense flag 9 indicates :
- TO : the A/C is in the quadrant limited by the TO-FROM
change over zone containing the QDM orientated half axis
(course displayed) limited in the direction positively
orientated by the radio beacon.
- FROM : the A/C is in the other quadrant. TO indication
is reversed as the A/C crosses the change-over zone
determined by a fictitious axis perpendicular to QDM axis
(course displayed) passing via the radio beacon; a ± 10°
tolerance is admissible on either side of this perpen¬
dicular.
BLACK FLAP : when the system is :
-in ILS mode
- in TO-FROM change-over zone
- without any radio signals
- when the omnibearing and VOR selector 40R is on
OFF position.
AC
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Restricted
MANUAL 12
Location Doc.
Access Door No. S 1
I LS mode
- Vertical pointer 8 indicates the position of the
Localizer radio beam in relation to the aircraft.
- Horizontal pointer 10 indicates the position of the
Glide Slope radio beam in relation to the aircraft.
- A Marker light 1 1 with intensity adjustable by turning
to positions D (Day) or N (Night) indicates the
aircraft passage over Marker beacons.
NOTE:
The horizontal pointer is provided with a stop at the
bottom, the vertical pointer with a stop on the right.
These pointers are visible when they abut on these stops
and are biased out of view to left and up in the following
cases :
VOR or Localizer failure signals for the vertical
pointer.
- Glide Slope failure signal for the horizontal pointer.
- When the omnibearing selector is switched off, and
the aircraft energized.
When the aircraft is not energized, the pointers are in
the center of the sphere.
Testing :
The Marker light can be tested by depressing pole setting
knob 7.
29F MAGNETIC MONITORING UNIT

(See 12-3)

(See 12-6)
61F POLAR INDICATOR FUSE BREAKER

(See 12-6)
68F POLAR INDICATOR Cockpit X

panel)
Displays the VOR bearing through single pointer 5 and
compass card 1 .
LH flag 14 signals failure of the automatic VOR
system.
65 L LIGHTING DISTRIBUTOR
(See 08-2)
4R V/UHF CONTROL UNIT

(See 11-1)
14R UHF CONTROL UNIT

(See 11-2)
AC
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MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. _S_
29R RADIO SELECTOR UNIT Cockpit X

(See 11-3) (LH console)
Permits audio adjustment of the VOR or LOC beacon

identification signals and adjustment of the 960 Hz
signal in VOR self-test mode.
Permits listening to the MARKER beacon identification
signals adjusted through potentiometer «MKR + TB»
(when no ground system is connected to the telebriefing
receptacle).
40R OMNIBEARING AND VOR SELECTOR Cockpit

(RH console)
It serves for :
- display of the radio course
- transmission of VOR/LOC left and right course
deviation and VOR TO/FROM sense information
processed by VOR/ILS receiver 56R.
- transmission of Glide slope information processed
by VOR/ILS receiver 56R.
formating failure signals from :
VOR/ILS receiver 56R (VOR beacon bearing
information not available, Localizer or glide failure
shown by removal of vertical and horizontal pointers
from spherical indicator 28F).
- VOR/I LS selection of signals mentioned above
- conditioning of signal of heading deviation between
the radio course displayed and the aircraft heading
intended for autopilot 39C.
It includes :
- a button 1 for displaying the course to be followed
a button 2, concentric to 1, allowing use of VOR
receiver in manual mode.
- a mechanical counter with three drums 3 indicating the
course to be followed.
Lighting
5 V AC edge lighting is ensured by lighting distributor
65L controlled by the lighting control unit 29L.
51 R OMNIBEARING SELECTOR FUSE-BREAKER Electro-

center
Protects DC system 1 of omnibearing selector 40R.
52 R VOR FUSE-BREAKER Electro-

center
Protects AC system 2 load-shedding of VOR/ILS
control unit 53 R.
AF
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MIRAGE F
Restricted
MANUAL 12
Doc.
Item Location
Name Characteristics and Functions
Access Door No.
53R VOR/ILS CONTROL UNIT Cockpit X

(RH console)
Permits use of the VOR/ILS system, for energization,
frequency selection (VOR or ILS), and self-test of the
VOR/ILS system.
Controls the operation of the MARKER beacon
system through the VOR/ILS receiver by selecting an
ILS frequency.
Includes :
- one knob 1 , selecting kHz frequencies
- one knob 2, selecting MHz frequencies
- one counter 3 displaying the frequency selected
through knobs 1 and 2
- one OFF-ON knob 4, concentric with 2
- one knob 5, spring loaded in the centre, concentric
with 1 , controlling self-test of the VOR/ILS and
MARKER beacon system.
Lighting
28 V AC lighting is ensured by lighting distributor
65 L controlled by lighting control unit 29L.
56R VOR/ILS RECEIVER Equipment

bay
Permits reception and use of : 13-00
VOR radio-navigation signals within the 108-1 18 MHz (common
range. rack)
localizer signals (ILS/Localizer) within the
108-1 12 MHz range.
- glide slope signals (I LS/G LI DE SLOPE) within the
329.3 to 335.15 MHz range.
- VOR or ILS/LOC beacon identification signals
(Audio output : Z = 600 ft).
The VOR/ILS receiver includes :

- one VOR/LOC receiver permitting reception of the
VOR and ILS/Localizer signals. It is provided with
200 channels spaced 50 kHz within the 108-1 18 MHz
range. Of these 200 channels, 160 are used for the VOR
mode and 40 are used for the LOC mode.
The VOR mode frequencies are spaced over the full
108 to 1 18 MHz range whereas the LOC mode frequencies
are limited to 108.10 to 111.95 MHz range.
- an ILS GLIDE SLOPE receiver permitting reception of
GLIDE signals over 40 channels in the 329.3 to
335.15 MHz range.
For each LOC mode frequency there is a corresponding
GLIDE mode frequency.
AG
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MIRAGE F
Location Doc.
Access Door No.
Matching circuits permitting :

generation of the VOR bearing information for
-
using the system in the automatic VOR mode.
- generation of the course deviation information for
using the system in the manual VOR mode.
- generation of the TO/FROM information.
- generation of the Glide slope deviation information
and the Localizer deviation information.
NOTE : VOR/ILS selection is performed on VOR/ILS

control unit 53R by selecting a VOR or ILS frequency.

- one fuse 1, for the GLIDE SLOPE receiver
- one window 2, displaying the magnetic heading to
station
- one fuse 3, for the VOR/LOC receiver.
Testing :
Self-test controlled through VOR/ILS control unit
53R permits the VOR/ILS receiver to be checked for
correct operation.
57 R GLIDE SLOPE ANTENNA Fin

top
Faired glass-resin laminate antenna consisting of two
folded strands on either side of the fin plane.
Characteristics :
- range : 329.3-335 MHz
- impedance : 50 fi
- polarization : horizontal
- VSWR : < 2
58R VOR/LOC ANTENNA
Faired glass-resin laminate antenna consisting of two

half-loops on either side of the fin plane.
Characteristics :
range: 108-1 18 MHz
impedance : 50 ft
- polarization : horizontal
- VSWR : < 4.
AC
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MIRAGE F
Restricted
MANUAL 12
Doc.
Location
Access Door No. I
67 R COAXIAL TEE CONNECTOR Fin

top
Receives the Glide Slope signal from the two strands D4-48
of the Glide Slope antenna and transmits it to the
Glide Slope receiver of the VOR/I LS receiver.
68R COAXIAL TEE CONNECTOR Fin

top
Receives the VOR or LOC signal from the two half- D4-48
loops of the VOR/LOC antenna and transmits it to
the VOR/LOC receiver of the VOR/I LS receiver.
90 R MARKER BEACON RECEIVER Bottom

of frames
Receives the signals transmitted by ILS radio beacons. 37-38
This is a receiver tuned to 75 MHz with direct ampli¬ (access
fication. through
Receiving a signal results in generating a signal antenna)
modulated at 400, 1300 or 3000 Hz according to the
overflown radio beacon.
This signal is transmitted to the MAR KE R beacon
light of spherical indicator 28F and to the audio circuit
of radio selector unit 29R.
Testing :
The receiver can be tested from VOR control unit 53R.
91 R MARKER BEACON ANTENNA Bottom

of frames
- This is an embedded directional antenna. 37-38
- Polarization : Horizontal
- Tuned to 75 MHz frequency
- Impedance : 50 ft
-VSWR :<3.
116R VOR/RADIO COMPASS RELAY Armament

box
Switches polar indicator fine pointer from VOR bearing
(working position) to Radio-compass bearing (rest
position).
117R VOR/RADIO COMPASS RELAY Armament

box
Switches the LH flag of polar indicator to VOR correct
operation signal (in working position) or + 28 V aircraft
mains (in rest position).
118R «VOR/ADF» SELECTOR SWITCH Cockpit

(Instrument
In «VOR» position, energizes relays 1 16R and 1 17R. panel)
AF
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MIRAGE F
Restricted
MANUAL 12
Doc.
Item Location
Name - Characteristics and Functions
Access Door No.
124R RADIO COMPASS RECEIVER

(See 12-8)
40Z HEADING CHANNEL TEST CONNECTOR

(See 12-3)
41Z RADIO-NAVIGATION TEST CONNECTOR (See 10-1)
Permits connection of test equipment for checking and

trouble shooting the VOR/I LS system.
44Z MAP DISPLAY UNIT TEST CONNECTOR

(See 12-6)
AA
09 77 Restricted 5-105M
AVIONS MARCEL DASSAULT/ V:\ MIRAGE F
BREGUET AVIATION^-ri
N Restricted MANUAL 12
SECTION A
56 R

GENERAL LAYOUT
AG
MIRAGE F
BREGUET AVIATION
29R

COCKPIT LA YOUT
AJ
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/L>>^rU MIRAGE F
OPERATION OF VOR/ILS RECEIVER
1- GENERAL
In VOR operating mode.
The VHF carrier simultaneously applies to the receiver, two signals of the same frequency (30 Hz)
between which a phase shift measurement is made. One signal is called «Reference phase» and the other
«Variable phase».
The reference audio signal of 30 Hz frequency-modulates a 9960 Hz signal called «sub-carrier».

The frequency departure is ± 480 Hz. The resulting signal amplitude-modulates the VHF carrier.
As the radiation lobe of the beacon transmission antenna rotates at 30 turns per second, the
receiver receives a carrier amplitude-modulated at 30 Hz.
Matching circuits of the receiver measure the beacon bearing from the phase difference between
the two 30 Hz frequencies received by the VOR/LOC receiver. An additional modulation of the carrier
with a 1000 Hz Morse signal contains the beacon identification signal.
In ILS/Localizer mode.
The localizer beacon produces two divergent radiation diagrams directed to the runway threshold.
One radiation diagram results from the transmission of a carrier amplitude-modulated at 150 Hz, and
the other one from the transmission of the same carrier amplitude-modulated at 90 Hz.
Matching circuits transform the difference between the modulation levels received by the
VOR/LOC receiver into a DC voltage, the polarity of which determines the aircraft deviation to the
right or the left from the runway centreline. An additional modulation with a 1000 Hz Morse signal
contains the beacon identification signal.
In I LS/Glide Slope mode.
The glide slope beacon produces two superimposed divergent radiation diagrams. One radiation
diagram results from the transmission of a carrier amplitude-modulated at 150 Hz, and the other from
the transmission of the same carrier amplitude-modulated at 90 Hz.
The glide slope receiver transforms the difference between the modulation levels into a DC voltage,
the polarity of which determines the aircraft up or down deviation from the glide slope.
VOR/ILS receiver 56R includes :

-VOR/LOC receiver
Glide Slope receiver
- VOR/LOC matching circuits.
It is controlled by VOR/ILS control unit 53R which selects the VOR or ILS frequency and
performs tuning in the VOR/LOC and Glide Slope receivers. With each LOC VHF frequency is
associated a Glide Slope UHF frequency, the reception of which is ensured by selecting the single LOC
frequency, called I LS frequency, on VOR/I LS control unit 53R.
AC
AVIONS MARCEL DASSAULT)
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MIRAGE F
56R
I VOR/LOC 9600 Hz
C {selection VOR test
52R
-h
O T *
21.5 MHz 21.145MHz
CM 58R
test 9600 Hz local
W W oscillator modulator oscillator
O 68R
Q
Varicap voltages LF2
53R
Filter 21.5 MHz IF2 455 kHz
A2 O* +
FO First IF1 IF1
Second
IF2
VHF amplifier mixer mixer amplifier
amplifier
OFF et i ON
----\ Fig. 6 LF1

960 Hz
86.4-96.350 VOR test
¤
Fig. 5
} 65 L
MHz
frequency
synthesizer
T
Decoder AF Detection IF
Separator AGC « *
amplifier amplifier
Frequency 29R
selection 15
Audio A F
57R 45
NAV AF Fig. 5
o
eo Wafer
67 R
switch
LOC-G/S
Test
disable relay
39C
Radio or
A1
JJ UHF
filter
FO Frequency]
logic |
59.702 MHz
test
oscillator
* *
90/150 Hz
modulator
UP/L-DN/R
test control
m glide slope
mode
\LF1
selected IF2
First 59.702 MHz Second 21.7 MHz
IF1 IF2 amplifier
19 mixer IF1 amplifier mixer
VOR/ILS
54 test
control LF2
38.002 MHz
55 Detection
41Z| local
AGC
| K L M 1
oscillator
Hi" Glide slope A F Fig. 5

-»>90R
FIGURE 4 - VOR/ILS RECEIVER : RECEPTION CIRCUITS -SELF-TESTS

AJ
AVIONS MARCEL DASSAULT ILJ>-^rv^ MIRAGE F
BREGUET AVIATION^^P3^^^ »« a m i a . « «
2- OPERATION OF VOR/LOC AND GLIDE SLOPE RECEPTION CIRCUITS (figure 4)
A- VOR/LOC function
(1) Control:
Control is performed from VOR/ILS control unit 53R which permits selection of the crystals of
the local oscillator and tuning of the circuits to the selected frequency.
(2) Operation of VHF, IF and detection circuits
The VHF signal Fo from antenna 58R is mixed with the first local frequency LF1 delivered by the
synthesizer, after filtering and amplification, so as to obtain the first IF. This first IF is amplified and
mixed with the second local frequency LF2 from the local oscillator so as to obtain the second IF. IF
amplifier circuits transmit the signal to a detection unit which generates :
- audio frequency (AF) transmitted to the AF amplifier and to radio selector box 29R.
- navigation AF containing the following signals :
- 9960 Hz signal modulated to a 30 Hz frequency (VOR reference phase)
- 30 Hz signal (VOR variable phase)
- 1 50 and 90 Hz in LOC reception mode
- the AGC voltage.
B Glide slope function
(1) Control
Control is performed from VOR/ILS control unit 53R which selects the crystals of the local
oscillator and tunes the circuits to the glide slope frequency corresponding to the selected LOC
frequency.
(2) Operation of UHF, I F and detection circuits
The UHF signal Fo from antenna 57R is mixed with the first local frequency LF1 delivered by the
logic frequency module, after filtering and amplification, so as to obtain the first IF. This intermediate
frequency is amplified and mixed to the second local frequency LF2 from the local oscillator so as to
obtain the second IF. IF amplifier circuits transmit the signal to a detection unit which generates :
- Glide slope AF containing the 150 and 90 Hz modulation signals
- AGC voltage.
3- OPERATION OF MATCHING CIRCUITS (figure 5)
These circuits generate :

- VOR bearing (automatic VOR) information VOR BRG
- VOR course deviation (manual VOR) information A VOR
- LOC error (A LOC)
- Glide slope error (A glide slope).
With these circuits are associated a 3 o'clock setting circuit in ILS mode afid a monitoring device
for each of the automatic VOR, manual VOR, Localizer and glide slope channels.
The output of the navigation AF detection circuit is applied to a separator which transmits either
the VOR AF through the common VOR channel, or the LOC AF through the Localizer circuits, ac¬
cording to the VOR or I LS frequency selected on VOR/I LS control unit 53R.
A Common VOR channel

The common VOR channel generates and transmits the reference 30 Hz and variable 30 Hz signals
to the automatic VOR and manual VOR channels.
The common channel includes :
- one reference phase channel
- one variable phase channel.
AC
/Y.
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MIRAGE F
BREGUET AVIATION^S?3^ MANUAL 12
FIGURE 5 - VOR/LOCALIZER/GL1DE SLOPE CIRCUIT OPERATION - D/SPLA YS

AH
FIGURE 5 5-111 FIGURE 5 5-111
09-77 Restricted 5 1 ** ^
5-111 FIGURE5
AVIONS MARCEL DASSAULT /L>>-?±rU.
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MIRAGE F
^C^^^^> Restricted MANUAL 12
(1 ) Reference phase channel
A high-pass filter transmits only the 9960 Hz signal modulated at reference 30 Hz. A discriminator
transforms the 30 Hz modulated 9960 Hz signal into amplitude variation signals of 30 Hz. These signals
are filtered and amplified before being transmitted to the Automatic VOR and Manual VOR channels.
(2) Variable phase channel
A low-pass filter transmits only the variable 30 Hz signal. The signal is amplified before being
transmitted to the Automatic VOR and Manual VOR channels.
B Automatic VOR channel
The rotor of resolver TS is slaved to the 0 VOR position by a motor M. This motor is controlled
by the phase comparator and the motor amplifier which receives a signal as long as the phases of the
two phase comparator inputs are different.
A differential synchro-transmitter STD computes the VOR bearing by means of the heading
information transmitted by magnetic monitoring unit 29F. The VOR bearing information is sent to the
navigation indicator.
When the Automatic VOR channel operates correctly, the phase comparator establishes an electronic
contact which permits passage of a + 28 V signal used to retract the LH flag of navigation
indicator 68F.
VOR bearing and correct operation signal are transmitted via relays 1 1 6R and 1 1 7R.
These relays are energized by « VOR/ADF» selector switch set to «VOR» position.
C - Manual VOR channel
The radio course selected on omnibearing and VOR selector 40R is subtracted from the reference
phase by a resolver. The phase comparator of the manual channel then measures the phase difference
between two 30 Hz signals representing the deviation of the course followed by the aircraft at any
moment, from the selected radio course. The deviation information is delivered in the form of a DC
voltage which is transmitted to omnibearing and VOR selector 40R through the deenergized VOR/LOC
relay.
A TO/FROM detector mounted in the comparator indicates the aircraft position in the two
half-planes determined by the TO/FROM change-over zone (line perpendicular to the axis of the
selected radio course).
When the Manual VOR channel operates correctly, the phase comparator establishes an electronic
contact which permits passage of a + 28 V signal to relay K1 of omnibearing and VOR selector 40R
through the deenergized VOR/LOC relay.
D Localizer circuits
The Localizer AF signal from the separator of the VOR/LOC reception channel is applied to the
Localizer circuits including :
- one AF preamplifier
- two channels :
- one 150 Hz detection channel (150 Hz selective filter)
- one 90 Hz detection channel (90 Hz selective filter).
Each channel is provided with an amplifier and a detection unit transforming the AC signal into
DC signal. A 90/150 Hz comparator generates the course deviation signal which is transmitted to
omnibearing and VOR selector 40R through the energized VOR/LOC relay.
When the Localizer circuits operate correctly, the 90/150 Hz comparator establishes an electronic
contact which permits passage of a + 28 V signal to relay K1 of omnibearing and VOR selector 40R
through the energized VOR/LOC relay.

AVIONS MARCEL DASSAULT LJ^^z-^l
BREGUET AVIATION ^ïiP^. ..
MIRAGE F
E Glide Slope circuits
The Glide Slope AF signal from the detection unit (Figure 4) is applied to the Glide Slope circuits
including two channels :
- one 150 Hz detection channel (150 Hz selective filter)
- one 90 Hz detection channel (90 Hz selective filter).
Each channel is provided with an amplifier and a detection unit transforming the AC signal into
DC signal. A 90/150 Hz comparator generates the glide slope deviation signal which is transmitted to
omnibearing and VOR selector 40R.
When the Glide Slope circuits operate correctly, the 90/150 Hz comparator establishes an
electronic contact which permits passage of a + 28 V signal to relay K2 of omnibearing and VOR
selector 40R.
4- 3 O'CLOCK SETTING CIRCUIT (Figure 5)
To prevent VOR pointer (5) of navigation indicator 68F from permanently turning when the
VOR/ILS system is set to an ILS frequency, a 3 o'clock setting module is mounted in the Automatic
VOR channel. This module delivers a 3 o'clock setting signal to the phase comparator of this channel
through a relay energized in ILS mode.
5- SELF-TEST CIRCUIT (Figures 4 and 5),
Self-test consists in generating a VHF or UHF signal (in Glide Slope mode), in modulating it with
VOR or ILS AF signals and in injecting it at the first mixer of the associated channel of the VOR/ILS
receiver.
To conduct self-test in VOR or ILS mode, it is necessary to select the relevant frequency on
VOR/ILS control unit 53R and to keep the test selector switch to position «UP/L» or «DN/R» in VOR
mode and to both positions in succession in ILS mode.
A Operation of self-test circuits in VOR mode
The 21.5 MHz signal required for VOR self-test, is generated by a test oscillator which is common
to the VOR and LOCALIZER channels. This test oscillator is brought out of cutoff by a 9600 Hz
modulator which is controlled in the «UP/L» and «DN/R» positions of the test selector switch of
VOR/ILS control unit 53R.
The 9600 Hz from the modulator is divided by 10 so as to obtain the 960 Hz modulation signal
for audio check with the headset.
The division result is then divided by 32 to obtain the 30 Hz modulation signal.
The 30 Hz modulated signal crosses the IF and detection circuits before being sent to the separator
which transmits it to the common VOR channel where it is applied to the reference phase and variable
phase channels.
As the 30 Hz signals applied to the above two channels have the same origin, without phase shift
relative to each other, the simulated beacon bearing is zero degree.
AB
AVIONS MARCEL DASSAULT 2U=>''ir"\jL
BREGUET AVIATION ^^P^^-sÔ
MIRAGE F
B Operation of self test circuits in ILS mode
(1) LOCALIZER
The 21.5 MHz signal used for VOR self-test is modulated by either a 90 or 150 Hz signal from the
common LOCALIZER and GLIDE SLOPE modulator, depending on the «DN/R» or «UP/L» position
of the test selector switch on VOR/ILS control unit 53R. This signal is fed through the same channel as
in self-test mode before being transmitted to the LOCALIZER circuits.
(2) GLIDE SLOPE

The 59.702 MHz test oscillator used for GLIDE SLOPE self-test is brought out of cutoff by the
common LOCALIZER and GLIDE SLOPE modulator each time the latter is controlled in the «DN/R»
or «UP/L» positions of the test selector switch on VOR/ILS control unit 53R. The 59.702 MHz signal
modulated by either a 90 or 150 Hz signal, is applied to the GLIDE SLOPE receiver at the first mixer.
NOTE : Because of the presence of only one 90 or 150 Hz modulation signal during ILS self-test, the
delivered deviation signals are maximum and the pointer deflection is also maximum.
- When autopilot 39C is connected in Radio mode (Interception and hold of a VOR or LOC beam)
or in Glide Slope mode (Interception and hold of a Glide Slope beam), it prevents self-test of VOR/ILS
receiver 56R by applying a ground signal to the test disable relay of VOR/ILS control unit 53R.
C - VOR and I LS audio check
The carrier generated for VOR and ILS self-tests is also modulated by a 1000 Hz signal from a
1000 Hz self-test oscillator so as to permit checking of the audic channel.
6- POWER SUPPLIES (Figure 6)
VOR/ILS receiver 56R is supplied by the aircraft power system with :
- 28 V = by the R2 = load-shedding system

- 28 V °- phase A by 26 V «- 1 transformer (24F).
Power supply units permit generation of the 5 and 15 V = voltages required for operation of the
VOR/ILS receiver.
NOTE : The 28 V = power supply of MARKER beacon receiver 90R is provided by VOR/ILS receiver
56R in ILS mode.
AC
BREGUET AVIATION
MIRAGE F
CM
«o
52R
o
"S
nj
.g
O
Q
56R
53R
Power supply
OFF ON
M Ti I
\ 35
34
VOR/LOC
+5V -15V +15V
i
VOR/LOC
receiver
relay
If ILS
15
ri
Y frequency
Y 18
T 37
4R, 14R
(11-1,11-2)
41Z 38
90R Power supply

36
(Fïg.8)^ T
24F 39C
? ï Ï
+5V -15V +15V
i
15 Synchro and auto GLIDE SLOPE

VOR channel motor receiver
power supply
30
AG
Restricted 5-115
09-77
AVIONS MARCEL DASSAULT /L_i>^rU
BREGUET AVIATION ô» ^ -
MIRAGE
.,».....».,«
F
INFORMATION DISTRIBUTION
(Figures 5 and 7)
1 - GENERAL
The VOR bearing information is transmitted to associated electronics 60F and navigation indicator
68F which displays this information in the form of a bearing, with the compass card slaved in heading
direction.
The VOR course deviation, Localizer deviation and Glide Slope deviation data are transmitted to
omnibearing and VOR selector 40R. This selector which permits radio course selection, connects
VOR/ILS receiver 56R (VOR/LOC selection) supplying the VOR course deviation. Localizer deviation
and Glide Slope deviation data, to the display component which is spherical indicator 28F.
2- OPERATION
A Processing and display of VOR information by navigation indicator (see 12-6).
B Processing and display of VOR course deviation, Localizer deviation and Glide Slope deviation
data by omnibearing and VOR selector 40R and spherical indicator 28F.
The VOR course deviation or Localizer deviation information, according to the VOR or ILS
operating mode of the system, is transmitted to omnibearing and VOR selector 40 R which transmits it
to spherical indicator 28 F set to VOR. Display is performed by :
- vertical pointer
- TO/FROM three-position flag showing TO or FROM in VOR mode or a black flap in ILS and
VOR modes within the TO/FROM change-over zone.
The Glide Slope deviation information in ILS mode is transmitted to omnibearing and VOR
selector 40R before being supplied to spherical indicator 28F displaying it through the horizontal
pointer.
NOTE : The deviations of the horizontal and vertical pointers are as shown in figure 7. The values are
indicated for information only, since they depend on the quality of the radio-electrical beam.
AC
BREGUET AVIATION
MIRAGE F
VOR course deviation

or LOC course deviation
Pointer biased
out of view
Pointer against
stop
Deviation read
on sphere
Vertical
pointer
Deviation read
on sphere
Pointer biased
out of view
Horizontal
pointer
Pointer against
down stop
FIGURE 7 - VERTICAL AND HORIZONTAL POINTER DEVIATIONS

AB
AVIONS MARCEL DASSAULT iL-_>~rîL
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MIRAGb h
_<2_2-^-~^^ Restricted MANUAL 12
3- MONITORING
A Monitoring of automatic VOR bearing on navigation indicator
The 28 V automatic VOR reliability signal is transmitted to the LH flag of polar indicator 68F via
relay 1 17R energized by «VOR/ADF» selector switch 1 18R set to «VOR» position.
B Monitoring of VOR course deviation or Localizer deviation
The 28 V manual VOR or LOC reliability signal is transmitted to relay K1 of omnibearing selector
40 R which is energized and permits application of the VOR or LOC deviation information to spherical
indicator 28F.
In case of failure of the manual VOR or LOC circuits or if no information is available, K1 is

deenergized and the vertical pointer of spherical indicator 28F is biased out of view to left.
C Monitoring of Glide Slope deviation
Same monitoring as above.

The horizontal pointer is biased out of view up.
AE
BREGUET AVIATION
OPERATION OF MARKER BEACON SYSTEM

(figure 8)
Marker beacon receiver 90R operates when the VOR/ILS system is in ILS mode. Upon passage
over the marker beacon, the receiver receives 75 MHz RF signals modulated at 400, 1300 or 3000 Hz,
depending on the overflown beacon.
Distance from Beacon

Aural signal
runway threshold identification
400 Hz 7240 m /second
1300 Hz 1050 m - ./second
3000 Hz 75 m 6 dots/second
The marker beacon system signals vertical passage both aurally (to radio selector box 29R) and
visually («MARKER» light on spherical indicator 28F).
The receiver includes :

- RF reception circuits,
- circuits detecting and shaping the signal displayed on spherical indicator 28F.
1 - VHF AND DETECTION CIRCUITS

The modulated carrier is directly filtered and amplified before being transmitted to the detection
unit. Two oscillators controlled by VOR/ILS control unit 53R simulate beacon signals for self-test of
the receiver. The detection unit delivers AF information to an audio AF channel which distributes them
to the AF amplifier for the headset on the one hand, and to the visual indicating channel on the other
hand.
2- DISPLAY CIRCUITS
The detected AF signal collected at the output of the preamplifier of the audio AF channel is
transmitted to the three channels corresponding to the 400, 1300 and 3000 Hz modulation frequencies.
Each channel is composed of a selective amplifier, a filter and a relay.
The three channels are interconnected by the aircraft wiring. The channel signals are transmitted
to spherical indicator 28F where they are displayed through «MARKER» light.
The audio AF signal is amplified and transmitted to radio selector box 29R.
3- POWER SUPPLY
28 V DC supply of marker beacon receiver 90R is ensured by VOR/ILS receiver 56R when an
ILS frequency is selected on VOR/I LS control unit 53R.
A power supply unit in the marker beacon receiver generates the 15 V DC voltage required for
operation of the receiver.
The contacts of the relays controlling the «MARKER» light are supplied with 28 V DC power.
AC
AVIONS MARCEL DA.SSMLULJ>~^r MIRAGE F
BREGUET AVIATION^
90R
91R
75 MHz
O e*
VHF VHF AF AF Audio
Filter amplifier Detection amplifier
amplifier preamplifier
75 MHz modulated at 30,00,

1300 then 400 Hz j
53R
75 MHz
test RF A.G.C
oscillator
Pole
setting
control
Cf Marker U. knob
beacon test J _/
28F
-Î3L
400 Hz indicating channel
H f Test
Marker beacon test AF 400 Hz
10 AF Relay
amplifier filter
oscillator
lllh
3000 - 1300 - 400 Hz

1300 Hz indicating channel
AF 1300 Hz Relay
amplifier filter
56R Marker beacon
light
4- 3000 Hz indicating channel
Test
+ 15V AF 3000 Hz 26 V. Motor-generator

Power supply Relay -#*- (12-3)
amplifier filter
39C
FIGURE 8 - MARKER BEACON SYSTEM

AC
BREGUET AVIATION
MIRAGE F
VOR/LOC-GLIDE SLOPE ANTENNAS
(Figure 9)
1 - GENERAL
This antenna is used for radio-navigation reception of the VOR/ÎLS signals within the following
ranges :
-VOR/LOC (108 to 118 MHz)

- GLIDE SLOPE (329.3 to 335 MHz).
2- DESCRIPTION
- The antenna is composed of two small wings 1 and 2 attached toeither side of the fin, under the
closing rib.
- Each small wing includes a VOR element 3 and 4 and a GLIDE SLOPE element 5 and 6.
FIGURE 9 - VOR/LOC - GLIDE SLOPE ANTENNAS

AA
BREGUET
n^^ï,
AVIATION^^P^^sÔ
iX MIRAGE F
^_^-^-^^> Restricted MANUAL 12
- Nominal impedance : 50 ohms

-VSWR : 108 to 118 MHz VOR range < 4:1
326 to 336 MHz GLIDE SLOPE range < 2 : 1
- Polarization : horizontal
- Coaxial connectors : type «TNC».
4- OPERATION
(1 ) Operation in VOR mode
The VOR elements are half-loops tuned by series capacitors. These loops are driven back-to-back
so asto obtain antennas in phase. The two power supply coaxial cables therefore have the same length
between the small wings and the parallel-connection tee connector.
Matching within the frequency range is ensured by a parallel circuit tuned to the centre frequency,
which compensates for the range ends.
(2) Operation in GLIDE SLOPE mode
The GLIDE SLOPE elements are composed of folded strands. Each of them provides an
impedance of about 100 ohms. After parallel connection, this returns the impedance to the nominal
value of 50 ohms.
Phase adjustment of the two sections is obtained by introducing a X/2 at the centre frequency into
one of the coaxial cables.
AC
07-74 Restricted S-M2
BREGUET AVIATION^,
<LJ>^^ MIRAGE F
TROUBLE SHOOTING OF VOR/ILS AND MARKER BEACON SYSTEM
1 - SCOPE
A - If the symptoms reported by the pilot cannot be reproduced, use the SDAP (See 10-1 ) complying
B If the symptoms reported by the pilot are reproduced, follow the procedure described in the
following charts.
In the case where the SDAP is to be used for detecting a trouble, the applicable programme
The checks and trouble shooting procedures applicable to other systems are described in relevant
manuals and sections.
AA
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
VOR bearing and Perform VOR/ILS system brief check Yes Check fuse-breaker 52 R. j
lateral deviation through self test, using VOR If the failure subsists, replace VOR/ILS receiver. .Perform VOR system check through
information not frequency used by pilot. se If -test
available : Polar - Satisfactory test : _ P 11
indicator LH flag
visible and spherical
indicator vertical
pointer not visible. No P 11
No identification
signal received from
selected beacon.
Incorrect VOR - Perform VOR/ILS system brief check Yes_ P 11

bearing on polar through self-test, using frequency
indicator. LH flag indicated by pilot.
not visible.
No. P 11
Erratic operation of P 09
polar indicator single
pointer during
heading changes.
AD
Restricted 5-202
10-77 5 202
BREGUET AVIATION ^&
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
I
Incorrect TO/FROM - Detect trouble by performing Yps .. P 11

indication on sphe¬ VOR/I LS receiver self-test
rical indicator. (brief check).
No ^P 11
i
LOC or GLIDE - Detect trouble by performing Yes i .P 11

SLOPE information . VOR/ILS receiver self-test i
not available during (brief check). I
ILS approach. Mr. j. .P 11

Vertical or horizontal I
i
pointer not visible- i
No identification Perform VOR/I LS system brief Yes VOR/ILS receiver or radio selector unit failure
of a normally audible check (using local beacon) or VOR/ILS receiver.
- Replace Perform brief check
VOR beacon. self-test (selecting VOR reception). -The failure disappears .. _j A/C OK
i
I - The failure subsists : Perform

telephone system trouble i
shooting.
Complete failure of - Supply A/C with electrical power. Yes Rpplapp markfir heamn rp.r.p.'wi^r ^.Repeat test
marker beacon system - Start VOR/ILS transmitter- - The failure subsists : Perform
(No audio signal or receiver (Select a VOR/ILS antenna circuit trouble shooting.
light illumination). frequency). i
- Perform I LS test of VOR/I LS

receiver (See brief check).
j
Failure of marker Confirm failure through VOR/ILS Yes Marker beacon receiver or radiio selector unit
beacon receiver receiver self-test (ILS test) (see brief failure :
audio signalling check). - Replace marker beacon receiver.. à _. Repeat test
circuit. -The failure disappears .. .. i *.A/COK
- The failure subsists : Perform

telephone system trouble shooting. i
Failure of marker Confirm failure through marker Yes Test marker beacon light on spnerical indicator
beacon receiver beacon receiver self-test (See brief - Satisfactory test : Replace marker beacon
visual signalling check). __Rer>pat tpct
circuit. - Unsatisfactory test : Replace spherical
indicator, -|- Rpr"sa+ tp<:t
AE Restricted
10-77 5-203 5-203
AVIONS MARCEL DASSAULT ft.-t^-^r'U MIRAGE F
BREGUET AVIATION ^c. ,-^ ...
REMOVAL INSTALLATION OF MARKER BEACON RECEIVER
1 - MATERIALS
- Cleaning and degreasing material for electric and electronic equipment.

- BRISAL petrolatum OX 50855.
- Remove MARKER beacon antenna.
3- REMOVAL
A Disconnect connector.
B - Remove the two R/H attaching screws from receiver and clear receiver to right before removing it.
4- INSTALLATION
A Clean receiver bearing surfaces on aircraft and slightly smear receptacle flange with BRISAL
petrolatum OX 50855.
B Proceed in reverse direction of removal.
5- FINAL STEPS
- Install MARKER beacon antenna.
AC
AVIONS MARCEL DASSAULT ZL
BREGUET AVIATION .
^^TU.
_ ._
MIRAGE F
BRIEF CHECK OF VOR/ILS AND MARKER BEACON SYSTEM
1 - PURPOSE
- To check the system for correct operation after installation of a VOR/ILS system component, or
long unserviceability of the aircraft.
- To facilitate trouble shooting, if applicable.
- 1 1 5-200 V/400 Hz ground power unit.
- mechanic's headset and matching cord.
Make sure that vertical and horizontal pointers of spherical indicator are in mid position.
-
Supply aircraft with electrical power : vertical and horizontal pointers should disappear on
-
spherical indicator.
- Connect mechanic's headset in cockpit.
- Switch on :
- gyro system (NAV1 ) and wait for the end of starting sequence.
- navigation indicator (position Tl)
-VOR/ILS receiver
- Set omnibearing and VOR selector to «VOR».
- Set VOR-ADF selector switch to «VOR».
- Set VOR/LOC and MKR + TB audio potentiometers to mid position.
4- SELF-TEST
IMPORTANT :
Do not conduct VOR self-test with the channel of a local beacon.
NOTE : When the AP is set to RADIO or Glide Slope, testing is not possible.
A VOR function check (manual mode)
(1 ) Select desired VOR frequency on VOR/I LS control unit.
(2) Keep «TEST» selector switch of VOR/ILS control unit to «UP/L» or «DN/R» throughout the
following tests. Ensure that LH flag of poiar indicator is retracted and that a 1000 Hz signal is heard in
headset.
(3) Select a course of about 0° on omnibearing and VOR selector so as to bring vertical pointer of
spherical indicator exactly in center of dial and :
- ascertain that selected course is < 0 ± 2° (accuracy of selected course) and that sense flag of
spherical indicator displays «TO».
AG
Restricted
BREGUET
LJ^t^
AVIATION^fF5-^^"^^
MIRAGE F
^C^^^b> Restricted MANUAL 12
(4) Shift course + 10°, then - 10° on either side of initial setting and :
-Ensure that vertical pointer of spherical indicator moves from LEFT to RIGHT in succession.
(5) Make sure that sense flag of spherical indicator displays «FROM» when selected courses are
between 100 and 260° (theoretical value between 90 and 270°).
(6) Select a course of about 180° so as to bring vertical pointer of spherical indicator exactly in centre
of dial and :
- Ascertain that displayed course is 180 ± 2°.
(7) Shift initial course + 10°, then - 10°.

-Ensure that vertical pointer of spherical indicator deflects to RIGHT, then to LEFT in
succession.
(8) Release «TEST» selector switch of VOR/ILS control unit and :

Make sure that 1000 Hz signal is no longer heard in headset and that alarm devices operate (L/H
-
flag visible on polar indicator and vertical pointer biased out of view to left on spherical indicator).
B VOR function check (automatic mode)
(1 ) Select VOR frequency of an inaudible beacon on VOR/I LS control unit.

(2) Keep «TEST» selector switch of VOR/ILS control unit to «UP/L» or «DN/R» and :
Ascertain that a 1000 Hz signal is heard in headset, that bearing read by single pointer of
navigation indicator is 0 ± 2.5° and that no alarm appears.
C I LS function check
NOTE : During I LS check, the VOR pointer of polar indicator shall be set to 3 o'clock.
Select ILS/LOC frequency of an inaudible beacon and check ILS and MARKER beacon function.
-The LH flag of the navigation indicator appears.
(1 )«TEST» selector switch of VOR/I LS control unit to «DN/R» :

Horizontal and vertical pointers of spherical indicator should be abutting DOWN and deflected to
-
RIGHT, respectively.
(2) «TEST» selector switch of VOR/ILS control unit to «UP/L» :

-Above pointers are biased out of view to UP and LEFT, respectively.
(3) In each position «DN/R» and «UP/L», check :

Illumination of MARKER light on spherical indicator
-
- Presence of 1000 Hz LOCALIZER identification signal in headset, and presence of MARKER
beacon identification signal successively modulated only once at 3000, 1300 and 400 Hz before
remaining modulated at 400 Hz as long as «TEST» selector switch of VOR/ILS control unit is kept in
position.
(4) Release «TEST» selector switch and :

Ensure that LOCALIZER and MARKER beacon identification signals are no longer heard in
-
headset and that warning devices operate (retraction of pointers of spherical indicator).
5- CHECKING WITH A LOCAL BEACON
A VOR function check
(1 ) Select frequency of local VOR beacon on VOR/ILS control unit
(2) Check beacon identification signal in headset.
AC
AVIONS MARCEL DASSAULT /L=>>-~r9L MIRAGE F
BREGUET AVIATIONj^SP=j«^> .
^^^^^ Restricted MANUAL 12
(3) Make certain that LH VOR/LOC warning flag is biased out of view on polar indicator 68F.
(4) Read beacon bearing (to within ± 2.5°) on polar indicator.
(5) Select course corresponding to this bearing on omnibearing and VOR selector 40R, and :
make sure that vertical pointer of spherical indicator 28F is in center of dial and that sense flag of
-
spherical indicator displays «TO».
(6) Shift selected course + 10°, then - 10°

-Ensure that vertical pointer of spherical indicator 28F deflects to LEFT, then to RIGHT in
succession.
(7) Shift initial course ± 1 10° and :

-ascertain that sense flag of spherical indicator 28F displays «FROM» as course shifts reach
±100°.
B I LS function check
Select frequency of local ILS/LOC beacon on VOR/ILS control unit 53R and :
-check beacon identification signal in headset.
C Checking of Marker beacon indicator
- Depress pole setting button and check that Marker beacon indicator light comes on. Also make
sure that luminous intensity is reduced when the indicator is set to night position.
6- FINAL STEPS
- Switch off systems used.

- Set the amplifying channel selector of radio selector unit to «1».
- Switch off power supply to aircraft.
AB
BREGUET AVIATION ^ji^^^-O
JL^^-T^ MIRAGE F
SECTION 6
NAVIGATION ASSEMBLY
TABLE OF CONTENTS
Page
6-0 GENERAL
- Navigation system principle 6-001
Table of components
- 6-101
Doppler radar
- 6-117
- Navigation computer 6-123
- Station selector store 6-K38
- Map display unit 6-140
- Heading channel 6-1 50
- Drift channel 6-1 54M
- Position holding channel ' 6-155
- Parameters fed to operational systems 6-158
- Stored target guide channel 6-160
- Radio beacon guide channel 6-164
- Summary of displayed information 6-165
- Power supply - Starting up the navigation system 6-167
- Power supply - Starting up the map display unit 6-171
- Navigation system monitoring 6-1 72
- Navigation system testing 6-1 75
- Removal - installation of Doppler radar 6-301

- Removal - installation of map display unit 6-302
6-5 INSPECTION - CHECKING - ADJUSTMENT
- Navigation indicator brief check 6-501

- Navigation system check by simulated flight 6-502
- Doppler radar brief check 6-504
- Map display unit brief check 6-505
- Loading station selector store on aircraft 6-507
AB
°4"77 Restricted 6~1
BREGUET AVIATION,
[L^^rXL
_ _
MIRAGE F
LIST OF FIGURES
Page
1 NAVIGATION SYSTEM INSTALLATION PRINCIPLE 6-002

4 DOPPLER RADAR OPERATION SCHEMATIC 6-120
5 TRUE HEADING CALCULATION 6-125
6 NAVIGATION COMPUTER PRINCIPLE 6-127
7 OPERATION OF STATION SELECTOR STORE 6-139
8 COMPOSITION OF FILM AND DISPLAY 6-141
9 MAP PROJECTION PRINCIPLE 6-142
10 MAP DISPLAY UNIT LIGHTING 6-143
11 MAP DISPLAY UNIT LOGIC 6-148
12 HEADING AND DRIFT CHANNEL 6-151
13 POSITION HOLDING CHANNEL . 6-156
14 PARAMETERS FED TO OPERATIONAL SYSTEMS 6-159
15 TARGET GUIDE, POLAR INDICATOR DISPLAY 6-161
15M AUTOPILOT-TO-NAVIGATION COMPUTER COUPLING 6-162M
16 STORED TARGET GUIDE, MAP DISPLAY UNIT DISPLAY 6-163
17 GUIDE CHANNEL TO A RADIO BEACON 6-164
18 POWER SUPPLY -STARTING UP THE NAVIGATION SYSTEM 6-168
19 POWER SUPPLY -STARTING UP THE MAP DISPLAY UNIT 6-170
20 NAVIGATION SYSTEM MONITORING 6-173
21 NAVIGATION SYSTEM TEST 6-176
AC
AVIONS MARCEL DASSAULTjL=>-_ir9L *** I l\M V_7 1- I
BREGUET AVIATION ^^=_^^C> ......... n
^^ Restricted MANUAL 12
NAVIGATION SYSTEM PRINCIPLE

(Figure 1)
1 - PURPOSE
The purpose of the navigation system is to :
-compute and display the aircraft true heading
-compute and display the geographical coordinates of the present aircraft position
-compute and display the aircraft guide parameters (distance and bearing) for a target selected by
the pilot
- display the bearing of a radio beacon (VOR or radio compass)
- display the autopilot heading deviation
- compute a set of parameters necessary for operational systems.
2- COMPONENT PARTS
The navigation system consists of a navigation computer 103F, linked to other control, selection,
detection, display and matching units.
A Control and selection units
They are :
Solar indicator 68F (operating modes)
eading control unit 37F (true heading computation)
- station selector store 109F (station selection)
- map display unit 108F (navigation resetting, target store input)
- Doppler control unit 105F (navigation emergency resetting, setting, selection)
- reconnaissance system (selection of high or low-level of computer)
- omnibearing selector 40 R (selection of course to be followed)
- transfer heading control unit (initial heading transfer).
B Detection units
They are :
- Doppler radar 34S (ground speed)
- air data computer 17F (true airspeed)
- gyro center (directional heading, true heading 2, roll, pitch)
- incidence probe 14F (aircraft local incidence)
- radio altimeter 102R (height).
C Display units
They are :
- polar indicator 68F, which displays :
- the magnetic, gyromagnetic or true heading
- target aircraft guide parameters
- the bearing of a VOR or radio-compass beacon
- autopilot heading deviation
- map display unit 108F which displays :
- map of the area over which the aircraft is flying
- true heading
- true course
-drift
-present aircraft position geographical coordinates
-target guide parameters
- ground speed
- spherical indicator 28F, which displays the LH or RH course deviations and the position of the
aircraft with respect to the To or From target.
D Matching units
They are :
-navigation matching unit 135F, which converts certain information from navigation computer
103F, then transmits them to the reconnaissance system,
- the phase comparator, which delivers LH/RH and To/From information according to the course
selected.
AH
BREGUET AVIATION
MIRAGE F
Restricted MANUAL 12 60F 68 F
28F 42 R
_ Spherical
|TO> 3 NAV Omnibearing
indicator selector
-Selected
29 F course
MH, GMH, EGMH

37 F
Heading control
MH, GMH, EGMH, TH1 , TH2 POLAR
unit
Magnetic 39C
monitoring INDICATOR
unit GMH Autopilot A Autopilot bearing
9*
Deviation 56 R
VOR or Radio-compass
VOR-ILS bearing
HDG1 "i
HDG2 J" receiver
EMGH 9118R
30F TH2 TH'i
TH2 Radio-compass
Emergency receiver
gyromagnetic
103F
compass
U/C down signal 135F

35 F
LA-LB, GA-GB, h/Gs Navigation
Gyro Directional matching unit
9»
platform heading
NA VIGA TION COMPUTER
CQ
FI
_l T > _.
< < O X >

27 F Vertical _J a r_ CO
corrections V w }f \! +1
True heading - Drift
Electronic Present A/C position
unit coordinates Reconnaissance
Target guide parameters system
n Ground speed
4F
Local incidence T: c
T3
17F
TS 23T
'-2J
S UQ
«
S O I "-
Sj*
to"
j.
o
08 F Map. display unit
-CZK
o
co
O
CO
00 % .CD
Incidence o I C A Air data a Bombing S

fe
V Target introduction
probe <b
§ CE computer computer
O
Reconnaissance
co
C Resetting
09
system 13F
34 S (14.8)
102R 109F 35A" Heading
105F
control
,Ground/sea transfer unit
Doppler radar setting Doppler Station Sight
control Radio-altimeter selector electronic
INIT
unit store unit
Operating TH -*
X -Transfer
- ' gyro '
«
modes
FIGURE 1 - NAVIGATION SYSTEM INSTALLATION PRINCIPLE

AH
AVIONS MARCEL DASSAULT t^>-'- MIRAGE F
BREGUET AVIATION ^zF^ J^<r^> ..»..,.,_. , «
3- OPERATING MODES
Navigation parameters are calculated differently, according to the equipment pick-offs and the
modes selected by the pilot.
A True heading calculation
Under normal operating conditions the navigation computer receives a directional heading which it
transforms into a true heading (TH1 ), and retains throughout the flight. This method requires the initial
heading to be set before take-off.
Where there is no initial heading, the navigation computer uses a true heading 2 (TH2) calculated
from the gyromagnetic heading and the deviation selected by the pilot.
NOTE : These two operating methods are controlled by the pilot.
B Geographical coordinate computation.
( 1 ) Normal operation
The computer uses the ground speed detected by the Doppler radar and the true heading.
Latitude and longitude are maintained by adding to the departure point geographical coordinates
the latitude and longitude obtained by integration of the NORTH and EAST ground speed components,
which take into account roll, pitch and incidence.
The computer stores wind speed components.
(2) In-store operation
When the Doppler radar changes over to in-store mode (cut-out), or when roll exceeds 30°, the
computer uses the stored wind components along with aircraft speed, given by the air data computer, to
reproduce a synthetic ground speed.
During this phase, the Doppler radar (for speed only), receives speed increases calculated by the
navigation computer to reduce the search time.
(3) Independent operation
The computer uses true speed only. The wind is considered hypothetically null.
NOTE : Normal and independent operation are controlled by the pilot. In-store operation is
automatic.
4- STARTING
The navigation indicator and the station display store, the navigation computer and the Doppler
radar, are started with a control located on the navigation indicator.
The map display unit is started separately and the system can operate without it.
AA
02-76 Restricted 6003
tL^>^r\L
^^
MIRAGE F
5- MONITORING AND TESTING
A Monitoring
(1) The navigation computer and the navigation indicator are equipped with internal monitoring
systems. Any failures detected by these systems are displayed on the navigation indicator and/or the
station selector store.
(2) Besides, the operation of the navigation matching unit is monitored, as well as the digital
information exchanged between the navigation computer and the station selector store.
The absence of information exchanged between the navigation computer and the station selector
store (no validity of transmission fault) gives rise to the relevant failure warning indications.
Malfunctioning of the navigation matching unit causes zeroing of certain outputs.
B Testing
(1) The Doppler radar is fitted with a test device, engaged in flight or on the ground, for testing its
lock-on circuits.
(2) The navigation indicator is fitted with a test device, engaged in flight or on the ground, for testing
its main computing channel.
(3) The system is fitted with a test device (used on ground only) for checking the operation of :
- pick offs :
- air data computer
- Doppler radar
- navigation computer
video display instruments :
- navigation indicator
- map display unit.
The test consists of a simulated flight computed by the navigation computer in accordance with a
special program, based on test values from the pick-offs (air data computer and Doppler radar) and
from the navigation computer.
The test is started by means of a control on the navigation indicator.
AD
'2-77 Restricted 6-004
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
For layout . See Figures 2 and 3
Location Doc.
Access Door No.
TRANSFER GYRO MOUNTING PLATE 29-09-2

For alignment of transfer gyro
Consisting of = mounting point (1)
= transfer gyro alignment stops (2)
RH UNDERCARRIAGE SHOCK STRUT SWITCH
(See 05-6)
For excitation of U/C relay 124F, when the RH U/C is
up and shock strut is released.
9A LH U/C MICROSWITCH
(See 15-0)
With LH U/C retracted, it energizes relay 46S so that the
delivery of the radio altimeter correct operation signal to
navigation computer 103F is continuous.
(See 14-3)
Receives correct operation and course deviation signals
from navigation computer 103F.
39C AUTOPILOT
(See 13-2)
Transmits the heading deviation AP to associated
electronic unit 60F.
Receives the LH or RH navigation course deviation signals.
14F INCIDENCE PROBE
(See 12-1)
Supplies aircraft local incidence to the navigation
computer 103F.
(See 12-2)
Delivers true speed to the navigation computer 103F.
24F 26V AC SYSTEM 1 TRANSFORMER
(See 10-2)
27 F ELECTRONIC UNIT
(See 12-3)
Supplies :
- pitch data to navigation computer 103F and Doppler
radar 34S
- roll data to navigation computer 103F.
Receives from navigation computer 103F :
- vertical correction signals
- correct operation signal
- power supply voltages of potentiometers used to correct
the drift of directional and vertical gyros of gyro
platform 35F.
AG
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S 1
28F SPHERICAL INDICATOR

(See 12-3)
Displays navigation course deviation and TO/FROM

navigation information.

(See 12-3)
- Supplies the polar indicator 68F with heading

information (magnetic, gyromagnetic normal or
standby), in accordance with the heading control unit
37 F selection mode.
Supplies the heading control unit 37 F with gyromagnetic
information for calculation of true heading TH2.
30F EMERGENCY GYROMAGNETIC COMPASS

(See 12-3)
34 F MAGNETIC MONITORING UNIT FUSE-BREAKER

Protects AC system 1 , phase A, of the MMU and the
navigation indicator .associated electronics.
35F GYRO CENTER (See 12-3)

- Supplies the directional heading to :
- navigation computer 103F for calculation of the true
heading TH1.
36F GYRO CONTROL FUSE-BREAKER

(See 12-3)
37 F HEADING CONTROL UNIT (See 12-3)
- Enables :
- with switch 1 to «ON» supply of gyro center
and transfer control unit

- switch 2
- true heading computation mode selection :
-in position «MH», «NAV1» and «HDG1»,the
navigation computer calculates true heading TH1
- in position«NAV2», «HDG2» and «EMG» the
navigation computer uses true heading TH2
calculated in the heading control unit.
- display of the true heading on the navigation
indicator in position «HDG1» and «HDG2».
- a deviation selector button 7 for adding the heading
deviation value supplied by the MMU 29F to give
information for the true heading which is called
the «synthetic true heading TH2».
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
60F ASSOCIATED ELECTRONICS Cockpit X

(forward
This is an electronic unit including : of control
- servo amplifiers repeating the information pedestal)
transmitted to polar indicator 68 F :
- aircraft heading (magnetic, gyromagnetic, emer¬
gency gyromagnetic or true heading) according to
the selection on heading control unit 37F
- bearing (VOR or Radio-compass) according to the
selection made with «VOR-ADF» selector switch 118R
- selected heading deviation
computation unit transforming selected target rectangular
coordinates into geographical coordinates.
- power supplies required for operation of the
associated electronics and polar indicator 68F
- relays switching the operating modes selected on
polar indicator 68F.
Self-monitoring and testing :

- malfunctioning of the coordinate transformer
computation unit is displayed on polar indicator 68F
by the RH «indicator failure» flag.
- self-test controlled on polar indicator permits checking
of only the operation of the channels computing and
slaving the coordinates.
61F NAVIGATION INDICATOR FUSE BREAKER Electro-

center
Protects the DC system 1 of associated electronics 60F.
62 F NAVIGATION INDICATOR FUSE Electro-

center
Protects phase A of emergency system channel 1 of
associated electronics.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
68F POLAR INDICATOR Cockpit

(Instrument
Includes : panel)
- components repeating and displaying the information
provided by associated electronics 60 F :
- aircraft heading displayed by card 1, read under
fixed index 2, representing the aircraft lubber line,
- aircraft/target bearing displayed by double pointer 3,
- aircraft/target distance displayed by counter 4.
- Vor or Radio-compass bearing displayed by single
pointer 5,
selected heading deviation displayed by moving index 6.
- control and display components .
- one function selector 7 with 4 positions :
- OFF = Navigation system off
- AD = NAVIGATION without Doppler radar
- N A = NAV I G ATI ON with Doppler radar
- Tl = TEST of navigation indicator.
In this position, the navigation computer and Doppler
radar are not cut short.
NOTE : Switch 8, knobs 9 and 10 and counters 1 1 and 12

are not used in this system.
- one RH flag 13 which in «AD» or «NA» mode displays

the scale value used by distance counter 4 :
- scale 1 = distance in NM
- scale 0.1 = distance in NM x 10
Switching over of scales is controlled by the navigation

computer 103F.
Self-monitoring and testing

The «indicator failure» signal from associated elec¬
tronics is displayed by RH flag 13 (cross visible).
- The automatic VOR information unavailability signal
is displayed by red colored LH flag 14.
NOTE : In radio-compass bearing multiplier function,

LH flag 14 is kept out of sight by a + 28V
mains signal.
AH
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Doc.
Location
Access Door No.
- The «navigation computer failure» signal from the

navigation computer is displayed by the bar on
distance counter 4 (in «AD» or «NA» mode).
- A self-test controlled by «Tl» position of mode selec¬
tor 7 checks the computing unit of associated
electronics 60F and the corresponding displays on
the polar indicator.
- A navigation system test (simulated flight) is initiated
by depressing «TEST» button 15 twice (in «NA» mode),
and checks the operation of the navigation system
equipment.
NOTE : In flight, this test is disabled by an undercarriage
contactor.
- A green mark 16, located at 45° on the compass card,
shows the double pointer deviation to be obtained
during the self-test.
- A «250 NM» mark 17 shows the distance to be read on
the counter during the self-test.
Lighting
Integrated 5 V AC lighting is supplied from lighting
distributor 65 L.
73F STANDBY GYRO CONTROL FUSE BREAKER Electro-

(See 12-3) center
98 F HEADING RELAY NAV junction

(See 13-2) box
(17-04)
Controlled by omnibearing selector 40R, it supplies the
latter with :
- either gyromagnetic heading from MMU 29F in rest
position (VOR/ILS),
- or true heading from navigation computer 103F in
operating position (NAV).
101F NAVIGATION COMPUTER DC SUPPLY Electro X

FUSE BREAKER center
Protects system 2 of :
- navigation computer 103 F
- U/C relay 124F.
102F NAVIGATION COMPUTER AC SUPPLY Electro

FUSE BREAKER center
Protects AC system 1 of navigation computer 103F.
103F NAVIGATION COMPUTER Nose cone

(P5-03)
The navigation computer generates the parameters required
for navigation. The parameters are computed from
information supplied by :
- Doppler radar 34S
- air data computer 1 7F
- gyro system (27 F, 29 F, 35 F, 37 F , 38 F)
- incidence probe 14F, radio-altimeter 102R and from
information displayed on station selector store 109F.
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
The parameters are distributed to :

- map display unit 108F
- polar indicator 68 F
- bombing computer 23T
- sight electronic unit 35A
- navigation matching unit 135 F
Monitoring
A monitoring circuit checks :
- correct power supply
- trouble-free calculation and exchange between
peripheral equipment (Auto-test).
Test
A ground test of navigation system (fictitious
flight) permits checking of the computer and peripheral
equipment.
The results of the fictitious flight are displayed
on the map display unit and the polar indicator.
The navigation computer is fitted with three
test connectors (1) on the front side for
checking and trouble shooting.
105F DOPPLER CONTROL UNIT RH

Instrument
Function : panel
- gives functioning mode of Doppler radar by means
of mode indicator 1 :
OFF = stop
N = Normal Mode
Black and white striped flap = memory mode.
enables Doppler radar earth/sea setting by
means of the setting switch 2.
Position L = LAND
Position S = SEA
- enables testing of the Doppler radar in memory
mode, by means of TEST 3 pushbutton.
- resetting of the navigation computer on a
target when the map display unit is OFF or faulty,
by means of the navigation reset pushbutton 4.
- selection of kind of display on the map display
unit by means of the display selector 5.
Position LAT = Display of the geographical
coordinates on the «LAT» and
«LONG» indicators.
Position B/GS = Disp'ay of the bearing and
ground speed on the «BRG» and
«GS» indicators.
Lighting
The 25V AC lighting is provided by the lighting
distributor 65L.
106F MAP DISPLAY UNIT AC SUPPLY Electro-
FUSE BREAKER center
Protects the AC system 1 of the map display unit 108F.
107F MAP DISPLAY UNIT DC SUPPLY Electro-
FUSE BREAKER center
Protects the DC system 2 load shedding system of the
map display unit 108F.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Doc.
Location
Access Door No. _S_
108F MAP DISPLAY UNIT Cockpit X

(Pedestal)
Connected to the navigation computer 103F only,
consisting of :
- an information display element
- a data input element.
Functions :
- indication to the pilot of heading, drift, course and
present aircraft position :
- on video map display
- in geographical coordinates
- in polar coordinates in relation to a target
(target and bearing distance).
- target mode display
- ground speed
- data input for supply to navigation computer :
- re-adjustment of calculated position
- target input
- selection of operating modes
The front side comprises :
- display elements
- controls.
Display elements
Display the navigation parameters :

The map is projected onto a screen 1, of 150 mm
diameter of :
- Scale 1 : 80 NM to 1/1,000,000
- Scale 2 : 40 NM to 1/500,000
The map capacity is 1296 x 1296 NM.
Superimposed on the map are the following reticles :
- north or course reference vector 2. It shows the
geographic north or the course followed by the
aircraft according to the mode and map orientation
selected. It is in 5 (scale 1 ) or 2.5 N.M. (scale 2)
calibrations.
- point (3) in the center of the screen indicates one
of the following, according to the operation mode :
- present aircraft position
- map reference point
- station storage unit selected target
- heading card 4
The card-map assembly can be set by the North or
course reference vector or by the true course.
- The target bearing movable vector 5, which indicates
the target bearing selected on the station storage unit
109F in relation to the heading card.
- the mobile index 6 which displays the following
according to the operating mode :
- aircraft drift with a maximum deviation of ± 10°
in relation to the reference vector.
- aircraft heading.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
There are three numerical indicators :

- target distance indicator 7 «RANGE» showing the
aircraft-target selected distance, in nautical miles
and tenths of a nautical mile.
- target bearing or latitude indicator 8 «LAT/BRG»
which gives :
point latitude in degrees, minutes
- either the central
and tenths of a minute,
- or the bearing of selected target in degrees.
- ground speed or longitude indicator 9 «LONG/GS»
which gives :
- either the central point longitude in degrees, minutes
and tenths of a minute,
- or the ground speed in knots.
The central reticle 10 is used for centering the film
reference cross (in film setting).
Controls
For switching operations for the use of the map display

unit. (Display and data introduction).
The mode selector 1 1 has six positions :
OFF = to turn off the map display unit
- MAN - (2 positions) = Unit operation in manual
mode. Manual map exploration using the
control stick.
- NAV = Unit operation in navigation mode. The
center of the screen is the A/C present
position.
- TARG = Unit operation in target display mode. The
target selected on the station display
store is displayed on the center of the
screen.
- Film setting position = For checking and adjustment
of the film setting, if necessary.
This position is accessible after cancellation
of the film setting authorisation control 12.
The control stick 13, in manual or film setting mode,
enables movement of the map in a latitudinal or
longitudinal direction and alignment of a map point on
the central point.
The control stick «active» light 14, lights up in
manual mode, and indicates that the stick is
controllable. It flashes before initial setting of the
computer.
The map direction selector 15 has two positions :

- «N» = the map-heading card assembly is directed
according to the reference vector.
- «TRACK» = the map-heading card is directed
according to the true course.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Doc.
Item Location
Access Door No.
Scale selector 16
The manual change-over pushbutton «FIX» 17 automatically

changes the navigation mode map display unit over to
manual mode.
The manual mode indicator light controlled by pushbutton

1 8 comes on when the map display unit is switched to
manual mode by the pushbutton.
The target input pushbutton 19, «TARG» enables manual

input of coordinates of a target into the storage
display store 109F, from map reference taken by the
pilot.
Target input is possible when the target input light 20
is on. It goes off during input (approx. 0.5 sec.) then
comes on again after the target input operation.
The reset button 21 enables navigational resetting, in

manual mode, using the coordinates of a point in memory
store in the station display store or a point selected
in the center of the screen by means of the joystick. '
The day/night lighting switch 22 «DAY-NIGHT» enables

adaptation of the map lighting, digital displays- and
indicator lights to day/night conditions.
The brightness setting button 23 «DIMMER» enables

adjustment of the map, digital displays and indicator
light lighting.
The projector lamp switch 24 «N-SP» controls the lamp

change.
- N = Normal lamp
- SP = Standby lamp
The map focus setting 25, for use of the mechanic, is

accessible with a screwdriver. Focusing is by movement
of the lens in relation to the map.
The lamp test button 26 «t» is for testing the indicator
and digital display lights.
Integrated lighting
The 22V AC lighting is provided by the lighting
distributor 65 L
Anti-mist
A dessicant absorbs the internal residual humidity. It
is located in a well under the map display unit video
head and can be visually inspected through a small port
hole.
ATTACHMENT
The map display unit is attached to a chassis by means
of two extractor screws 27 and 28, after centering on
two pins.
AC
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
T Doc.
Item Location
Name Characteristics and Functions
Access Door No.
109F STATION SELECTOR STORE Cockpit X

(RH console)
The station selector store permits to store the
geographical coordinates of 15 points which can be used
as a reference or target for navigation computer 103F.
It consists of :
- a fixed housing attached to the aircraft and contai¬
ning the store power supply system.
- the store itself, which can be removed from the
housing and includes a magnetic core memory.
It also contains control and display units :
- station indicator 1 , which displays the target
number selected.
- step-by-step buttons 2 «+» and 3 « », for increasing
and decreasing the target number
- station panel 4, which displays the stored targets
- «LIGHT» button 5, for station panel lighting
- «FAIL» warning light 6, this light can be dimmed.
lamp and indicator test/ resetting selector 7, with
one neutral and two operating positions (unstable) :
- «LAMP TEST» = illumination of «FAIL» warning
light and indicator.
- «FAI L» = resetting of a flashing sequence (warning).
Knurled knob 8 is used for removing the store from its
housing attached to the aircraft.
Lighting :
The 23 V AC integrated lighting is supplied by lighting
distributor 65 L.
113F HEADING TRANSFER CONTROL UNIT Cockpit

(LH console)
It enables initial heading setting of the navigation
computer before flight.
If setting is made with a transfer gyro, its function
is limited to the switchings and displays necessary
for the resetting sequence.
If setting is made without a transfer gyro, its function
also consists in supplying the initial true heading to
the navigation computer.
It includes :
- selector 1 and counter 2, for selection of the initial

true heading
- transfer control button 3, for initiating the transfer
(protected by a guard)
- sequence indicator light 4, which informs the pilot
of the transfer sequence.
114F GMH/TH SELECTOR RELAY Armament

box
This relay is energized when the heading selector on (Equipment
heading control unit 37F is in the «HDG1 » or «HDG2» bay door
position. 13-00)
In operating position, it enables display of true
heading 1 or true heading 2 on polar indicator 68F.
In rest position, it enables display of the magnetic,
gyromagnetic or emergency gyromagnetic heading on
polar indicator 68 F.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. I
115F MMU NORMAL/EMERGENCY CONTROL RELAY Armament

(See 12-3) box
(Equipment
It is energized if the heading control unit selector bay door)
is on «EMG». 13-00
In operating position, it sets the main standby relay of
magnetic monitoring unit 29F in rest position.
In this case, the associated electronics of the polar
indicator is supplied by the channel No. 1 of the standby
system.
116F TH1/TH2 SELECTOR RELAY Armament
box
It is energized if the heading control unit selector (Equipment
is in «NAV 2», «HDG 2» or «EMG» position. bay door)
In operating position, it enables : 13-00
- use of true heading 2 by the navigation computer
- transmission of the correct functioning signal from
the navigation computer to electronic unit 27F.
119F 0-180° SELECTOR SWITCH Cockpit
LH console
Enables to modify by 180° the initial heading
selected on the heading transfer control unit.
120F INITIAL SETTING RELAY Armament

box
Energized by depressing the transfer control pushbutton (Equipment
on the transfer control unit. bay door)
Enables display of the initial heading setting sequences 13-00
(with or without transfer gyro) :
- on the transfer gyro
- on heading transfer control unit 1 1 3F.
121F TRANSFER GYRO CONTROL RELAY Armament

box
Energized by depressing the transfer control pushbutton (Equipment
on the transfer control unit. bay door)
On setting with transfer gyro, enables the energization 13-00
of transfer gyro relay 122F.
122F TRANSFER GYRO RELAY Armament
box
Energized when relay 121 F is energized. (Equipment
Enables connection of the computer to the initial heading bay door)
from the transfer control unit (at rest) or the transfer 13-00
gyro (energized).
123F INITIAL SETTING END RELAY Armament
box
Energized by the initial setting end calculated by the (Equipment
navigation computer 103F, it enables : bay door)
- self maintenance 13-00
- transmission of the correct operation signal from the
navigation computer to the gyro center electronic
unit27F.
124F U/C RELAY Armament
box
Energized when the U/C is retracted (shock-absorber (Equipment
released). bay door)
It prevents the navigation system test from being 13-00
performed.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S I
125F 26 V AC REGULATED TRANSFORMER FUSE BREAKEF Electro- X

center
Protects AC system 1 of 26 V regulated transformer 126F.
126F 26 V AC REGULATED TRANSFORMER Nose cone X
(See 10-2) 3-06
Supplies the 26 V AC regulated necessary for navigation
computer energization.
127F HEADING TRANSFER CONNECTOR LHU/C X

well
Used for connecting the transfer gyro. (behind
the leg)
135F NAVIGATION MATCHING UNIT Nose cone X
(P4-09)
This is an electronic unit allowing to adapt the
following data from navigation computer 103F, to the
reconnaissance system.
These data are :
- latitude and longitude deviations between aircraft
and target (LA-LB and GA-GB)
- radio-altimeter height/ground speed ratio h/Gs.
The electronic unit has its own power supply, which, in
addition to the voltages required for its operation,
delivers a reference voltage for the reconnaissance
system.
This power supply operates from a 200 V/400 Hz three-
phase voltage delivered by navigation computer 103F.
Test
On its front panel, the navigation matching unit is
fitted with a test connector 1 for checking and trouble
shooting.

(See 08-2)
40R OMNIBEARING SELECTOR Cockpit X
(RH
Receives : console)
- gyromagnetic heading delivered by MMU 29F or true
heading from navigation computer 103F.
- VOR or NAV bearing and also the correct operation
signals from the navigation computer and indicator.
Lends itself to :
- selecting VOR/I LS navigation
- indicating a radio or navigation course for use by the
spherical indicator and the autopilot.
51 R OMNIBEARING SELECTOR FUSE BREAKER Electro- X

center
Protects DC system 1 of omnibearing selector and relays
116Rand 117R.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. S I
56 R VOR-ILS RECEIVER
(See 12-5)
Supplies :
- the VOR bearing and a correct operation signal to the
navigation indicator, via relays 1 16R and 1 17R in
operating position.
- the VOR bearing to omnibearing selector 40R.
102R RADIO ALTIMETER TRANSCEIVER

(See 12-7)
Supplies a 0 to 15,000 ft height data as well as a correct

operation signal to navigation computer 103F.
NOTE : On ground, the correct operation signal is cut

out through a relay controlled by a U/C contactor.
116R VOR/RADIO COMPASS RELAY

(See 12-5 and 14-2)
Switches navigation indicator fine pointer from VOR

bearing (operating position) to Radio compass bearing
(rest position).
117R VOR/RADIO COMPASS RELAY

(See 12-5 and 14-2)
Switches the LH flag of polar indicator 68F to VOR

correct operation signal (in operating position) or
+ 28 V aircraft mains (in rest position).
118R VOR/RADIO COMPASS SELECTOR SWITCH

(see 12-5 and 14-2)
In «VOR» position, energizes relays 1 16R and 1 17R.
142R PHASE COMPARATOR Frame 10 X

behind
Receives the target bearing-selected course. Supplies : pilot's
- LH/RH data to the autopilot and spherical indicator seat
- TO/FROM information to the spherical indicator.
31 S DOPPLER RADAR SUPPLY FUSE BREAKER Electro- X

center
Protects DC system 2 of :
- Doppler radar control unit 105F
Doppler radar operation relay 33S
- Doppler radar test relay 35S.
AC
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
32S DOPPLER SUPPLY FUSE-BREAKER Electro-

center
Protects AC supply system 2 of Doppler radar 34S.
33S DOPPLER RADAR OPERATION RELAY Armament

box
Energized when the polar indicator 68 F selector is on (Equipment
«NA» or «Tl», it enables power supply to the Doppler bay door
radar through AC system 2. 13-00)
34S DOPPLER RADAR Frame 5

(lower)
Measures aircraft ground speed components.
It has two functioning modes
- Tracking (normal operation) =
The radar is locked on and delivers the ground speed
to the navigation computer.
- Memory storage (Doppler signal absence) =
It delivers memory information to the navigation
computer.
It is fitted with a vertical signal interference
detector for flying over the sea.
If within a certain range the radar cuts out, the
navigation computer positions the tracking windows to
reduce re-locking on time.
A land/ sea calibration circuit enables the speed
off-set due to the Doppler spectrum deformation
to be compensated for.
Test
An integrated test device operated by the Doppler

control unit 105F test pushbutton enables the radar
function check.
This test can only be carried out if the Doppler radar is
in memory mode.
Characteristics
Transmission frequency .
- forward beam = 13325 MHZ
-rear beam = 13314.3 MHZ
Altitude over land = 0 to 50,000 ft
Altitude over sea = 0 to 20,000 ft
Roll and pitch in relation to altitude :
- at altitude < 20,000 ft

- roll ± 45°
- pitch ± 30°
- at maximum altitude
roll and pitch ± 20°.
AH
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
T 1
Location Doc.
Access Door No. S 1
35S DOPPLER RADAR TEST RELAY Nose cone X

junction
This relay is energized through the «TEST» button of box
Doppler control unit 105F. It enables the navigation P4-06
computer information to be stored in the memory when the
Doppler radar is being tested from Doppler control unit105F
The opening is timed at 7 seconds.
46S GROUND PREVENTION RELAY Nose cone X

junction
When in rest position, with the LH U/C door open, this box
relay prevents the radio altimeter correct operation P4-06
signal from being transmitted to navigation computer 103F.
53Sc COMPATIBILITY UNIT DUMMY CONNECTOR

(See 14-7)
64S RESISTOR On dummy X

connector
Protects + 24 V supply of Doppler radar. 53Sc
Bay at F.17

(See 14-3)
40Z HEADING CHANNEL TEST CONNECTOR (See 10-1)

(See 12-3)
Permits to connect the equipment used for testing and

trouble shooting of the navigation system.
41Z RADIO NAVIGATION TEST CONNECTOR (See 10-1)

(See 12-5)

trouble shooting of the navigation system.
42Z NAVIGATION INDICATOR TEST CONNECTOR (See 10-1)

trouble shooting of the navigation indicator.
44Z MAP DISPLAY UNIT TEST CONNECTOR (See 10-1)

trouble shooting of the map display unit and VOR-radio
compass relay 1 17R.
45Z DOPPLER TEST CONNECTOR AND 26 V AC SUPPLY (See 10-1)

trouble shooting of the Doppler radar and of 26 V AC
reference transformer (126F).
AH
BREGUET AVIATION ^r"7« MIRAGE F
MANUAL 12

GENERAL LA YOUT
AJ
BREGUET AVIATION
MIRAGE F
C.6
FIGURE 3 - IMPLANTATION POSTE PILOTE

COCKPIT LAYOUT
AH
BREGUET AVIATION
MIRAGE F
DOPPLER RADAR
1 - SCOPE
The Doppler radar measures the aircraft ground speed using the Doppler effect.
It provides the navigation computer with the signal for position holding calculations as follows :
- VDX = ground speed along aircraft longitudinal axis,

- VDY = ground speed along aircraft transverse axis.
2- PRINCIPLE
The radar transmits a signal of frequency Fo in three directions :

-two beams A and B directed forwards, and symmetric in relation to the aircraft symmetry
plane ; these are used to measure the speed VDY,
- one beam C directed to the rear ; in conjunction with beam B, it is used to measure the speed
VDX.
The beam width is such that the radar receives a bandwidth whose average frequency enables
measurement of ground speed.
The receiver receives three frequencies, FA, FB and FC, as a function of Fo and Doppler
frequencies FDX, FDY and FDZ along the Doppler axes X, Y and Z :
FA = Fo + FDX + FDY + FDZ
FB = Fo + FDX-FDY + FDZ
FC = Fo - FDX - FDY + FDZ.
AA
BREGUET AVIATION
MIRAGE F
These frequencies are combined with the Fo transmission frequency to obtain the Doppler
frequencies for each channel :
FDA = + FDX + FDY + FDZ
FDB = + FDX- FDY + FDZ
FDC = - FDX- FDY + FDZ
After accurate measurement of FDA, FDB and FDC, a calculating unit determines the Doppler
frequencies by means of the following operations :
FDX = FDB-FDC
FDY = FDA- FDB
They represent speeds VDX and VDY to which they are proportional.
FDA
-O-*2 measurement
Sign VDY^
DOPPLER
FDB
measurement VDY
SPEED
COMPUTER VDX _
FDC
measurement
The Doppler frequency measurement channels FDA, FDB and FDC are identical. Each channel
measures the frequency by means of a voltage-controlled oscillator slaved to the Doppler frequency.
The slaving channel comprises :

- a discriminator which converts the frequency difference A F into an error voltage e :
- an integrator
- an oscillator.
Speed
computer
AA
AVIONS MARCEL DASSAULT ZlLJ>îr5L MIRAGE F
BREGUET AVIATION ^ô^L-Ô A .
3- OPERATING MODES (Figure 4)

The Doppler radar operates in the following modes :
- tracking
- search
- positioning
The search and positioning operations constitute the memory mode of the radar.
The Doppler radar is in tracking mode (locked on) when the signal/noise ratio is over a certain
threshold. If not, the Doppler radar cuts out and changes to search mode.
Search mode consists of scanning the frequencies by means of the VCO until it locks on to a
Doppler signal.
Tracking consists of coupling the VCOs to the locked on Doppler frequency.
In the bombing speed range (130 m/s < trajectory speed < 350 m/s), the Doppler radar lock-on
time is reduced by altering the search operation speed. This is done by setting the VCOs to
the frequencies corresponding to the speeds delivered to the Doppler radar by the navigation computer.
These speeds are calculated from the actual speed data supplied by the air data computer.
Over a calm sea, the functioning of the radar is disturbed by interference (reflections perpendicular
to the surface of the sea). The radar cuts out if interference is detected.
All tracking mode cut-outs are transmitted to :

- the navigation computer (Information stored)
- the Doppler control unit (memory indicator shows up) :
- immediately when out of bombing speed range.
- with a time delay when in bombing speed range.
(1 ) Tracking operation
When the signal/noise ratio is above the appropriate threshold, the comparator signals the control
logic to select the tracking mode. The VCOs are thus slaved to the Doppler frequencies.
The VCO frequencies enable calculation relative to the Doppler speeds :
- longitudinal speed VDX
- transverse speed VDY
- transverse speed sign
NOTE : The reflection of the Doppler radar frequency transmission depends on the nature of the area
flown over (land or sea). The average frequency received differs.
A correction to the longitudinal speed VDX is applied in flight over land by a land-earth control
operated by the pilot :
- the VDX speed delivered in Hz/Kt is corrected (land/sea calibration) by cancellation of a certain
number of pulses in each computing cycle of the navigation computer.
AA
BREGUET AVIATION
MIRAGE F
Restricted MANUAL 12 112F
34 S
r-rn-n
VDX calculation i
sin. P VDX j
Total PV detection disable
s
Fig. 21
1 £ II"
Vertical U/C down

interference (PV) \PV channel B» Tota\IPV 8 sec
Test PV Fig. 13
m\ detector circuit to disappearance
oscillator
Test channel A )PV channel O ofPV
Bombing
Channel A -« II
L . speed range 53Sc
Channel B (130 m/sec <VT< 350 m/sec)
Control logic
30 64S
sec
Signal/noise Memory
comparator Memory
calculation input logic
1.5 KK
sec Tracking Positioning Roll memory 103F
<
Memory calculation
DISCRIMINATOR
Voltage > / AVDX
70
-
FA
AGC
detection
r* F
Search Channel B
Dialog
AVDY
71
Tracking/memory
FB switch Channel C AVDZ
Transmitter Receiver Voltage 72
controlled 46
oscillator 24V- 47
FC
^ ^Channel A
Test
45Z
S
52
Coupler
frequency AVB Total PV R > 30°

o
P
7 Arithmetic
__L___L__L.
Channel B
FDB i Tracking VDY
M
44
unit
Memory > 1.5 sec. I ,.-. , .
Memory > 30 sec. I ^\ Memory logic VDY VDY VDY sign VDY sign
45
calculation calculation
FB|tt2 | VDX calculation " SEA Synchronization 10 Hz
PV ! ^ Total PV sin. P _r
+ 24 V if out -0 ,r
49
LAND
1 :Biii VDX VDX
n
Land/sea
calibrator
of memory VDX
43
42
FBLoJ calculation (Fig. 21)
Channel C
FDC OV
Memory > 1.5 sec. I »-.
T 48
Memory > 30 sec. \ J Memory logic

TEST 36
PV L Total PV Memory > 1.5 sec. channel A Fig. 21
.
>1
"TTT
Test AVC Total PV
Memory > 1.5 sec. channel B
Memory > 1.5 sec. channel C
Bombing speed range
>1
&
1
Memory
sec
disappearance
X
a
b
45Z
105F
AS
frequency Memory > 30 sec. channel A . >1 K *L

Memory > 30 sec. channel B . >1 1 sec
Memory > 30 sec. channel C Memory IMM N Mode
disappearance + 24V- LL M indicator OFF
Memory logic EE L control logic
N
FIGURE 4- DOPPLER RADAR OPERATION SCHEMATIC

AD
01-78 Restricted 6-120 FIGURE4 6-120 FIGURE4 6-120
BREGUET AVIATION
MIRAGE F
(2) Search operation

When the signal/noise ratio is below a certain threshold, the comparator commands, after
1,5 second:
- to the control logic :
- to stop tracking
- to switch the search oscillator into circuit
- to the memory logic, to transmit the memory information to :
- the navigation computer
- the Doppler control unit indicator.
The Doppler speeds VDX and VDY are set to the value of their last calculation before the Doppler
signal is lost.
The VCO is slaved to the search voltage which develops as a sawtooth for scanning of the
frequency range. When the Doppler signal is recorrected on the three channels, there is lock-on when
the VCO search frequency joins the Doppler frequency.
(3) Positioning operation
In the bombing speed range, when the signal/noise ratio is below a certain threshold, the
comparator sends a signal to the control logic, after 1.5 second to :
- stop tracking
- engage the VCO positioning device.
A memory signal is sent to the navigation computer and the Doppler VDX and VDY are set to the
value of their last calculation before loss of the Doppler signal
The VCO is thus slaved to the speed acceleration, calculated in the navigation computer from the
true airspeed calculated by the air data computer. The speed variations are distributed by the navigation
computer at each calculation cycle.
If the Doppler signal reappears within 30 seconds, the frequency of this signal, a function of the
aircraft speed, is equivalent to the VCO frequency. The Doppler radar immediately locks on to the
Doppler signal.
If the Doppler signal is still absent after 30 seconds, the control logic :
- cuts off the positioning of the VCO.
- engages the search sequence.
The memory logic transmits the memory order to the Doppler control unit indicator.
The following table shows the Doppler radar operation and the corresponding indications.
Doppler signal Indicator

Bombing Computer memory
speed Tracking Search Positioning memory (Doppler
range Present Absent control unit)
X X
Out
X X X X
X X
Between
In 1.5 s X X
and 30 s
>30s X X X
AA
AVIONS MARCEL DASSAULT /_
BREGUET AVIATION^c^-
-^tS'CS
M MIRAGE F
(4) Radar operation with vertical interference.
During flight over a calm sea, the lock-on is accompanied by a vertical return signal called the
vertical interference signal (PV). The Doppler effect which is affected by the vertical return signal
corresponds to the vertical speed of the aircraft, which is equiva eht to VDX sin P.
The interference is detected by a circuit which generates a frequency corresponding to VDX sin P
- VDX is supplied by the Doppler radar
- pitch P is supplied by the gyro center
When the effective Doppler frequency corresponds to the VDX sin P frequency, a detector
calculates the vertical interference information.
The vertical interference information from a channel results in the calculation of the total vertical
interference which stops the tracking and prevents search or positioning at the same time,
Simultaneously, a memory information is transmitted to the navigation computer and is displayed
on the pilot's mode indicator on the Doppler control unit.
The total vertical interference information is maintained for 8 seconds after disappearance of the
phenomenon. A «U/C down» signal prevents vertical interference detection.
In the bombing speed range, vertical interference detection is as per the preceding paragraph,
however :
- the control logic selects positioning
- the pilot is informed 30 seconds after memory input.
(5) Forced storage (special case) by the navigation computer
When the A/C roll angle exceeds 30°, the navigation computer delivers a R >30° signal to the
control logic unit of the Doppler radar in order to switch it to the memory mode,
The table below illustrates the Doppler radar operation in this particular configuration.
Doppler signal Indicator

Bombing memory
Computer
speed Track Search I 'osition Doppler
memory
range
radar
ON OFF control
unit
X X X
Without
X X X X
X X X
Between
Within 1 .5 sec X X
and 30 sec
> 30 sec X X X
AC
08 77 6 122
Restricted
BREGUET AVIATION
NAVIGATION COMPUTER
1 - COMPUTATIONS
Using the following :
- ground speed
- true airspeed
- fixed incidence
- heading reference
- roll and pitch
- target coordinates
- height.
The navigation computer calculates :

navigation data :
- true heading
- present position longitude and latitude
- true course
-drift
course deviation
-
target guide parameter
-
- aircraft-to-target bearing
- aircraft-to-target distance.
- operational data :
- for bombing computer :
- trajectory speed
- minimum distance
- roll angle cosine - for sight system :
- course deviation or drift
- target distance < 10 km
- for reconnaissance system (through the navigation matching unit) :
- aircraft latitude and longitude deviations/target latitude and longitude deviations.
- signal function of the radio altimeter height/ground speed ratio.
- special data for :
gyro center : precession corrections to the vertical gyro to improve the vertical definition
- Doppler radar :aircraft speed changes along the aircraft axes for positioning the tracking
windows.
The initial conditions for all of these calculations are fed to the navigation computer :
- for heading : by initial setting from a transfer gyro or the transfer control unit.
- for the original coordinates : by initial setting using the station selector store and a reset control.
08-77 Restricted 6*123

BREGUET AVIATION
MIRAGE F
A Calculation of true heading (Figure 5)

(1 ) Initial heading setting principle.
(a) Purpose
To provide the navigation computer with the geographical north direction for calculation of the
true heading in flight.
(b) Principle
Initial true heading
-
The initial true heading Cvi is fed to the navigation computer :
- either by an equipment fitted outside of the aircraft and giving the geographical north
reference (transfer gyro, on the aircraft reference plate).
- or by selection on a transfer control unit.
Geographical North Directional

reference
line ref-
Li***
Transfer gyro
Reference plate
The navigation computer acquires the Cvi by means of the recopy servo as follows :
Transfer equipment Computer
Cvi 1 storage
Cvi ' 1
_*"»«^
fr^
-3^
A Cvi
Cvi- Cvi-1 +&Cvi - TH
1
Calculation
cycle
mm
Initial directional heading

-
On initial setting the difference between the aircraft lubber line and the directional reference of
the gyro center constitutes the angle Cdi (initial directional heading).
Calculation of directional reference
-
The direction of the directional reference of the gyro center in relation to the geographical north
is determined by :
ai = Cvi Cdi
This value ai is stored.
AA
BREGUET AVIATION
MIRAGE F
(2) Principle of true heading calculation

A change in aircraft direction results in a variation in the directional heading Cd.
The true heading TH is determined by the sum of the directional reference ai, the directional
heading Cd and the corrections ac due to the rotation of the earth and the convergence of the
meridians :
_,, _. ,
, GEOGRAPHICAL NORTH
TH = ai + Cd + ac
GEOGRAPHICAL EAST
Change in A /C
direction
The correction for the earth's rotation is calculated from :

- the present latitude
- the earth's rotational angular speed
- the time elapsed since initial setting
The correction for the convergence of meridians is calculated from

- the earth's radius
- the ground speed component VE measured along the parallel
- the present latitude
- the time elapsed since initial setting.
GYRO
CENTER
Cd NA VIGA TION COMPUTER
wCdi
a\
Calcul «./
Transfer */'-C/-Ctf/ Calcul TH /Fig.6)
Correction hC
Memory
calculation
*C
Rotation
Convergence of earth
of méridiens
Fig.6
Present latitude
Earth's rotational
angular speed Correction
Earth's radius computer
VE
time
FIGURE 5 - TRUE HEADING CALCULA TION

AA
BREGUET AVIATION
MIRAGE F
B - Holding position (Figure 6)

(1 ) Normal operation
The computer uses the speed data supplied by the Doppler radar.
The latitude and longitude are retained by adding to the departure point geographical coordinates,
the increases in latitude and longitude obtained by integration of the North and East ground speed
components (VN and VE).
These speeds are calculated from :
-longitudinal and transverse speeds (VDX and VDY) supplied by the Doppler radar on the aircraft
trihedral
- true airspeed TAS and true incidence given on the aircraft trihedral.
The information given for the aircraft trihedral enables the calculation of VN and VE through the
following operations :
- Doppler speed calculation on the aircraft trihedral, assuming that there is no vertical wind.
- converting these speeds within the reference trihedral, then within the geographical trihedral,
- determination of the present position.
NOTE : For easier wording, the following explanation takes no account of the Doppler radar setting.
In fact, the Doppler radar is positioned at 0.75° nose-up in relation to the A/C lubber line.
This value affects the calculations.
(a) Doppler speed calculation on the aircraft trihedral.

The Doppler longitudinal speed VDX and transverse speed VDY are transmitted to the computer,
but not the yaw axis speed VDZ. The latter is reproduced from the true airspeed TAS, true incidence,
Doppler speeds VDX and VDY, and the roll and pitch data.
The speed VDZ is calculated in the VDZ computer unit from the following information
-VDX "I on the aircraft trihedral
-VDY J
- TASZo on the reference trihedral
The roll and pitch information describes the aircraft trihedral in relation to the reference trihedral.
TASZo is calculated on the reference trihedral from the true airspeed, true incidence and the roll
and pitch attitudes.
AA
AVIONS MARCEL DA-SSAULT MIRAGE F
BREGUET AVIATION
Restricted MANUAL 12 Gyro center
103F
eV1 eV2
«/ Calculation
ÏEart
Earth 's rotation correction Cos R _^ Cos R (Fig.14)
a t
calculation
-I Meridian
Fig.5 A Men convergence correction
_
Calculation
X} -#-- Gyro center \
VE
Vertical
correction
P
(Fig.5)
R
ZJ__,
TC
TC Fig.15
-TC
oc t of trajectory VN calculation Course 6
speed True course
deviation
Slope LA Dr calculation Fig.14
calculation
] ' calculation V 1
Aircraft TH
TAS trihedral
VDZ
Reference TASZo LA
Reference
VN
J e "j
trihedral calcu¬ VDZ VDXo trihedral Fig.16
VDX GA
VDY
« fc» lation
Integration
Target
distance
*- "J
*»
unit GB and bearing
VDY VDYo VE calculation Pel
Fig.15
VDX Reference Geographical LB
trihedral trihedral
QcJ
-*-LB T_
Fig.13
-*- GB J~
o o True heading TASZo
Slope
h
X
Vt Bombing
o
>
Q
> 4 Memory
mode
calculation
D min.
calculation
- D min Fig.14
Vt
'r V
Reference Geographical W'Yo
WXo WN trihedral W'Xo VDXo Slant drift Dr
TASXo trihedral W'N Vt -* Dr
TASYo
Wind
calculation WYo WE Filter W'E
r*>
W'Yo
Reproduction
of speeds VDYo
Trajectory
speed
calculation
u True course
calculation
f *> +~ Vt - Fig.14
'Geographical Reference (Vt)
trihedral trihedral TASZo
Gs h/Gs
h/Gs
calculation
7ri/e heading
Pi Memory
mode
Drift
calculation Reference
VDZ
T.
Radio altimeter
5 trihedral AVZ
ir v
VDY
Differentiator - AVY - Fig.4
Filtered VDX
- AVX
wind memory
TASXo
TASZo
FIGURE 6-NA V/GATION COMPUTER PRINCIPLE

AD
BREGUET AVIATION
(b) Conversion of Doppler speeds within the reference trihedral.

The three Doppler speeds calculated are converted into the reference trihedral. The roll and pitch
data enable determination of the VDXo and VDYo Doppler speed components.
VDZ
VDYo
(c) Conversion of the speeds VDXo and VDYo within the geographical trihedral.
The aircraft speed VDXo and VDYo, within the reference trihedral, are converted into the
geographical trihedral based on the true heading.
Speeds VN and VE are obtained. d XQ
VDYo
VDYo
(d) Determination of present aircraft position

The integration of speeds VN and VE gives the present aircraft position latitude and longitude.
AA
BREGUET AVIATION
MIRAGE F
(e) Wind calculation

The wind W is calculated from the true airspeed components (TASXo and TASYo) on the
reference trihedral, and from components VDXo and VDYo of the Doppler speed, on the reference
trihedral.
The wind components on the reference trihedral are converted into the geographical trihedral and
determine the north wind WN and the east wind WE.
VDYo
The wind, calculated from the Doppler speeds, is subject to their variations.
The wind geographical coordinates are to be filtered in the filter unit.
The filtered wind components W'N and W'E are stored. Storage is necessary to continue the
calculations, should the Doppler change to «Memory» mode.
(2) Special cases

(a) Use of the navigation computer with the Doppler in «Memory» mode.
If the Doppler is in «Memory» mode, the navigation computer uses the filtered components of the
last wind calculated, which are stored in the memory.
The components on the geographical trihedral are converted into the reference trihedral
Added to the TASXo and TASYo components on the reference trihedral, they reproduce the
Doppler speed components VDXo and VDYo on the reference trihedral. These speeds allow
calculation of the present aircraft position.
However, the accelerations AVDX, AVDY and AVDZ used by the Doppler radar in «Memory»
mode, are calculated from the reproduced speeds VDXo, VDYo and the speed TASZo on the reference
trihedral ; these speeds are converted into the Doppler trihedral. The derived speeds obtained, VDX,
VDY and VDZ, constitute the accelerations.
(b) Use of the computer in independent functioning mode (Doppler radar off).
In this functioning mode, the stored wind data are automatically reset to zero. The navigation
computer uses only the true airspeed components (TASXo and TASYo) on the reference trihedral ;
these components are converted in the geographical trihedral to calculate the present aircraft position.
AA
BREGUET AVIATION 0^1
^N Restricted
MIRAGE
MANUAL
F
12
C - Calculation of ground speed, trajectory speed and drift

(1 ) Calculation of ground speed
The ground speed is calculated from reproduced speeds VDXo and VDYo.
(2) Calculation of trajectory speed
The trajectory speed Vt is calculated from reproduced speeds VDXo and VDYo, and from TAS
Zo, component of TAS.
-r Xo
*- Zo
TASZo -
(2) Calculation of drift

Using the filtered wind W'Yo in the reference trihedral and the trajectory speed, the computer
calculates the oblique drift from the equation :
W'Yo
Sin Dr=-
Vt
D Bombing calculations
(1) Calculation of the minimum distance
The slope value is necessary for the calculation of the minimum distance.
Slope p is the angle formed by the trajectory speed and the horizontal plane, within the reference
trihedral O.Xo.Yo, and is expressed as :
tnn= TAS Zo
19 p x/VDXo2 + VDYo2
VDXo
T TASZo VDYo
The navigation computer calculates the minimum distance by setting :
- the limit distance as determined by ballistics, a function of Vt and p

- the limit distance as determined by the fall time, a function of Vt
the limit distance as determined by the max. altitude, a function of p.
-
A fourth fixed distance of 10,485 meters (5.66 NM) is compared with the three preceding
distances. The shortest of these distances, called D min, is used for bombing calculations.
(2) Roll angle cosine calculation
AC The computer calculates the roll angle cosine.
MIRAGE F
BREGUET AVIATION
E Vertical corrections
In order to correct the precession of the gyro center vertical gyroscope, the computer calculates
two correction voltages which correspond to the precession rates applicable to the vertical gyroscope,
along the longitudinal and transverse axes. The corrections are calculated from :
- true heading
- speeds VN and VE
earth's radius
- present latitude
- angular speed of the earth's rotation.
F Target guide parameters
(1 ) Principle for the calculation of target position in relation to aircraft.
From the geographical coordinates of the present position LA and GA and the target coordinates
LB and GB fed into the computer, it calculates :
- aircraft-target distance : p
- aircraft-target bearing : 8
It distributes them as :
- polar coordinates (p and 6)
rectangular coordinates (Qc = p sin 0, Pc = p cos 6).
N
Lubber line
rarge\ g|
(2) True course calculation
The true course is calculated from the aircraft true heading TH and the drift Dr as follows :
Tc = TH + Dr
(3) Course deviation calculation
Course deviation is calculated from the target bearing and true course as follows :
Course deviation =8 Tc
AA
AVIONS MARCEL DASSAULT /L^~r~VL
BREGUET AVIATION ^dSr^^fg^
MIRAGE
., . .A . ,
F
(4) Calculation of h/Gs
The h/Gs ratio required by the reconnaissance system is calculated from the height information
delivered by the radio altimeter and the ground speed information processed by the computer.
AC
°8"77 Restricted 6' 131M
BREGUET AVIATION
MIRAGE F
2- NAVIGATION COMPUTER SYSTEM
A General system
The navigation computer is a digital computer consisting of three parts

- the arithmetical unit
- the interface
- the power supply,
COMPUTER
Aircraft power \i)C- Power supply
system \ac
£
Inputs
Peripheral Arithmetical
Interface unit .Programme
equipment Outputs
(1) Arithmetical unit
The arithmetical unit is the navigation computer central component. It performs all the
calculations necessary for the execution of the required functions, defined by a memory programme.
(2) Interface
The interface carries out :

- the conversion of the input signals (digital or analogue) into digital data for processing by the
arithmetical unit.
-the conversion of the arithmetical digital information into the form required by the user
equipment.
- the dialogue with the arithmetical unit.
(3) Power supply
Generates the internal voltages necessary for the computer, from the DC and AC aircraft power
supply systems.
AA
AVIONS MARCEL DASSAULT H
BREGUET AVIATION
MIRAGE F
B Arithmetical unit
The arithmetical unit is composed of three functional units :
- the memory operator

- the arithmetical operator
- the programme operator
(1 ) Memory operator
Stores information (data, computed results, operation instructions). To this end, it uses :
-the Buffer memory (live memory) necessary for the storage of information in the computing
stage. There are two types of Buffer memory :
- semi-conductor memory (Registers)
- core memory which stores the information even after the current is cut off.
-the Programme memory (read-only memory) which contains the instructions for the different
operations, (addition, multiplication, division, etc.).
The information stored in the memory operator is made available (for use) to the arithmetical
operator or the interface by means of the programme operator.
(2) Arithmetical operator

Performs operations based on the operands in the memory operator and is controlled by the
programme operator.
(3) Programme operator

Controls the arithmetical unit and interface operations in accordance with the memory operator
computer programme.
This programme is made up of a sequence of instructions whose execution is governed by the

programme operator.
(4) Connection between operators

Connection between the different operators is by means of bus bars :
- bus orders which transfer the orders given by the programme operator.
- bus data which transfers data (operands, addresses, memory data, etc.) between the different
operators in response to the programme operator instructions.
. r
I
ARITHMETICAL OPERATOR
DATA ORDER
MEMORY OPERATOR
BUS BUS
Programme memory
Memory : buffer
Semi
conductors : cores
Interface
J
Interface
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C Interface
General
The interface depends on the programme operator of the arithmetical unit.
To carry out its function it comprises :

- couplers for :
- the input and output processes for the exchange of information between computer and
peripheral equipment.
- the monitoring of the computer power supply and the + 5V power supply switching.
A coupler joins one or more channels. Each channel links up the computer and the associated
peripheral equipment and consists of :
- a coupler selector
- a dialogue unit complete with arithmetical unit which controls the various interface operations.
Connection is made by bus bars.
NA VI GA TION COMPUTER
DATA ARITHMETICAL UNIT ORDER

BUS BUS
ADAPTER ADAPTER
INTERFACE INPUT-OUTPUT INTERFACE

DATA DIALOGUE ORDER
BUS BUS
I
COUPLER
SELECTOR
Coupler Coupler
I
Coupler Coupler Coupler
_ j _ u - - j. J- - -Jl- j. « zznz
1 r-=i i
PERIPHERAL EQUIPMENT
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(1 ) Information input process
According to the programme prescribed, the programme operator generates orders 1, 2 and 3
which are required for the input process. The orders appear successively on the order bus bar.
Order 1 :
The dialogue unit :

- identifies the «input operator»
- selects the input coupler
- memorises the channel and coupler numbers.
The coupler selector makes the selection.
Order 2 :
- the channel number is delivered to the coupler.
The input information is delivered to the coupler by the peripheral equipment concerned. After
digitization, the information is registered.
Order 3 is not given until the recording is finished. When it is given, the information recorded is
transferred to the data bus bar and fed to the arithmetical unit for processing.
«Input» operation
Coupler no.
Orders 1-2-3
PROGRAMME OPERA TOR Channel no.
DIALOGUE
IDENTIFICATION h Input» operation
OPERA TOR
INPUT-OUTPUT
" ~~" ~ " Coupler no.
COUPLER SELECTOR MEMORY
ORDER DATA
t
BUS 2 7 BUS
i COUPLER SELECTED Channel no.
CHANNEL SELECTION MEMORY
-» Other channels \
CHANNEL SELECTED
Information
Register REGISTER i
t-endl .J
DIGITIZATION
Peripheral equipment
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(2) Information output process
According to the programme prescribed, the programme operator generates orders 1, 2 and 3
which are required for the information output process.
Order 1 :
The dialogue unit :

- identifies the «output operator»
- memorises the coupler and channel numbers.
The coupler selector makes the selection.
Order 2 :
- the channel number is fed to the coupler
Order 3 :
The information given on the data bus bar is fed to the coupler. The latter adapts the information
to the peripheral equipment requirement and transmits it.
* Output» operation
Coupler no.
Orders 1^,3 Channel no.
PROGRAMME OPERA TOR
DIALOGUE
IDENTIFICATION 'Output" operation
OPERATOR
INPUT-OUTPUT
Coupler no.
COUPLER SELECTOR MEMORY
ORDER DATA
BUS
TT
5 7 BUS
COUPLER SELECTED Channel no.
CHANNEL SELECTION MEMORY
Other channels
CHANNEL SELECTED
Information
REGISTER
L.-.J L J
PERIPHERAL EQUIPMENT
ADAPTER CIRCUIT
... ....J
T
Peripheral equipment
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^^^^^t> Restricted MANUAL 12
(3) Information processed by the interface
- Digital data
- Pure series binary
- Analogue data
- DC and AC currents
- Synchro information
- Potentiometer information
- Hybrid data
- Frequencies
- Status word
D Power supply
The navigation computer currents are taken from the aircraft DC and AC systems.
The computer logic power supply is in two parts :

- one is a permanent supply for certain circuits.
-the other, called the switch-over supply, is only energized during the time required for a
calculation.
A power supply failure is indicated by a warning light (see para, monitoring and tests).
The power supply monitoring is controlled by the programme before each information
memorisation in the core memory.
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breguet av,at,on^ Restricted MANUAL 12
STATION DISPLAY STORE

(Figure 7)
1- PURPOSE
Associated with the navigation computer, the station display store provides it with the coordinates
of one of the targets selected from the 1 5 stored in a core memory.
A continuous power supply is not necessary in order to preserve the memorised data and when in
use the memory is protected against voltage drops or cut-outs.
2- OPERATION
A Principle
The store is connected to the navigation computer by a two-wire line which transmits the inputs
and outputs.
There are two sorts of inputs :

- storage inputs, for introducing the target coordinates into the memory.
The words used are :
«Target introduction»
«Latitude write demand»
«Longitude write demand».
- inputs to extract the selected target coordinates :
«Latitude read demand»
«Longitude read demand».
A word contains an address and a quantity part (except the word «Target introduction»). The
address part determines the type of message ; it is the address which determines :
- the demand - read or write
- the kind of parameter (Lat or Long).
The outputs are the responses to read demands.
They also contain an address part which enables the computer to identify the kind of information
it is receiving.
Store loading
When the target number is selected on the storage unit, the latter should receive the word «Target
introduction» then the two messages «Latitude write demand», «Longitude write demand». Only these
two words are in the memory. The address is determined by the target number selected and the type of
coordinate. The address part of the words is stored with the quantity part.
Reading an in-store target
Once a read demand has been identified, a reading order is sent to the address as determined by the
target number on the one hand and the type of coordinate required on the other. Extracted from the
memory unit are the address and quantity parts, which had been introduced upon loading.
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B Composition
When a message is received the clock is reset in order to control the read/write control circuits.
The information is then introduced into an input registrer (which is blocked during a reply
transmission).
A decoder analyses the meaning of the message in order to extract the :

- target introduction
- type of demand
- type of parameter
The information is only delivered if the parity and validity checks are satisfactory (receiving
control).
The write/read control circuits controlled by the clock enable reading or writing of the target
selected.
For writing, the information is provided by the input register.

For reading, the information read is systematically re-written in the memory and transmitted to
the output circuits and complemented by the validity and parity signals.
The target selection is performed by the step by step selector pushbuttons.
They work an operator ± 1 which modifies thetarget No.
The target No. register output is distributed :

- to the indicator after transcoding
- to the read/write control circuits for processing of the address and for writing in the memory.
This operation is carried out for each calculation cycle of the navigation computer.
The storage unit includes the monitoring circuits which analyse the dialogue between the
navigation computer and the storage unit.
Parity Information read

validity 'Information write
Clock
Write
ï Read
Parameter Control
Reading/ circuits Memory
Input Writing Writing
Decoder Reading
register Target
Introduction
Blocked if
in reply nide
Receiving
-*
control
ELi
Monitoring Fig. 20
h
± 1 Target no. i i ii
Transcorder
Operator register OO
FIGURE 7 - OPERA TION OF STA TION DISPLA Y STORE

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MAP DISPLAY UNIT
1 - PURPOSE AND LAYOUT
The principle of the map display unit is based on the presentation of a map which moves in
relation to the present position determined by the navigation computer.
The map direction setting and a certain number of reticles make up the display unit.
The map display unit comprises :
- a display head
an electronic unit, mounted behind the display head.
The assembly is a single piece of equipment.
2- DIVISION OF THE MAP AND COMPOSITION OF THE FILM (Figure 8).

The map used is a conical projection. It is divided into 24 strips along the meridians. Each strip is
filmed at 1/1 000 000 (scale 1) and at 1/500 000 (scale 2). The film strips are placed end to end, with
the 1/500 000 scale always at the front. The end of the second strip comes up against the end of the
first and so on.
Each strip is centered on a meridian, called the reference meridian. The meridian is the
longitudinal axis of the strip. The distance between the reference meridian of a strip and the preceding
one is called AG F.
AGF = 56,7 NM Reference meridians
_>
z
CO
Strip no. 1 Strip no.3\ \ Strip no.24
8
97,2 NM Overlap areas
The film is always referenced by the film coordinates «LF» - «GF». The coordinates represent the
most southerly point on the strip axis, which in turn is the most westerly (strip No. 1). This point,
displayed with its values in the center of the screen determines correct setting of the film.
Two adjacent strips have one section in common. This is the overlap area and is necessary to ensure that
the screen display is always complete.
Longitudinal navigation means changing the strips. This is to be carried out when the central point of
the screen reaches the overlap area. The time taken to change from one strip to another is 6 seconds
maximum.
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Strip no.2 film

(scale 1/500.000)
Dead" areas
Usable strip width
IScale 1/1000000(1)
strip no. 1 film
Visual display / \
^ \Scale 1/500 000 (2)
Reference
meridian
Usable strip width
Reference point
LF-GF
Film setting
display
Screen central
reticle
Coordinates LF-GF
FIGURE 8 - COMPSOSITION OF FILM AND DISPLA Y

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3- MAP PROJECTION SYSTEM (Figure 9)

The component parts of this system are located in the display head.
They are :
a light located behind the display head.
(1 )
- a condensor (2) which absorbs the heat from the light.
- a cartridge (3) containing the film.
the cartridge moves longitudinally
- the film moves latitudinally
a lens (4) consisting of a lens and a diaphragm. It is controlled by :
- the DAY-NIGHT selector which controls the diaphragm.
- the map focus which controls the lens position.
- a projection terminal optical unit made up of a fixed part (5) and a movable part (6).
The fixed part comprises :

- a field lens
a heading card reticle.
The movable part comprises :
- a movable reticle which turns according to the 6 target bearing order.
- a magnifying unit and a prism which turns according to the true course order.
The rotation of the prism causes a visual rotation of the display in the output mode although the
image is fixed at the input. One turn of the prism corresponds to two turns of the display. To bring this
value to one turn, the magnifying unit and prism turn at a rate equivalent to one half of the true course.
- A mobile index (7) which is controlled by the drift order. It is limited to ±10°.
- A screen (8) of frosted glass, 150 mm dia. (5.9 in).
FIGURE 9 - MAP PROJECTION PRINCIPLE

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4- LIGHTING (Figure 10)
A Description
The map display lighting units are :
-front face integral lighting
-lights for the indicator numbers and the «stick operating», «target introduction» and
«pushbutton manual mode» warning lights.
- map light projector lamp.
The three corresponding power supplies are actuated by the map display unit mode selector.
B Front face lighting system
The front face lights are fed at + 5 V DC from the 22 V AC system.
Luminosity is set by the lighting distributor unit 65L.
C Numerical indicator and warning light lighting system
A + 5 V DC, from a source inside the map display unit is tapped off. It supplies the bars of each
numerical indicator and the warning lights when they receive the light-up orders.
The «DIMMER» and «DAY-NIGHT» controls enable luminosity adjustment.
Indicator and warning light test is carried out by means of the pushbutton «t» on the front face of
the unit.
D Map lighting system
The + 28 V DC current, from the aircraft system is tapped off. The lighting intensity is adjustable
by means of the «DIMMER» control on the front face of the unit.
The «DAY-NIGHT» lighting switch modifies the luminosity by acting on the lens diaphragm. The
diaphragm is controlled by a motor fed at 20 V AC.
A projector lamp inverter «N-SP» enables supply, on «SP» of the lamp change motor at 20 V AC.
There isa slight reduction in luminosity during the lamp change-over.
108F
5VOC
DAY
Ancillary^
Fig.
19 20V AC i
fe" 25
J
22V AC
S lighting
+ I7V DC
FIGURE 10 - MAP DISPLA Y UNIT LIGHTING

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5- FUNCTIONS OF THE MAP DISPLAY UNIT

The map display unit fulfils two functions :
-display
introduction of data :
- to the navigation computer
- to the station display store.
These functions are selected by the pilot by means of the controls on the front face of the display
unit.
A Display
There are two types of display :
-the map is linked to the navigation computer and displays the navigation data that it calculates,
- the map is no longer linked to the navigation computer but is controlled manually or by the
station display store by the pilot
The displays show either the computer information or information selected by the pilot.
This method is occasional and temporary, and enables introduction of data.
(1 ) Display of computer parameters : navigation mode
The map and indicators are linked to the navigation computer and show the parameters calculated
by the computer.
This is the most common use of the map display unit.
There are two types of map settings :
- north setting «N». The map and card norths are aligned with the fixed vector.
- course setting «TRACK». The map and card norths show the geographical north.
The display of the parameters delivered by the navigation computer is shown by the following two
figures.
Present position latitude
Selected by
(a) North setting ,__. -""" or target bearing
external
Target distance
Map and card North
Present position iongitude
or trajectory speed ]
control
Drift
Target bearing
Present position Map movement direction
(b) Course setting Present position latitude

or target bearing Selected by
external
Target distance
Present position longitude
or trajectory speed
True heading
} control
True course Drift (indirect reading)

Map and card Nortn
Wind direction
Present point
Map movement direction
Target bearing
Course deviation
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(2) Display for data input : manual modes or target display.

The map is no longer linked to the navigation computer but is controlled manually (manual) or by
the station display store (target display) when selected by the pilot.
The indicators show either the computer information or the information selected by the pilot.
This method is occasional and temporary, and enables introduction of data.
The manual mode enables the pilot to position the map using the control stick. It can also be
obtained by means of the «FIX» pushbutton when the map display unit is in navigation mode.
The target display mode enables a point selected on the station display store to be positioned on
the center point of the screen,
(a) Manual mode
The map, which automatically points North, is controlled by the control stick. The central point
of the screen, called the control stick point, has its coordinates shown on the numerical indicators.
This mode is used for :

- resetting the navigation in the navigation computer.
- to introduce a target into the store.
Present point latitude

or target bearing
Target distance/Present point Present point longitude
or tnjectory speed
Drift
Card and map North
Warning lights on
Target bearing/Present point
Control stick point
(b) Target display mode

Both types of map direction are possible as in navigation mode.
This mode is used for :

- resetting the navigation computer on a stored target.
- checking the coordinates of a target selected on the station display store.
Target distance/Present point _^ ' - Selected target latitude

or target bearing
Drift Selected target longitude
or trajectory speed
Card and map North
Target point on station

Target bearing display store
Course deviation
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B Data introduction
This function enables the pilot to carry out :

initial setting of the navigation computer before flight
- resetting of the navigation calculated in the navigation computer
- introduction of coordinates of a target into the station display store.
(1 ) Pre-f light navigation computer initial setting principle.
There are two methods :

initial setting on a station display store point
- initial setting on a point selected in the center of the screen
(a) Initial setting on a display store point

After selection of the navigation mode or the target display mode on the map display unit and the
starting point number on the station display store, the setting is carried out by pressing the reset
button.
(b) Initial setting on a selected point
After selection of the manual mode on the map display unit, the starting point is selected
manually on the screen using the control stick and the latitude and longitude indicators. Pressing the
reset button then carries out the setting.
(2) Navigation resetting principle
During navigation, the pilot may alter the navigation computer in two ways :
- prior resetting or resetting on a preselected point
- subsequent resetting
(a) Prior resetting

Is carried out in the same way as an initial setting on a stored point or on a map point.
(b) Subsequent resetting
Is carried out at a starting point, with the map display unit in navigation mode.
It entails resetting the computer after the aircraft has passed over the selected reset point.
The pilot has three operations to carry out :
push the change over pushbutton («FIX») when vertically above the resetting point selected.
selection of the resetting point on the map display unit by means of the control stick.
- push indicator reset button.
The first step causes :

-the map display unit to change to manual mode.
the computer to memorise the present position.
Between the first and the second step, the computer continues to calculate the present position
and simultaneously -etains the present position for the first step in store.
When the reset takes place, the computer measures the navigation error for the resetting point
vertical and corrects the last present position. Eventually the map display unit automatically returns to
navigation mode.
The following diagram shows the subsequent resetting sequence.
Navigation Map display

Pilot Subsequent resetting principle computer unit
Course followed Course calculated
Point A Navigation
memorisation mode
^ Navigation \
FIX
\A error \ »
\\
Holding Manual
position mode
Selection of
resetting point
on map display
unit i Measurement of
\ error and Navigation

correction of mode
present position
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(3) Target introduction principle

The map display unit permits introduction of target coordinates into the station storage display
unit, either :
manually
-
- or in navigation mode.
(a) Manually
The pilot selects the target to be introduced on the screen. The target is fed into the station
storage display unit through the navigation computer by pressing the target introduction button on the
map display unit.
(b) In navigation mode
The coordinates of a point, selected by the pilot on the ground, can the introduced into the
station storage display unit. Pushing the manual change over button when passing over the point
vertically, changes the map display unit to manual mode automatically. The pilot may change the map
position with the control stick as required. The target is introduced into the station storage display unit
by pressing the «TARG» button. When the target has been introduced, the pilot may :
- carry out a subsequent resetting if necessary.
- return to the initial navigation conditions by pushing the manual change over button.
6- MAP DISPLAY UNIT LOGICS (Figure 1 1 )
The display unit is controlled by the following logics :

-mode
- resetting
-warning lights
- map direction
A Mode logic
(1 ) Starting and setting film
(a) Starting
The starting sequence begins once the mode selector leaves the «OFF» position. It lasts 4 to
12 seconds and starts up the map slave controls.
(b) Film setting

After the starting sequence, the film setting check is achieved by means of the mode selector film
setting position.
(2) Manual modes, navigation, target display
(a) Manual mode
When the starting sequence is over, the manual mode logic delivers the manual information for one
of the following :
-the mode selector is on one of the film setting positions or «MAN ».
-the fixed information is calculated.
The fixed information is calculated when rapid hold of the map is required without using the
mode selector (e.g. for a subsequent resetting or introduction of a target when vertically above a point).
This is possible if the following conditions are fulfilled :
- the initial resetting has been carried out
- the mode selector is in «NAV» position
- the reset pushbutton is not pressed.
The fixed information is cancelled out by :

- pushing the manual change over pushbutton a second time
- or pressing the reset pushbutton
- or changing the mode selector position
(b) Target display mode

The mode logic delivers the target display information when the mode selector is in the «TARG»
position.
(c) Navigation mode
The mode logic delivers the navigation information when the mode selector is in the «NAV»
position and the fixed information is not supplied by the resetting logic.
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Map direction logic
TRACK
Test lights
FIGURE 1 1 - MAP D ISPLA Y UNIT LOGIC

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B Resetting logic
(1) Initial setting

The initial setting made in navigation mode or target display (stored position) or manual (map
position) is obtained by means of the resetting button. The logic then calculates the resetting
information.
(2) Resetting in flight
(a) Prior resetting
As for initial setting
(b) Subsequent resetting

Is carried out if the following conditions are fulfilled :
- initial setting is carried out

- mode selector on «NAV» position
The sequence is as follows :

- the manual change over pushbutton is pressed which calculates the fixed information which
causes the mode logic to change to the manual mode.
- the required map selection made, the navigation resetting button is pressed and causes :
- calculation of the reset information
-cancellation of the fixed information which brings about automatic return to navigation
mode.
C Target introduction logic.
Delivers the target introduction information if the mode logic delivers the manual information,
with the target introduction pushbutton depressed.
D Warning light logic
(1 ) Control stick engaged light
- is on continuously while the mode logic is delivering manual information

- flashes before initial setting
- is off in all other cases
(2) Target introduction warning light
- is on under the following two conditions :

- the mode logic delivers manual information
- the target introduction button is not depressed
- is off in all other cases and during the target introduction sequence.
(3) Manual mode by pushbutton light
- is on when the resetting logic delivers the fixed information
E Map direction logic
Gives the course information when the map direction selector is on «TRACK» and the mode logic
is not delivering manual information.
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HEADING CHANNEL
(Figure 12)
The gyro center transmits the directional heading to :

- the magnetic monitoring unit in order to calculate the gyromagnetic heading
- the navigation computer in order to calculate the true heading.
1 - GYROMAGNETIC (NORMAL AND STANDBY) AND MAGNETIC HEADING CHANNEL
The magnetic, gyromagnetic or standby gyromagnetic headings, supplied by the magnetic

monitoring unit, are repeated on the polar indicator card if the TH standby relay 114 F is at rest
(heading control unit on either «MH», «NAV 1», «NAV 2» or «EMG» position).
The card slave control comprises :
- synchro-detector SD3
- amplifier AR3
- motor B3
2 - TRUE HEADING CHANNEL TH1

The heading control box is on either «MH», «NAV 1» or «HDG 1» position. The directional
heading, supplied by the gyro center, is processed by the navigation computer in order to obtain the
true heading.
A Calculation of main true heading TH1
Relay K1 in the navigation computer is not energized (relay 116 F at rest) and enables
transmission of the directional heading to the coupler.
B Polar indicator display
The heading control unit is on «HDG 1». The true heading, calculated numerically is put into
analog form by the coupler and transmitted to the polar indicator (relay 1 14 F energized) for recopy
on the card.
C - Map display unit
The true heading is transmitted in numerical form by the coupler to the map display unit. The
drift is transmitted in the same way.
After demultiplexing, the true heading TH and drift Dr enable calculation of true course TC :
TC = TH + Dr
The true heading is only displayed in navigation and course direction modes. It is read on the card,
which turns on the true course, in relation to the drift index.
Whenever directed towards the North, the card is fixed by the North setting control. The slave
control is actuated by a fixed voltage which positions the mobile assembly in such a way that the card
North is located on the fixed vector.
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MANUAL 12
GMH
EGMH
Declination
selection
FIGURE 12 - HEADING AND DRIFT CHANNELS

AD
Restricted 6-151 FIGURE 12 6-151 FIGURE 12 6-151 FIGURE 12 6-151
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3- TRUE HEADING CHANNEL TH2

A - Calculation of true heading TH2
The true heading TH2 is calculated in the heading control unit. The latter is in one of the
«NAV 2», «HDG 2» or «EMG» modes. Relay 116 F is energized and enables energization of relay K1,
I and therefore the introduction of true heading TH2 into the coupler of the navigation computer.
(1 ) Calculation of the TH2 with the heading and vertical data in normal operating conditions.
The heading control unit is in one of the positions «NAV 2» or «HDG 2». The heading and
vertical center and the magnetic monitoring unit are operating correctly.
The gyromagnetic heading is delivered by the magnetic monitoring unit to the heading control unit.
The true heading 2 is obtained from the declination manually corrected gyromagnetic heading, on the
heading control unit.
(2) Calculation of the TH2 in the case of a magnetic monitoring failure of magnetic monitoring unit.
The heading control unit is in the «EMG» position. The heading and vertical center, the magnetic
monitoring unit and the standby gyromagnetic compass are operating.
The magnetic monitoring unit repeats the standby gyromagnetic heading and transmits it to the
heading control unit. True heading 2 is obtained as in the previous case.
B Display on the polar indicator

The heading control unit is on «HDG 2». Relay 1 14 F is energized, and enables TH2 recopy by the
card, as for TH1.
C Display on the map display unit
Identical to the TH1 display
4- OPERATING MODE SUMMARY TABLE
Heading control unit True heading Polar indicator

Remarks
selector position calculation display
MH MH
NAV1 True heading 1 GMH Main heading channel

HDG1 True HDG1 operating correctly
NAV2 True heading 2 GMH
calculated from
HDG2 gyromagnetic heading True HDG 2
True heading 2
EMG calculated from EGMH
emergency gyromagnetic
heading
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Restricted MANUAL 1?
5- INITIAL HEADING SETTING
A Initial setting by transfer gyro
The navigation computer receives the directional reference from the gyro center and the initial
true heading reference
Two operators are necessary for this operation :
- the pilot in the aircraft

- the mechanic on the ground
They have :
- a pushbutton control and an indicator light on heading transfer unitior the pilot
- an indicator light on transfer gyro for the mechanic
The following table gives the initial setting.
MECHANIC PILOT
L
'Heading |~ «0/v - OFF» On «ON A .
control -I (normal channel) * (O
unit L selector on :« HDG 1»
Heading
Installation and transfer unit
Conner tinn
0-
of transfer gyro
S ON
e Transfer gyro
light off Burton depressed
©
120F"|
I- Energized
©
121 F
ON 122FJ
Initial Navigation computer

e OFF
true heading 1
I START~1&=
II '
9
Initial setting order
L ser
1
END
End of initial
I
setting order
e ON
123 F energized
LF Computer
27F
Button released
<D
e OFF
Relay at res, t
120 FT
121 F L
122F
At rest
& fiemove transfer

gyro
O OFF
At the end of the initial setting, relay 123F energized enables :

auto-hold in this position,
-
- the transmission of the correct operation signal of the navigation computer to the gyro center
electronic unit 27F. This signal authorises the taking into account of the vertical corrections, calculated
in the navigation computer.
The timings of relays 120F and 121 F prevent short circuits between the transfer gyro and the
navigation computer during the transfer sequence.
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B Initial setting by the heading transfer unit

The true heading is selected by the pilot on the heading transfer unit. The inverter switch 119F
enables initial setting taking into account the direction of the aircraft in relation to the reference
selected (QFU). The initial setting operation is shown below.
Heading «ON - OFF» on «ON»

control
unit I (normal channel)
selector on : «HDG 1 »
Heading J Sefectl0n of initial

transfer | tme heading
unit
e OFF
I Button depressed
Initial
<D
true heading *
120F
121F j Energized
Initial setting order
Navigation computer
I START I
[ SET ]
_E
END
End of initial setting order
fà ON LF Computer
^-^ 123F energized to 27F
Button released <D

20Fl
21F J At rest
e OFF
6- SELECTED HEADING DEVIATION CHANNEL

The selected heading deviation supplied by the autopilot, is displayed by the polar indicator
movable index by means of the following slave controls :
- the synchro detector SD4
- the amplifier AR4
- the motor B4.
AA
AVIONS MARCEL DASSAULT iL»>~!_HJL
BREGUET AVIATION __
MIRAGE F
DRIFT CHANNEL
(Figure 12)
Drift is transmitted by couplers :

- to the map display unit in digital form.
- to the sight head in analog form (synchro) (see parameters delivered to the operational systems).
Display on map display indicator.
Drift (within ± 10°) is displayed in each mode by the mobile pointer opposite the fixed vector.
The drift pointer shows the A/C geographic heading.
AA
0877 Restricted 6"154M
BREGUET AVIATION^^SF3 J^*^ M A M I I A I 10
S«£^g^ Restricted MANUAL 12
POSITION HOLDING CHANNEL
(Figure 13)
1 - GENERAL
The present position is calculated in flight in different ways, according to the polar indicator
control position :
- in position «NA», the navigation computer is connected to the Doppler radar (if the latter is not
in memory mode) and to the air data computer.
- in position «AD», the navigation computer is no longer connected to the Doppler radar.
The present position display is supplied by the map display unit in two ways :
- numerically by the latitude and longitude displays

- cartographically on the center point on the map unit.
2- CALCULATION OF PRESENT POSITION
A In navigation mode «NA»
The polar indicator mode selector on «NA»

- turns on the navigation computer
- turns on the Doppler radar.
The navigation computer receives the .following Doppler information :
- longitudinal speed VDX

- transverse speed VDY and its sign.
The navigation computer also receives :
- îoiïch I from tne gyr0 center

- true incidence, previously calculated from the local incidence supplied by the incidence probe.
- true airspeed from the air data computer.
From these elements, the computer calculates :
- the present position coordinates LA and GA,
- speed accelerations AVX, A VY, AVZ necessary for the Doppler radar,
- the bombing speed range
- longitudinal and transverse corrections supplied to the gyro center,
- roll = > 30° information, used for the computer store.
The computer switches to memory mode if :

- the Doppler radar delivers the «memory» information
- roll = > ± 30°, determined by the navigation computer.
The Doppler radar uses accelerations AVDX, AVDY and AVDZ calculated in the computer for
centering the tracking windows, if the bombing speed range is supplied by the navigation computer.
B In «AD» mode
The polar indicator mode selector en «AD» :
- starts up the navigation computer.
In this mode, the Doppler radar is not used. The present position is calculated from the true
airspeed.

BREGUET AVIATION^^
f '-^-^ MIRAGE F
Manual Memory
*t Navigation Manual
TEST
Longitude Latitude
i.
I Hg>
LA-LF
i r*" TRANSCODING
LAT
A
t
> 1
54-3hLBM
manual manual Memory
LAT/BRG
offset offset
ï GA-GF
TAS
K
ft
K
3-
K
* o tr-° ^ 0 GB
T
TRANSCODING
> 1
I 3h'EBU3E
y>
Uj
±
ce^
o o
5 CO
Target
display
' Film setting V
I, A B/GS
LONG/GS
LF GF
Trajectory
LF-GF speed (Vt)
Control References Fig. 14
stick control
68 F 60 F 9
33S
Fig.16
Tl o ,
NAoJ HDT7?' +28V Calculation
LI
<jADo 115V AC h Fig.18
-»-oOFF
1 /
LA
GA
Tl o
NAo-J
1
iEX LB
GB
Calculation
Reception
check
Flasher unit
Fig. 21
dADo Fig.21
Gl
OFF -Program
LI
34S Power supply

(Fig.18) "*
t3CK Modes
Resetting
Sign VDY
Stop or
Sign Target introduction
failure
VDY
A
Channel Ai Calculation VDY Resetting
-4-
VDY
Channel
B Manual film
Calculation VDX Map display Modes ^_ setting
Channel C-\ VDX A VDX unit logic navigation
AVC Fig. 11 display NORTH
Channel C ** Course or North
AVDY and
AVB SOUTH
Channel B -*-
Fig .4 AVDZ stops
AVA
Channel A -*»
Channel C-\ Positioning Memory
Memory
Channel B^ detection
Channel A*-
Bombing speed range B/GS
-* ,
<5) Longitude
I
* > "
Channel C-i . Positioning Strip number I
Control and strip
Channel B-i - Tracking
Channel AH logic
Search Scale change location M
- z - Roll memory
KK computer
FIGURE 13 - POSITION HOLDING CHANNEL

AD
08-77 Restricted 6-156 FIGURE 13 6-156 FIGURE 13 FIGURE 13 6-156 FIGURE 13 6-156
BREGUET AVIATION
L^-^rU
^^\^-^^>
MIRAGE F
^C****^^ Restricted MANUAL 12
3- DISPLAY
The map display unit, in navigation mode, receives the present position coordinates LA-GA
calculated in the navigation computer and displays them in two ways :
- numerically on the longitude and latitude indicators
- cartographically on the central point of the screen
A Numerical display
The present position coordinates LA and GA are displayed (selector LAT/BGS on LAT) after
transcoding onto the digital indicators.
B Cartographic display
The map position is obtained by means of two slave controls :
(1 ) Longitudinal position
Is obtained by two slave controls. A circuit calculates the strip number corresponding to the GA
value. The number enables the film to be set on the appropriate strip, by means of slave control 1 .
Simultaneously, the slave control 2 sets the film to the GA value of the pre-determined strip.
(2) Latitudinal position
After selecting the strip, the slave control 1 sets the film on the latitude of the point within the
strip.
(3) Purpose of the map stops
At the map limits, the stops cut out one or other of the slave controls. The map remains against
the stop.
C Special display cases during navigation
(1 ) Manual mode
The last LA and GA coordinates are memorised when manual mode is used. This enables the
digital and cartographical displays to be fixed on their last value.
The coordinates can be modified from the control stick, as well as the digital indicator and map
position display.
(2) Target display mode
The coordinates LA-GA are replaced by coordinates LB-GB of the target selected in the station
display store. The digital indicators and the map are controlled by the LB and GB coordinates.
4- VERTICAL RESETTING
The pilot has two resetting pushbuttons :
- the map display unit resetting pushbutton
- the Doppler control unit resetting pushbutton.
Resetting is normally by means of the map display unit. When the latter is off or out of order,
resetting may be carried out with the Doppler control unit.
A Resetting with the map display indicator
Resetting may be carried out on :
stored position
- a
-amap position
Depending on the functioning mode of the map display unit :
in navigation or target display, the resetting is carried out on a stored target.
-
The coordinates LA and GA calculated in the computer are replaced by the coordinates LB and
GB supplied by the store.
- in manual mode, the resetting is done on a position displayed in the center of the screen.
Coordinates LA and GA are replaced by coordinates LI and G I supplied by the map display unit.
B - Resetting with the Doppler control unit.
Resetting with the Doppler control unit pushbutton is carried out on a store position. The
coordinates LB and GB replace coordinates LA and GA calculated in the navigation computer.
AA
AVIONS MARCEL DASSAULT L^-^^^rU.
BREGUET AVIATION^P=i^C>
MIRAGE
h.amiiai
F
« -.
_^^--^<^ Restricted MANUAL 12
PARAMETERS DELIVERED TO THE OPERATIONAL SYSTEMS
(Figure 14)
1 - PARAMETERS DELIVERED TO THE BOMBING COMPUTER

The bombing computer receives the following information in digital form from the navigation
computer :
- minimum distance «D min»

- the roll angle cosine, calculated from the roll information supplied by the gyro platform
- the trajectory speed, processed in meters per second and expressed in knots.
2- PARAMETERS DELIVERED TO THE SIGHT
The sight system receives the following data from the navigation computer :
- course deviation 0-TC in analog form (synchro)

- the aircraft/target distance < 10 km.
3- PARAMETERS DELIVERED TO THE RECONNAISSANCE SYSTEM
The reconnaissance system, through navigation matching unit, receives the following information :
LA-LB and GA-GB in digital form, associated to a 10 Hz clock reference,
- radio-altimeter height/ground speed H/GS in the form of a DC voltage ref erenced to a + 18 V DC
voltage.
4- OPERATION OF THE NAVIGATION MATCHING UNIT
It receives parameters in serial digital form. Each datum (serial word) includes an address (datum
identification) and a «quantity» part.
As required, it delivers data in the following forms :
- digital
analog (voltages).
-
Once received, the datum is supplied to an input register.
If allowed by monitor, the address is decoded.
The quantity is fed to the digital-to-analog converter.
The decoder directs the selected output to the related information contained in the converter or in
the input register for digital data to be fed to Cyclops register.
The output channels consist of :

- for digital output : a cyclops register which transmits data upon decoder's request, to the rhythm
of a 1 0 Hz clock generated by a computer 20 Hz signal ;
- for analog output : an analog memory followed by a repeater unit or not.
AD
O8"77 Restricted 6~158
BREGUET AVIATION
MIRAGE F
102R
9A
135F
7A U/C _ down
O
fi
_*. j\jr
&
U/C * in.
j
I
I
Linear
periodmeter
I
0 = 75;0O0 reef i
J
//70t/f register
46S7 28 22 23
*-*
101F
35A
3? B.F.
A ddress \ Quantity
^y
SL
Q
103F 87
1
86 19
-o v Radio-altimeter
"°" A.F. ;
6
Cyclops register
LA-LB,GA-GB
16
B_
©- (_V 53 A 29
109F
(6à<P9 Decoder
Reconnaissance
54 66
d<10km 10 Hz 10V Ref. -0V system
Read 14-8
1000 ft J. 54
Input
register
&
500 ft
17 HA /LA control Ref.
J^
Reconnaissance - 10V Digital-to- 67
Repetition v S n/GS
Dialogue Coupler Cf- 18
80
1 system (14.8) analog
converter -» J^ T
Arithmetical
unit
N)(M. 23T ,x>
81
B
Signai
envelope -@ X£
86
Data
Fig.7-
tiçri; 87
88
35A
Reception
J^
©(K) a monitoring
-X* ioT_
90 <2A
® . 1 1_^"'
Read 59 39
$ GA - G£?,
Reception
60 popl 40
I
© ©- H-*
©~ Mr#
aT5V AF
LB 62 51
Validity
GB parity
20Hz
52 ^_ Coupler 1/2 - 10 Hz
^
61
Monitoring
FIGURE 14 - PARAMETERS DELIVERED TO THE OPERATIONAL SYSTEMS

AD
08-77 Restricted 6-159 FIGURE 14 6-T59 FIGURE 14 6-159
BREGUET AVIATION
MIRAGE F
STORED TARGET GUIDE CHANNEL
1 - PURPOSE
To calculate the target bearing in relation to the geographical North and the target distance in
relation to the aircraft based on the aircraft present position coordinates and the coordinates of a target
stored and selected on the station display store.
This information is shown on the map display unit and the polar indicator.
2- NAVIGATION CALCULATION IN RELATION TO A TARGET
Selection of a station in the store enables the memory to deliver the coordinates LB and GB as
required by the computer for each calculation cycle.
The information is transmitted in digital form to the navigation computer. Using the present
position coordinates LA and GA and the target coordinates LB. and GB, it calculates the bearing and
distance in two modes :
- in polar coordinates (p and 0)
- in rectangular coordinates (Pc and Qc)
3- BEARING AND DISTANCE DISPLAY
A - Polar indicator display (Figure 15)
The polar indicator is in «AD» or «NA» mode.
Computing and recopy unit
The rectangular coordinates Pc and Qc are transmitted in analog form (direct currents). The
information is divided up in square wave cycles at 400 Hz by a chopper circuit.
Relay K5, in rest position enables Pc and Qc information to be fed into the resolver RS2, which
converts them into polar coordinates p and 8.
The rotor of RS2 turns at 0 to retain winding p sin 0 at zero (through amplifier AR6 and
motor B6).
Potentiometer P2 supplies amplifier AR6 with a gain of j_.
P
The second rotor winding or RS2 gives p cos 0.
The true course is fed to the differential synchro-transmitter STD1 through relay K6, when at rest.
The aircraft-target bearing (0 - TC), calculated by STD1, is repeated by the double pointer, driven by
the slave control, which comprises :
- the synchro-detector SD1
- amplifier AR1
- motor B1
The resolver RS4 electrically transmits the 0 bearing to the omnibearing selector 40R.
The distance p is repeated by the distance counter, which is driven by slave controls :
amplifier AR5
-
- motor B5
- potentiometer P1
The calculator computes, according to the aircraft in relation to target distance, a scale
change-over order. The signal controls the RH magnetic flag, which shows the scale in use. The distance
counter shows :
nautical miles on scale 1
-
nautical miles x 10 on scale 0.1.
-
The following figure shows the scale change-overs for the aircraft distance and direction in relation
to the target.
AD
08-77 6-160
Restricted
BREGUET AVIATION
109F
Fig.7
N-ADD vector
LB GB
DU
Input
register
Monitoring
Fig. 20
K^-A-AwA^/-^
103F
-/-v^nrY-N
Pc
98
Qc
99
& 73
74
TC
75
Ô
Z a
Scale = 7
22
W a
Scale = x 0.1
23
Computer
correct operation
I 24
Fig.20 Monitoring
FIGURE 15- TARGET GUIDE : POLAR INDICATOR DISPLAY
AD 1 ^
41 :Z 1 Nav. ind. CO. \ 40 R
6-161 FIGURE 15 6-161 FIGURE 15L--« * H 6-1
12-77 Restricted
BREGUET AVIATION
MIRAGE F
B Map display unit display (Figure 16)
The distance p and the bearing 0 of a target are transmitted in digital form.
The information p transmitted in km is converted into transcoded nautical miles, then displayed
by the target distance indicator. An electrical stop prevents a distance reading in excess of 999.9 NM.
The 0 information is displayed by :

- the target bearing digital indicator
- the target bearing mobile vector.
(1 ) Target bearing indicator display
Bearing display is only possible if the latitude and longitude reading selector or the Doppler
control unit ground speed selector switch s in the «B/GS» position.
(2) Target bearing mobile vector display
The 0 information is repeated by the slaved mobile vector.

The target direction is defined by the direction of the mobile vector. The bearing angle is measured
between the mobile vector and the card Nbrth.
4- TRAJECTORY SPEED (Figure 16)
The trajectory speed is transmitted in digital form as follows

- to the map display unit
- to the bombing computer.
The trajectory speed is displayed on the map display unit by the longitude indicator or the ground
speed indicator if the latitude-longitude selector or ground speed selector of the Doppler control unit is
in the «B/GS» position.
Calculated in meters per second, the trajectory speed is translated into knots before display. An
electrical stop prevents it from exceeding 999.9 knots.
5 - INTRODUCTION OF A TARGET INTO THE STORE (Figure 13)
On the ground, with the U/C downj it is possible to introduce or change the 15 stored targets. In
flight, only the last 5 can be altered.
The first condition for introduction of a target is selection of manual mode. (Mode selector or
manual change-over pushbutton).
The target to be introduced is positioned in the center of the screen by using the map display unit
control stick. The coordinates LI and Gl are calculated from the information from the latitude and
longitude resolvers.
Introduction is begun by pressing the introduction pushbutton, which transfers the following
information from the map display unit to the navigation computer :
-LlandGI.
The navigation computer feeds the information (in digital form) to the storage unit for writing in
the memory.
In flight, if a target number of below 1 1 is introduced, the pilot is visually warned of a failure.
AD
08-77 6-162
Restricted
BREGUET AVIATION
MIRAGE F
60 F 40 R
FIGURE 15M -AUTOPILOT- TO - NAVIGATION COMPUTER COUPLING

AC
12-77 Restricted 6-1 62M FIGURE 15M 6-162M
AVIONS MARCEL DASSAULT/^
BREGUET AVIATION w<cP^ j£s&.
MIRAGE F
109F
Fig. 20
monitoring
A
Fig.
LB-GB
FIGURE 16 - STORED TARGET GUI DEf MAP DISPLA Y UNIT DISPLA Y
AA
BREGUET AVIATION
MIRAGE F
GUIDE CHANNEL TO A RADIO BEACON
1 - PURPOSE
To display the bearing of a VOR or radio-compass beacon.
2- DISPLAY
The display is performed on the polar indicator which can be selected in any position but «OFF».
VOR or radio-compass bearing, selected on «VOR-RC» selector, is repeated by the single pointer
driven by the servo system consisting of :
- synchro -detector SD2
-amplifier AR2
- motor B2.
29F
GMH - EGMH
MH
T
124R 56R
0VOR_?h
+ 28' V
28
L
I aCorrect
operation
H6Rf
J5?
-o _
- -3 1|
44Z " °-->. 11,
_1
51R
VOR
118R rC
61 F
S\s I
53Sc
tJ
FIGURE 17 - GUIDE CHANNEL TO A RADIO BEACON
AD
BREGUET AVIATION __
/U^^TU MIRAGE F
SUMMARY OF DISPLAYED INFORMATION
1 - POLAR INDICATOR DISPLAY
The information display depends on the polar indicator, the VOR/Radio compass and heading
control unit mode selector.
2- MAP DISPLAY UNIT DISPLAY
When the navigation computer is functioning, the displays depend on the map display unit mode
selected by the pilot. The choice of central point or target bearing and ground speed coordinates display
depends on the position of the Doppler control unit selector.
The following table gives the information displayed.
AD
BREGUET AVIATION^ ^S33
MIRAGE F
MODE NA AD
CARD See heading channel
ce DOUBLE POINTER 45°

O Course deviation/fixed index (indirect)
h-
< DISTANCE COUNTER 250 NM
o Target distance
a
z COUNTER BAR Navigation computer failure Not visible
oc
< RH FLAG Scale/Failure NAVIGATION INDICATOR Scale/Failure NAVIGATION INDICATOR
-I
o
a. SINGLE POINTER VOR or Radio compass bearing depending on the VOR-Radio compass selector switch position
LH FLAG VOR failure in VOR mode or A/C mains failure in Radio compass mode
MOBILE INDEX A HDG AP
NAVIGATION
COMPUTER
Doppler
ADC } connected to navigation
computer
ADC
} connected to navigation
computer
.Ja \- connected to navigation computer
Map
direc¬ MODE MAN NAV TARG
tion
SCREEN CENTRAL POINT Map position Aircraft present position Target position selected on storage unit
MOBILE VECTOR Selected target bearing
MOBILE INDEX Drift
RANGE INDICATOR Storage selected target distance
Course Doppler
>- LAT-BRG Map point latitude Aircraft present point latitude Storage selected target latitude
< or control INDICATOR
_i
o. North unit
CO selector LONG-GS
Map point longitude Aircraft present point longitude Storage selected target longitude
on LAT INDICATOR
Q.
<
Doppler LAT-BRG
o control Storage selected target bearing
z
INDICATOR
unit
> selector LONG-GS
o Trajectory speed
on B/GS INDICATOR
CARD Geographic North TH1 - TH2

-ourse
FIXED VECTOR
Geographic North Course followed
COURSE/NORTH
CARD Geographical North
North FIXED VECTOR Geographical North

COURSE/NORTH
DIFFERENT FUNCTIONING MODE DISPLAYS

AD
08-77 Restricted 6-166 6-166
AVIONS MARCEL DASSAULT zL=>îr5L.
BREGUET AVIATION yôF^^Q-
MIRAGE F
^^^ <2b> Restricted MANUAL 12
POWER SUPPLIES - STARTING UP THE NAVIGATION SYSTEM
(Figure 18)
1 - POWER SUPPLIES FROM THE AIRCRAFT SYSTEM
The polar indicator associated electronic unit is fed with the following currents :
- 1 15 V/400 Hz supplied by the AC system 1 or by the channel 1 emergency AC system.
- + 28 V DC by the DC system 1
- 26 V/400 Hz from transformer 24F
- 5 V AC supplied by the lighting distributor unit 65L.
The navigation computer is fed with the following currents :

- 200 V/400 Hz from the AC system 1
- + 28 V DC from the DC system 1
- 26 V/400 Hz from transformer 24F.
The station selector store is fed with :

- + 22 V AC from the lighting distributor unit 65 L.
The Doppler radar is fed with :

-1 15 V/400 Hz from the AC system 2.
2- INTERNAL POWER SUPPLIES

A The associated electronic unit generates the following currents from the 1 15 V/400 Hz supply :
- 20 V/400 Hz for energizing slaving motors
- + 1 5 V and - 1 5 V DC for the amplifiers
- + 24 V/400 Hz phase A 1 fnr nnMor an-_.ii*:,.atir,n
- + 24 V/400 Hz in opposition to phase A J" for power amP|,f,catl0n
The 26 V/400 Hz is used for power supply to the resolver RS4.

The + 28 V DC is used for the ancillary systems and for energizing the K10 and K12 start up
relays.
The 5 V AC is used for the polar indicator integral lighting.
B The navigation computer generates the following currents from the 200 V/400 Hz :
+ 5 V switched in for internal use in the computer
-
- + 5 V stabilized voltage for :
- internal use
- power supply to distance repetition potentiometer of the polar indicator.
power supply to the resistor bridge of associated electronics which delivers the indicator test
voltage.
- power supply to the velocity potentiometer of air data computer 17F.
- + 9 V non regulated for use by the station selector store
- + 15 V DC and - 15 V DC regulated for the amplifiers.
- + 20 V DC and - 20 V DC non regulated for power amplifiers and synchros.
It generates from 26 V/400 Hz a reference voltage for internal use.
The + 28 V DC voltage is used for the ancillary systems and for energizing the K1 and K2 start up
relays. That voltage is also supplied by the computer to the station selector store.
The navigation computer also transmits the 200 V/400 Hz to navigation matching unit 135F.
AD
BREGUET AVIATION,
MIRAGE F
MANUAL 12 103F
Protection 1 15V Hour meter

,F1
- ~ ~ ~*\
-s
A H* _______ ___ _- i
0 /' / 0<
C 102F Internal use
co
t-
to iF2 Rectification +5V/ Distance repeating pot.
Smoothing
stabilized Nav. Ind. test resistors
Regulation ADC TAS potentiometer
^3 El oJr~>
24 F
F5 Rectification
~Tl Smoothing
Regulation
Switched
+ 15V regulated
}
Internal use
Flow control
H. ~ *
101F 5 Rectification + 15V regulated
F4 Amplifier power supply I
6 K1 Smoothing
S Regulation -15V regulated
'III 7
J
'Ml 10 Rectification +20V not regulated Power amplifier and
A
56
57
& IU/C down
\signalF\g.u K2
i + 28V
Ancillaries
f »*- t
2.12V
Smoothing -20 V not regulated
synchro power supply
U/C B (EE)b (t)b \^ internai

reference
Rectification Thermostat Ventilation
H
switch 94 + 5V Ref. Smoothing
voltage
7F 9 V
&
'h
1
95 m 5V Ref. Computer
U/C 101 -m too hot GTH
L -L-
down + 5V Computation
124F fi 00
40
«« -T+5V Co
H§) OV +5VY
b a
+ 15V 0V -15V GTH zero ^09-tn log
41
m 5V Ref.
©il f t t ,@4 \®.t resetting z\tT\\L/^
A 62 28 104 105 106 35 39 36 7172 95 74 73 46 47
65L
34S
t > T
| Vertical interference suppression (Fig. 4) 12.3
+ 26V 135F ,Fig.3R 109F X W N P R L M
H Regulation -*- +50V
26V
Regulation 15V s b
Q JJ) b
+ 6V
-6V
STORAGE UNIT
Power supply
Target No. + 5V
51 - + 5V display
126AC H 10V
FL1
X )b
brightness -c®L__n=i_. Storage i
55
A b FL2
___==3-
r M Régulât.
+ 5V Lighting
control
!
unit
ground j
c
Voltage 1
Log^b + 5V memory + 5V logic
- +50V 56
doubler MM
Regulation - -10V B)b FL3 U)b Transcoder
+ 22V i 1 1 i FAIL
+35V Regulation Fig.7 i i ~
V Regulation
-
-
+24V
+5V
57 -_______- W -22V treT
Storage failure
C)b LIGHTl LAMP Fig. 20
0 )b FAIL TEST
Thermostat Source
ventilation H -E__3-
Fl
TH.
+ 24V
sources
TH
'ir- 21
y)(o)
b lb +U
Régulât.0V
(NN)b
y+15V
Fig. 20 > 1
-U Régulât -15V Station Monitoring

control panel
\\W \U\T\ Fig.20
FIGURE 18 - POWER SUPPLIES - STARTING UP lighting
b(PP) z)b _._____. _ _ __ _ ___ __-_ -
THE NA VI GA TION S YSTEM
AD
08-77 Restricted 6-168 FIGURE 18 6-168 FIGURE 18 6-168 FIGURE 18 6-168 FIGURE 18 6-168
AVIONS MARCEL DASSAULT jL=^~_ryi
BREGUET AVIATIONôP^^Ô
MIRAGE F
_/C^-<^ Restricted MANUAL 12
C From the + 9 V supplied by the computer, the station selector store generates :
- + 5 V memory for the storage unit

- + 5 V logic for the storage unit and the navigation computer.
The + 28 V DC is used for the failure warning light system.
The 22 V AC lighting voltage is used for :

- the front face integral lighting
- the station panel lighting
the target number indicator luminosity control.
D - From the 115 V/400 Hz voltage, the Doppler radar generates :
+15VDC
-15 V DC
-10VDC for Doppler radar internal use
+ 50 V DC
+ 24 V DC
+ 5VDC
A solid supply protection circuit against excess voltage grounds the + 24 V power supply by
means of a Thyristor which causes fuse F1 to blow. The source power supply is thus cut off.
E From the 200 V/400 Hz delivered by the navigation computer, the navigation matching unit
generates :
- + 6 V DC and - 6 V DC
}
- + 5 V DC regulated logic |_ for internal use
- + 1 5 V DC and -
1 5 V DC regulated H TOr ,nterna' USe
- + 22 V DC and - 22 V DC
3- STARTING UP
I A Main heading channel functioning correctly (HDG indicator white).
The associated electronic unit is supplied when the polar indicator mode selector is on either
«AD» or «NA» position (relays K10and K1 2 energized).
The navigation computer, the station selector store and the navigation matching unit are supplied
(relays K1 and K2 energized).
The Doppler radar is supplied only when the polar indicator mode selector is on «NA» position
(relay 33S energized).
NOTE : On mode selector «Tl» position used for testing the navigation indicator, the associated
electronics are supplied, and navigation computer and Doppler radar are still operating, as on
«NA» position.
I B Main heading channel unserviceable (HDG indicator red and white) with emergency heading
' channel functioning correctly.
The «EMG» position sets the MMU main-emergency relay to rest position (relay 1 15F energized).
The associated electronics are supplied through AC emergency system 1 .
4- COOLING
A Navigation computer
The navigation computer power supply unit is fitted with a blower which operates with
three-phase 200 V/400 Hz as soon as the computer is energized (relays K1 and K2 energized).
B Doppler radar
The Doppler radar is fitted with a transmission source ventilation device controlled by a
thermostat. The device is supplied with 115 V/400 Hz.
Ventilation is switched on at about 60° and cut out at about 30°.
AB
°6"77 Restricted 6~169
AVIONS MARCEL DASSAULT // -J>^r\S. MIRAGE F
BREGUET AVIATION^ô. ^^^ » , a _ 1 1 ia i i -.
POWER SUPPLY STARTING UP MAP DISPLAY UNIT

(Figure 19)
1- POWER SUPPLY FROM THE AIRCRAFT SYSTEM
The map display unit is fed with the following voltages :

- 1 15 V/400 Hz from the system 1 AC circuit
- 26 V/400 Hz from the transformer 24F
- + 28 V DC from the system 2 DC load-shedding circuit
- 22 V AC from the lighting distributor unit 65L.
The map display unit generates the following voltages from the 1 15 V/400 Hz
- + 5 V DC (supply A)
- + 5 V DC (supply B)
-+ 12.5 V DC
-- 12.5 V DC Internal use of the map display unit
- 26 V/400 Hz (logics, motors, luminosity ... etc.).
-20 V/400 Hz
--7VDC
- + 7VDC
From the 26 V/400 Hz external voltage it generates the 14 V/400 Hz used by the resolvers.
The + 28 V DC is used by the ancillary equipment (projector lamp 18 V) and power supply to
the K1 and K2 start up relays.
The 22 V AC is used for the front face integral lighting.
3- STARTING UP
The switching of the mode selector to any position but «OFF» causes the map display unit to
operate. (Relays K1 and K2 energized).
4- COOLING
The map display unit is equipped with two fans for cooling. They function as soon as the map
display unit is started up and are supplied with a 1 15 V/400 Hz voltage.
AA
AVIONS MARCEL DASSAULT I
BREGUET AVIATION.
MIRAGE F
MANUAL 12
FIGURE 19 - POWER SUPPL Y - STARTING UP MAP DISPLA Y UNIT
AA Restricted
01-78 6-171 FIGURE 19 6-171
AVIONS MARCEL DASSAULT /L==îrU MIRAGE F
BREGUET AVIATION .^cP3^-^-^ ....,., , _.
NAVIGATION SYSTEM MONITORING

(Figures 14, 15, 17 and 20)
1- FAILURE DETECTION AND DISPLAY

Failure detection is by means of the monitoring circuits of :
- the navigation computer

- the station display store
the navigation indicator
- the moving map display indicator
the navigation matching unit.
According to the type of failure detected, the display is by means of :

the polar indicator distance counter bar
- the station display store «FAI L» failure light
- the polar indicator RH flag
- the digital indicators of the moving map display indicator.
In some cases of failure, display by the distance counter bar of the polar indicator only applies
with the aircraft grounded and U/C shock absorber compressed as these failures do not markedly affect
the navigation in progress.
Most failures occuring in monitored circuits of the navigation computer and station selector store
can be identified by a code number on the tens and hundreds drums of the polar indicator distance
counter. With the bar moved out of sight, identification is by keeping indicator «TEST» pushbutton
depressed.
2- MONITORING BY MEANS OF THE NAVIGATION COMPUTER (Figure 20)

A Self-monitoring by the navigation computer
The navigation computer continuously monitors :
- the memory units
the arithmetical unit
- synchro inputs Rd/TH2, roll, pitch and local incidence (al)
- voltage 2,1 2 V/400 Hz processed from the A/C 26 V/400 Hz
- TC, Pc and Qc, TH and 0-TC synchro outputs
- the computer temperature.
The detection of a fault except in flight as regards roll, pitch and local incidence inputs, TH and
0-TC outputs and computer temperature causes the following :
immediately :
a failure data processing (validity cancelled) which causes flashing of the digital indicators of the
moving map display indicator,
after 0.3 seconds :
- cut-off of navigation computer correct operation signal intended for :
- distance counter bar of polar indicator and omnibearing selector 40R (polar indicator in
«AD» or «NA» mode)
- electronic unit 27F of gyro assembly.
In-flight fault detection at roll, pitch and local incidence inputs or at TH and 0-TC outputs is
not indicated. If the fault occurs at the roll and pitch inputs, these will be automatically reset to zero
degrees and the navigation calculations will continue to be made with due allowance for the new values.
If the fault is at the local incidence input, the computer simulates a true incidence of 3°.
The fault concerned will only be reported upon landing when the U/C shock absorber is compres¬
sed (bar visible on the polar indicator distance counter).
A navigation computer temperature error does not interfere with its operation. This error is stored
and can be identified on the ground by a code number appearing on the polar indicator distance coun¬
ter between two actuations of the fictitious flight «TEST» pushbutton selector of the indicator.
Storage of overheating of the navigation computer can only be cancelled by means of the test
equipment.
B Data exchange monitoring

(1 ) Between the navigation computer and the station storage unit.
A defect in the transmission line between the navigation computer and the station storage unit is
not indicated in the same way depending whether the A/C is in flight or on the ground.
AC
BREGUET AVIATION
MIRAGE F
103F 109F
FIGURE 20 - NA VIGA TION SYSTEM MONITORING

AE
AVIONS MARCEL DASSAUlTfi^^-^rSL MIRAGE F
BREGUET AVIATION ^fiF5^-^^ . ...MIIA, < -,
(a) Aircraft in flight

A data exchange fault detected results in inhibiting transmission from the computer to the storage
unit and storage unit «FAIL» light comes on and remains steady.
The computer works with the coordinates of the last target correctly received. The bar is not
visible on the polar indicator distance counter.
(b) Aircraft on the ground
A data exchange fault detected is shown by the bar being in evidence on the polar indicator dis¬
tance counter and by a code number read out on the counter.
- «FAIL» light on and steady if failure is caused by the computer, the storage unit or the line
- «FAI L» light off if failure is caused by the computer.
(c) From the map display indicator
A parity or validity defect from the map display indicator results in transmission of any word
supplied to it affected with the non-validity code, which causes the digital indicators to flash on the
moving map display indicator.
C - Monitoring of 200 V/400 Hz and 26 V/400 Hz supply voltages

A fault occurring on the 5 V logic voltage generated by the 200 V/400 Hz or the 26 V/400 Hz
voltage causes the bar to show up on the polar indicator distance counter both in flight or on the
ground ; the bar cannot be cancelled by means of the «TEST» pushbutton. There is no code number
on the counter.
3- MONITORING BY MEANS OF THE STORAGE UNIT (Figure 20)

When no interrogation signal is supplied by the computer to the storage unit, the failure is shown
by the «FAIL» light coming on and remaining steady after a one-second delay. In such a configuration,
no response is transmitted to the computer from the storage unit which, with no signal available, indi¬
cates a failure by means of the bar showing on the polar indicator distance counter.
4- MONITORING BY MEANS OF THE NAVIGATION INDICATOR SYSTEM
A Indication of indicator failures (figure 15)

Threshold detectors, superimposed on the error signals of the navigation indicator internal an¬
cillary channels (p and 0), control the appearance of the RH flag by means of an alarm module in case
of failure of a channel.
This alarm causes the correct operation signal from the navigation indicator to the omnibearing
selector 40R to be also cut off.
B Indication of the failures of data transmission to the navigation indicator (figure 17)
If VOR or LOC fails or VOR bearing or LOC data are not available, this is indicated by the polar
indicator LH flag showing up in «AD.NA» or «Tl» modes.
Failure or unavailability of radio compass bearing is not indicated since in this mode the LH flag
is kept cancelled by a + 28 V A/C voltage.
5 - MONITORING BY MEANS OF THE MAP DISPLAY INDICATOR (Figure 20)
Defective operation of the map display indicator causes flashing of the digital indicators.
6- MONITORING BY MEANS OF THE NAVIGATION MATCHING UNIT (Figure 14)
A monitoring system checks the proper operation of the following circuits :

- reception of 20 Hz and 5 V voltages from the navigation computer and coupler
- reception of data.
This system supplies a failure signal with automatic zero setting of drift and p obi. outputs in the
case of :
- cut-off of 20 Hz or 5 V lines
- failure of the coupler
- cut-out of bifilar digital connection coming from the computer
- failure of receiving circuit
- non-parity
- absence of validity bit.
NOTE : X and p obi. outputs are not used on this aircraft.
AC
BREGUET AVIATION .-^S^3
MIRAGE F
6 - SUMMARY OF COMPUTER MONITORING OPERATIONS
Location Aircraft in flight Aircraft on the ground
of trouble Sign Remarks i Sign Remarks
I
Stores/Arithmetical
Nav. ind. counter bar System unserviceable j Nav. ind. counter and code No.
unit
j Stores 00 to 40 and 60
Arithmetical unit 50
Synchro inputs The failure is caused by :
Rd Nav. ind. counter bar The pilot can switch to true heading 2
Nav. ind. counter bar and code No. 72 Gyro platform or computer
to try to cancel the bar
TH2 Nav. ind. counter bar Gyro system or computer
R-P Roll and pitch automatically set to zero Nav. ind. counter bar and code No. R74, T73 Vertical system or computer
Local incidence -No display Local incidence automatically set to zero. Nav. ind. counter bar and code No. 75 Incidence probe or computer
(al) The computer works with roll and pitch
set to zero and a simulated true inci¬
dence of 3 degrees
Synchro outputs
TC Nav. ind. counter bar System unserviceable j Nav. ind. counter bar and code No. 82 Identification of failure can only be made by the
Pc-Qc Nav. ind. counter bar System unserviceable j Nav. ind. counter bar and distance counter SDAP through status word message delivered to
reading do not correspond to any failure the navigation matching unit
! code
i
TH Faulty indication of nav. ind.

j-No display F Nav. ind. counter bar and code No. -J S1
0-TC Faulty sight indication
i
Computer /Storage FAIL indicator light The computer works on the last target ! Nav. ind. counter bar and code No. 71 The failure is caused by :
Unit exchanges steadily on (1 ) «FAI L» indicator light steadily on (1 ) Storage unit or computer or line
j (2) «FAI L» indicator light off (2) Computer
Computer/map Flashing of digital Data displayed by the map display Flashing of digital indicators of moving The failure is caused by the computer or
display indicator indicators of map indicator are the last correctly received j map display indicator moving map display indicator
exchanges display indicator
Voltages Nav. ind. counter bar Nav. ind. counter bar The failure is caused by computer
200 V/400 Hz and or A/C mains
System unserviceable
26 V/400 Hz
2,12 V/400 Hz Nav. ind. counter bar Nav. ind. counter bar and code No. 65
Computer Code No. stored by the computer Code No. 66 at request for fictitious flight Computer overheat memory can be
temperature between the two actuations on polar reset to zero by the SDAP.
indicator TEST pushbutton
AB
12-78 Restricted 6-1 74M 6-1 74M
AVIONS MARCEL DASSAULT /L^V"~rOl
BREGUET AVIATION^^^J^^C>
MIRAGE F
_^£--s='<^_> Restricted MANUAL 12
NAVIGATION SYSTEM TEST
(Figure 21)
1 - PURPOSE
There are three possible tests :

the Doppler radar calculation channel test
-
- overall functioning test of the aircraft-target coordinate calculation unit and the navigation
indicator p and 0 ancillary equipment channels.
- overall test of navigation system in order to carry out the :
- previous two tests
- air data computer calculation channel test
- navigation computer calculation channel test and station selector store test.
This test consists in performing a fictitious flight based on a known departure point, the results of
which are displayed on the :
- polar indicator
- map display unit.
2- DOPPLER RADAR TEST
The Doppler radar test is to be performed only if the memory mode indicator is displayed on the
Doppler radar control unit.
It ensures correct operation of all the radar circuits (including the crystals) except the antennas.
When the Doppler radar control unit test pushbutton is held down, the oscillator switching test is
possible. The test frequency is applied to all three channels. The Doppler speed calculation circuits
generate a fixed VDX speed (700.3 kt) and a VDY zero speed.
Relay 35S is immediately energized by the pushbutton. Therefore the computer receives the
memory mode order.
If the functioning is correct, the Doppler radar generates a memory output signal and enables
cancellation of the memory flag between 0 and 10 seconds after the start of the test.
Relay 35S which remains energized for 7 seconds after releasing the test pushbutton, prevents the
transmission of an out of memory mode signal to the navigation computer, preventing it from taking
into account the Doppler speed information.
3- NAVIGATION INDICATOR TEST
Checks the overall functioning of the target -aircraft coordinates computation unit and the p, 0 and
target bearing slaving channels.
The «Tl» position of the mode selector controls the energization of relays K5 and K6 which
respectively switch the inputs of RS2 to a reference voltage and those of STD1 and heading card slaving
to the heading used.
In the indicator test mode a 45° bearing should be read on the card and a 250NM distance on the
distance counter.
NOTE : The counter bar is not visible on the distance counter when the auto test is carried out.
AD
08 -77 . _ . _ . 6 -175
Restricted
MIRAGE F A/C on ground
Restricted MANUAL 12 124F 68F
FIGURE 21 - NA V/GA TION SYSTEM TEST

AD
AVIONS MARCEL DASSAULT L =->-"r"yL
BREGUET AVIATION ^S^l^-sf"^
MIRAGE F
_____^-^-ib. Restricted MANUAL 12
4- NAVIGATION SYSTEM TEST
A Conditions
The navigation system test can only be carried out on the ground by the mechanic.
For this test, the Doppler radar should be fitted with an absorbing cover.
B Principle
The navigation computer assimilates a fictitious flight from the following data :
- ground speed supplied by the Doppler radar test
- true airspeed supplied by the air data computer
- simulated heading, roll, pitch, incidence from the navigation computer
- departure point geographical coordinates supplied by the specifically designed base of the station
selector store.
C- Flight
The test result is read on the navigation indicator and the map display unit and should correspond
to the theoretical values.
D Test procedure
Selection of the departure point on the station selector store permits determination of the test
departure point. Switching the navigation indicator to NA mode and setting the computer to the
departure point enable the navigation system to be prepared for the test.
The test is begun by pressing the polar indicator test pushbutton twice.
The first pulse enables start up of :

- air data computer test
- Doppler radar test
- simulation of the navigation computer internal data.
The second pulse starts the fictitious flight. The navigation computer calculates information as the
test proceeds. At the end of the fictitious flight, the test result is held and can be compared with the
predetermined test values.
Pressing the map display unit or Doppler control unit resetting button returns the flight to the
zero point and stops the Doppler radar and the air data computer tests.
AD
08 77 Restricted 6" 177
AVIONS MARCEL DASSAULT /L,^*' .
BREGUET AVIATION, __ _ ,
Al MIRAGE F
REMOVAL- INSTALLATION OF DOPPLER RADAR
1 - MATERIALS
- Cleaning and degreasing product for electrical and electronic equipment.
- Petrolatum BRISAL OX 50.855.
- Torque wrench tool kit, 0 to 3 m.daN (0 to 22 ft.lb).

- Accessories for torque wrench 0 to 3 m.daN (0 to 22 ft.lb).
3- REMOVAL
- Remove the four Doppler radar retaining screws, leaving the radar in its housing.
- Lower the Doppler radarcarefully until access to the connector is gained.
- Disconnect the electrical connector.
4- INSTALLATION
Clean the Doppler radar mounting faces

-
Lightly coat the Doppler radar mounting faces with petrolatum
-
- Insert the Doppler radar with the radome facing downwards, the shielding screen lengthwise in
the aircraft and the electrical connector at the rear
- Connect the coupling connector
- Fit the Doppler radar into its housing and hold in place
- Fit the four attachment screws
- Tighten the screws to a torque of 2 m.daN (14.7 ft.lb).
5- FINAL STEPS
Carry out a Doppler radar brief check.
AA
AVIONS MARCEL DASSAULT L^-U-TXL
BREGUET AVIATION^clP^-.-s^Qi
MIRAGE F
_<__-«=^*^^^ Restricted MANUAL 12
REMOVAL-INSTALLATION OF THE MAP DISPLAY UNIT
NOTE : Whenever installing the map display unit, check silicagel for condition inspection sight
provides under the unit.
- Power supply 1 15-200 V/400 Hz
- Connect power supply to aircraft.
WARNING :
TAKE THE NECESSARY SAFETY PRECAUTIONS WHEN THE HYDRAULIC CIRCUITS ARE
UNDER PRESSURE (See 02-0).
- Start up the electropump (Standby hydraulic)
- Pull the control stick right back, using the pitch control trim.
- Turn off the electropump and drop the pressure, still holding the stick back (make slight roll
control movements around the stick medium position).
- Cut off the aircraft power supply.
- Remove the control stick hand-grip.
- Position the standby horizon control button in free position (cancellation of the control button
by pushing it forwards).
3- REMOVAL
WARNING :
DURING REMOVAL AND INSTALLATION, DO NOT BUMP :
- THE MAP DISPLAY UNIT CONTROL STICK
- THE STANDBY HORIZON CONTROL BUTTON.
- Unscrew the map display unit attachment screws (extractor screws), unscrewing them alternately
one turn at a time.
- Free the map display unit until the upper part of the unit almost comes into contact with the
instrument panel.
- Lift up rear end of unit.
- The operator pulls the unit towards him and removes it completely from its housing.
AA
04-77 Restricted 6-3°2
AVIONS MARCEL DASSAULT JL^^ZT^
BREGUET AVIATION
MIRAGE F
4- INSTALLATION
- Position the map display unit in the same way as for removal.
- Slide as far forward as possible inside the aircraft.
- Lower the map display unit ensuring that the unit does not push against the instrument panel.
- Position the map display unit in its housing, with the centering pins in their locations.
- Tighten the map display unit attachment screws, tightening each alternate screw one turn at a
time until they are fully tightened.
- Set the standby horizon control button in locked position.
- Install the control stick hand-grip.
5- FINAL STEPS
- Turn on aircraft power supply.
WARNING :
TAKE THE NECESSARY SAFETY PRECAUTIONS WHEN THE HYDRAULIC CIRCUITS ARE
UNDER PRESSURE (See 02-0).
- Start up the electropump (Standby hydraulic)
- Push on the control stick and bring the depth trim back into neutral position.
- Cut off the electropump.
- Carry out map display unit brief check.
- Cut off and disconnect the electrical power supply.
AA
AVIONS MARCEL DASSAULT L- ->Vw_'TJL
BREGUET AVIATION, __ _
MIRAGE F
NAVIGATION INDICATOR BRIEF CHECK
1 - PURPOSE
The purpose of the operation is to :
- ensure that the installation is functioning correctly
- to assist in trouble shooting
Ground servicing equipment :

- 1 15-200 V/400 Hz power supply
Turn on aircraft power supply.
4- SELF-TEST CHECK
WARNING :
iSRGTJND OPERATION OF THE NAVIGATION COMPUTER IS SUBJECT TO
RESTRICTIONS : OBSERVE THE SAFETY MEASURES TO BE TAKEN WHEN WORKING ON
CONTROL AND NAVIGATION SYSTEMS (See 12-0).
-Set the polar indicator operating mode selector to «Tl» position and the normal/additional
vector switch to normal «N».
- Make sure that the distance counter bar is cancelled out, that the RH flag indicates XI and read
on the double pointer and the distance counter the following test values :
- bearing 45° ± 3° (read on the card green section)
- distance 250 NM ± 1 .5 NM
- Return the operating mode selector to «OFF»
5- FINAL STEPS
- Cut off the A/C power supply.
AG
08-77 Restricted 6~
AVIONS MARCEL DASSAULT ï_^->-^-_ "U
BREGUET AVIATION ^S _
MIRAGE F
NAVIGATION SYSTEM CHECK BY FICTITIOUS FLIGHT
1 - PURPOSE
The purpose of the operation is to check, by means of a fictitious flight test, that the navigation
system equipment is functioning correctly.
The test results are compared with given values.

- power supply 1 15-200 V/400 Hz
- Doppler radar absorbing cover EMD 31 14-241 .
WARNING :
GROUND OPERATIONS OF THE NAVIGATION COMPUTER IS SUBJECT TO RESTRIC¬
TIONS :
TAKE THE NECESSARY SAFETY PRECAUTIONS FOR WORK ON THE AIRCRAFT CON¬
TROL AND NAVIGATION UNITS (See 12-0).
Put the cover on the Doppler radar.

-
-
- Select 1013 millibar on the altitude indicator
- Check chronograph for correct functioning
- Carry out navigation indicator brief check
- Set the heading control unit heading selector on HDG 1
- Start up the gyro center
- Set the Doppler control unit display selector «LAT-B/GS» on «LAT»
- Set the land-sea setting switch «L-S» of the Doppler control unit to «L»
- Start up the navigation computer and the Doppler radar by selecting «NA» mode on the polar
indicator. The Doppler radar memory mode is displayed on the Doppler control unit mode indicator.
- Start up the map display unit by selecting «TARG» mode : the stick engaged light will flash.
- Select the fictitious flight departure point number on the station display store.
- Set the navigation computer on the departure point by pressing the map display unit reset button
«_L». The stick engaged light goes out and the polar indicator and «RANGE» map display indicator
distance counters return to zero.
- Set the map display unit mode selector to «NAV» (navigation mode)
- Set the map to course direction («N-TRACK» switch on «TRACK»).
AF
BREGUET AVIATION ^£_
t^^-^r^l
_ _
MIRAGE F
4- OPERATION
Press the test pushbutton «TEST» on the polar indicator once.

-
Check that the Doppler radar is operating in normal mode. The Doppler control unit mode
-
indicator changes from memory to normal «N» position within 10 seconds.
- Wait until the altitude shown on the altitude indicator stabilizes at 23380 ± 100 ft.
- Check that the green and blue indicator lights on the air data computer are on.
- Start the test. At the same time :

- press the polar indicator test pushbutton «TEST» a second time
start the aircraft chronograph.
NOTE : The map display unit functions may be tested during the fictitious flight by :
- changing to manual mode by means of the «FIX» pushbutton.
- press once to stop the map in North position
- press again to return to navigation mode, the map runs on and returns to course mode.
- setting North-course direction with the «N-TRACK» switch
- on «N» : the map is positioned in North mode
- on «TRACK» : the map is positioned in course mode.
-bearing and distance by means of selector «LAT-B/GS» of the Doppler control unit on
«B/GS» position. The digital indicators of «BRG» and «G/S» display the bearing and ground
speed.
- Check at the end of the fictitious flight (duration 2 minutes): that the test results displayed on
the polar indicator and the map display unit, are :
-p= 15.1 ±0.5NM
-0 = 214.5+1°
5- FINAL STEPS
- Stop the map display unit (mode selector on «OFF»)
Cancel the test on the Doppler control unit :

-
- press the reset pushbutton « X » the target altitude and distance respectively return to zero
on the altitude and polar indicators.

- Stop the navigation system (polar indicator mode selector in «OFF» position).
- Cut out the gyro system.
- Cut off power supply.
- Remove the absorbing cover.
AD
11"78 Restricted 6503
BREGUET AVIATION___
^^^-^rU
_ ^
MIRAGE F
DOPPLER RADAR BRIEF CHECK
1 - PURPOSE

- check the installation for correct operation
to assist in trouble shooting.

-Power supply 1 15-200 V/400 Hz
4- PROCEDURE
WARNING :
GROUND OPERATION OF THE NAVIGATION COMPUTER IS SUBMITTED TO
RESTRICTIONS : OBSERVE THE SAFETY MEASURES TO BE TAKEN WHEN WORKING ON
CONTROL AND NAVIGATION SYSTEMS (See 12-0).
- Start up the Doppler radar (polar indicator mode selector to «NA»).

- The Doppler radar is in memory mode, (memory mode indicator visible on the Doppler control
unit)
Hold down the «TEST» pushbutton on the Doppler radar control unit.
-
Check that the Doppler radar changes to normal mode («N» shows on the Doppler control unit
-
mode indicator), within 10 seconds.
Release the pushbutton.
5- FINAL STEPS
- Stop the Doppler radar (polar indicator mode selector in «OFF» position).
- Turn off the aircraft power supply.
AB
<W-77 Restricted «-504
BREGUET AVIATION^
rLJ>-*h^l
__ _
MIRAGE F
MAP DISPLAY UNIT BRIEF CHECK
1- PURPOSE

-check the installation for correct operation
to assist in trouble shooting.

-power supply 1 15/200 V - 400 Hz.
WARNING :
GROUND OPERATION OF THE NAVIGATION COMPUTER IS SUBMITTED TO
RESTRICTIONS: TAKE THE NECESSARY SAFETY PRECAUTIONS FOR WORK ON THE
AIRCRAFT CONTROL AND NAVIGATION UNITS (See 12-0).
- Set the Doppler control unit display selector «LAT-B/GS» to «LAT».
4- PROCEDURE
- Turn on the map display unit (mode selector in «MAN» position). The control stick engaged light
flashes.
- When the indicator light test pushbutton «t» is pressed, ensure that the indicator lights and the
digital indicators light up.
- Check the change in luminosity by operating the «DAY-NIGHT» switch several times.
- Check the variations in luminosity by turning the «DIMMER» button.
- Check the projector lamp change by setting the «LAMP» switch to «SP». The screen light will go
off and then gradually light up again.
- Repeat the operation with the projector lamp switch on «N». The process should repeat itself.
- Check the film setting position by cancelling out the film setting change over control, and then
setting the mode selector on film setting position.
-The coordinates shown on the film should be identical to those given by the «LAT» and
«LONG» digital indicators. The film setting reference cross is located on the central reticle, with the
center of the cross on the central point.
- Turn on the navigation computer (polar indicator mode selector to position «AD» ).
- Set the map display unit to manual mode (mode selector on «MAN»). The control stick engaged
light flashes.
- Set the navigation computer by pressing the reset pushbutton «j_». The control stick engaged
light stays on.
AA
AVIONS MARCEL DASSAULT /L->k-"Jir\X.
BREGUET AVIATION^cP3 _^fio
MIRAGE F
^C****^^ Restricted MANUAL 12
stored target number on the station selector store.

Select a
- If there target in the station selector store memory, introduce one.
is no
- Select the target display mode «TARG» on the map display unit and check that the target
selected is located on the central point of the screen and that the coordinates shown by the «LAT» and
«LONG» numerical indicators are those of the point selected.
- Set the scale switch «SCALE» to position 1. Take the bearing of the map display center point.
- Change the map scale by setting the «SCALE» switch to position 2. Check that the map moves
and then stops after changing the scale. The point displayed is the same as for position 1.
- Return to scale 1 and check the same process as above.
NOTE : The navigation modes, «FIX» pushbutton and the map direction can be checked by the
fictitious flight (see overall check of the navigation system).
5- FINAL STEPS
- Turn off the map display unit (mode selector on «OFF»).

- Turn off the navigation computer (polar indicator mode selector to «OFF»).
- Turn off the aircraft power supply.
AA
BREGUET AVIATION
iL^^tr^
.^^âF^^Ô
MIRAGE F
^^--^^ Restricted MANUAL 12
LOADING THE STATION DISPLAY STORE ON THE AIRCRAFT
1- PURPOSE
To introduce into the memory the coordinates for one or several targets by means of the map
display unit.

- Power supply 1 1 5/200 V - 400 Hz
WARNING :
GROUND OPERATION OF THE NAVIGATION COMPUTER IS SUBJECT TO RESTRICTIONS
TAKE THE NECESSARY SAFETY PRECAUTIONS FOR WORK ON THE AIRCRAFT
CONTROL AND NAVIGATION UNITS (See 12-0).
-Turn on aircraft power supply

-Set the Doppler control selector « LAT-B/GS» to « LAT»
-Turn on the navigation computer (polar indicator mode selector on «AD»),
- Turn on the map display indicator (map display indicator mode selector on «MAN».) The control
stick engaged light flashes and the target introduction light remains on.
- Set the computer by pressing the reset pushbutton «J_» on the map display unit. The control
stick indicator light remains on.
4- PROCEDURE
Select on the station display unit the station number into which the target is to be introduced.
-
Wind on the map using the control stick until the target is in line with the center point and the
-
coordinates are shown on the «LAT» and «LONG» digital indicators.
- Introduce the target into the store by pressing the target introduction button «TARG». The
target introduction indicator light goes out for half a second then comes on again.
- If required, select on the station display unit the station number into which the second target is
to be introduced.
- Introduce as per the previously instructed.
- Repeat the operation the required number of times for the number of targets to be introduced.
After introducing all the targets, check each introduction :

select target display mode (map display mode selector on «TARG»).
-
- select each station (storage target number) and check for each target that the coordinates
shown on the «LAT» and «LONG» digital indicators are identical to those displayed when each target
was introduced.
5- FINAL STEPS
- Turn off the map display unit (Mode selector on «OFF»)
- Turn off the navigation computer (polar indicator mode selector on «OFF»).
- Turn off the power supply.
AA
BREGUET AVIATION
MIRAGE F
SECTION 7
RADIO-ALTIMETER
TABLE OF CONTENTS
Page
7-0 GENERAL
- Principle of radio-altimeter system 7-001

- Operation of radio-altimeter system 7-106
- Transmitter-receiver 7-106
- Indicator . 7-109
- - Monitoring 7-109
- Power supply 7-109
- Self-test 7-110
7-2 FAILURES
- Trouble shooting radio-altimeter system 7-201
7-3 REMOVAL- INSTALLATION
- Removal -installation of radio-altimeter transmitter receiver 7-301
- Brief check of radio-altimeter system 7-501
Figure No. Page
1 RADIO-ALTIMETER SYSTEM SCHEMATIC 7-002

4 RADIO-ALTIMETER SYSTEM OPERATION 7-108
AB
AVIONS MARCEL DASSAULT L-^^ZTV^
BREGUET AVIATION^,? ^
MIRAGE F
MODE OF OPERATION OF THE RADIO-ALTIMETER SYSTEM

(Figure 1)
The radio-altimeter system enables the pilot to land when the visibility is insufficient, by
displaying on an indicator the exact height from the aircraft wheels (U/C down) to the overflown
ground, independently of the atmospheric pressure.
It also makes it possible to perform low altitude flights up to a max. height of 2500 feet by
emitting a warning signal when, during the descent, the aircraft reaches or flies below a safety height
preset on the indicator.
- transmitter-receiver 102R
- indicator 103R
- transmission antenna 104 R
- reception antenna 105R
- test prevention relay 106R.
- radio-altimeter correct operation relay 1 15R.
The transmitter-receiver generates and transmits to ground a wave frequency modulated by a

sawtooth signal, through the transmission antenna.
It receives this wave reflected by ground through the reception antenna and, after mixing the
received signal with a fraction of the signal transmitted at the same time, it deduces the beating signal
from which it determines the aircraft height above ground level.
The radio-altimeter system is equipped with a device monitoring the transmission-reception loop,
and apartial self-test system for checking operation of transmitter-receiver 102R and indicator 103R.
Besides, the radio-altimeter system is connected to :

- the autopilot for guiding the aircraft through a GLIDE slope,
- the bombing computer for its altitude resetting in certain bombing modes,
- the sight for bombing, navigation and approach,
- the radar for its operation in AI R-to-A|R mode.
AG
0877 Restricted 7-°°1
BREGUET AVIATION^C
ï/'Mtf MIRAGE F
CM CN S?
100R 101R
Q) o
V-o*ô- hT^C-
102R 103R
Radio-altimeter
TR Power
supply
T
Transmitter
COUNTER
MEASURE
SYSTEM
Receiver
V
r~^ Radio-altimeter
Test prevention when AP
engaged in glide slope mode
correct operation
Height
Amber light Auto pilot
Green light
Red light
33Â" 34A
Sight
electronic
Radio-altimeter correct operation unit
Transmission
<$) antenna Reception ()
104 R antenna Bombing computer
105 R
Navigation
\ / system
\ / Radar auxiliary box
FIGURE 1 RADIO-ALTIMETER SYSTEM PRINCIPLE

AG
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
Location Doc.
Item Name - Characteristics and Functions Access Door No. S I
34A SIGHT HEAD
Itis fitted with altitude indicator lights

(See 14-3)
(See 14-3)
39C AUTOPILOT
(See 13-2)

(See 08-2)
100R RADIO-ALTIMETER FUSE-BREAKER Electro-center X
Protects AC system 2, phase A, of radio-altimeter

transceiver 102R.
101 R RADIO-ALTIMETER FUSE-BREAKER Electro-center X
Protects DC system 2 of radio-altimeter transceiver 102R.
102R RADIO-ALTIMETER TRANSCEIVER Nose cone X

(Access
Determines the exact height from the aircraft wheels doorP5-11)
(U/C down) to the overflown ground so that the pilot
can land when the visibility is insufficient.
Operates within the range from 4200 to 4400 MHz.
The center transmission frequency is 4300 MHz, the
(fixed) frequency H^viation is 123 MHz and the
(variable) modulation period is slaved to the height.
The operating range is between 20 and + 1 5000 feet.
Maximum attitudes :
± 40° for pitch
± 80° for roll.
The A.I. D. is 28 feet.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
The transceiver transmits the height data through four

outputs :
- one semi-logarithmic output (0 to 2500 ft) for the
indicator
one linear output (0 to 5000 ft) for the autopilot
one linear output (0 to 15000 ft) for the radar
auxiliary box
- one digital output (0 to 15000 ft) for the bombing
computer
According to the height index position preset on the

indicator, the transmitter transmits a control voltage to
the sight electronic unit for the sight head height
indicator lights, which go on in the following conditions :
- red arrow on when :
aircraft height Hra < preset altitude Ha 2 A H
(A H = 20 ft between 0 and 500 ft ; above : proportional
to height)
- red and green arrows on when :
Ha - 2 A H < Hra < Ha - A H
- green arrow on when :
Ha - A H < Hra < Ha + A H
- green and amber arrows on when :
Ha + A H < Hra < Ha + 2 A H
- amber arrow on when :
Ha + 2 A H < Hra
Self-monitoring :
A self-monitoring device cuts off a reliability information
delivered to radio-altimeter indicator 103R in the
following cases :
- system switched off or no power supply to the transceiver
transceiver not engaged, either because of a failure, or
because of the aircraft height exceeding the
disengagement height.
Testing :
- A self-test system triggered by radio-altimeter indicator
103R permits partial test of the equipment. The test
result is displayed by radio-altimeter indicator 103R.
- A test connector (1 ) on the front panel of radio-altimeter
transceiver 102R permits connection of the test equipment,
Attachment :
The transceiver is mounted on a tilting frame permitting
its installation and removal.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. _S_
103R RADIO-ALTIMETER INDICATOR Cockpit X

(Instrument
Permits simultaneous energization of radio-altimeter panel)
indicator 103R and radio-altimeter transceiver 102R.
Indicates the aircraft altitude above ground level and
displays the failures of radio-altimeter transceiver
102R. Emits a warning signal when the aircraft height
reaches or is below the preset safe height during the
descent.
- Pointer mask (1 ) masks pointer (2) when the height
exceeds 2500 feet.
- Pointer (2) indicates the aircraft height on a linear
scale (3) from 0 to 500 feet and on a logarithmic
scale (4) from 500 to 2500 feet.
- Flag (5) signals malfunctioning of radio-altimeter
transceiver 102R.
- Amber light (6) signals that the aircraft reaches or
is below the preset safe height.
- Green mark (7) indicates the deflection of pointer (2)
to be obtained during self-test.
- Index (8) slaved to control (9) indicates the preset
safe height.
- Control (9) is provided for :
- start (index 8) on height exceeding 10 feet,
setting of the safe altitude, and stopping of the
system (rotation)
- self-test of the equipment (pressure).
Lighting
Radio-altimeter indicator 103R is lit by an integral

lighting system supplied with 28 V AC by lighting distributor
65L.
l_l
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Doc.
Access Door No.
104R TRANSMISSION ANTENNA F3/F4
RF impedance : 50 ohms
Gain : 8 dB
Radiation diagram :
± 30° at 3 dB for roll
± 25° at 3 dB for pitch
SWR < 1 .30 within the range of from 4200 to 4400 MHz.
105R RECEPTION ANTENNA Frame 1

(See 104R) Frame 2
106R TEST PREVENTION RELAY 15-02

(RH junction
Prevents testing of the system when the autopilot is box)
connected and engaged in upper GLIDE SLOPE mode.
44S RADAR AUXILIARY BOX

(See 14-2)

(See 14-3)
115R RADIO-ALTIMETER CORRECT OPERATION RELAY

(See 14-2)
AE
BREGUET AVIATION
102R
A \ B C
102R
104R
105R
SECTION A SECTION B SECTION C
102R

GENERAL LAYOUT
AB
BREGUET
è&
AVIATION^-X.
Restricted
MIRAGE
MANUAL
F
12

COCKPIT LAYOUT
AB
BREGUET AVIATION
OPERATION OF RADIO-ALTIMETER SYSTEM

(Figure 4)
1 - TRANSCEIVER
A Principle
A wave frequency modulated by a sawtooth signal is transmitted to ground. At time t1, the wave
frequency is f1. At time t2, after being reflected by ground, the wave is received with the same
frequency f 1 .
At this time t2, the transmission frequency has become f2.
In a mixer, the received signal, with frequency f1, is multiplied by a fraction of the transmission
signal, with frequency f2.
The beating signal with the following frequency is then collected :
fb = f2 - f 1
Let us call *C the time interval t2 t1 : this is the duration of the two-way travel of the wave
between the aircraft and ground. It is called «transition time».
Apnlving basic relations between similar triangles provides :
J__= ___
Af T
where Af is the fixed frequency deviation in the radio-altimeter.
On the other hand :
*=_____-
C
where Hra is the aircraft height and C the radio-electrical wave speed.
Consequently :
Hra=§£fb
AC
BREGUET
/L-^frU
AVIATIONôP^^Ô
MIRAGE F
_<3_2__S"~«^ Restricted MANUAL 12
In the radio-altimeter, fb is kept constant by slaving T to height Hra, and so T provides the height
information.
This measurement is made by period-meters performing the duration/DC voltage conversion.
B Operation
The radio-altimeter transceiver consists of a servo loop and several components external to the
loop.
(1) Servo loop
The servo loop includes :

-one UHF source (modulator-transmitter) supplying the transmission signal. This signal is
frequency modulated by a sawtooth signal from a sawtooth signal generator. The constant frequency
deviation is set to Af = 123 MHz.
- one mixer generating beating signal fb from the transmission signal reflected by ground and a
fraction of the signal transmitted at the same time.
one audio frequency amplifier receiving beating signal fb, with the gain automatically matching
the height.
-one tracking discriminator receiving the amplified beating signal and comparing it to its own
frequency fo of 100 kHz. When fb is not strictly equal to fo, the circuit delivers an error voltage e p.
- one integrator receiving error voltage e p.
- one dynamic gain corrector stabilizing the loop regardless" of the operating height.
- one sawtooth signal generator controlled by the output voltage from the gain corrector and
controlling the modulator frequency.
(2) Components external to servo loop
They are :
- one contrast discriminator, with the positive peak centered on fo. This discriminator is also
driven by the output of the audio frequency amplifier.
The discriminator detects the presence of a beating signal near frequency fo. If this signal disappears, or
if its level is insufficient, the output DC voltage from this discriminator drops below a preset value
called «contrast threshold».
- a series of «search/tracking logic» circuits, controlled by the contrast discriminator output ; when
the beating signal disappears or decreases, these circuits trigger an automatic signal search process, open
the servo loop (gate), supply a warning information and suppress the height information. On acquisition
of a beating signal of suitable level and frequency, the output voltage from the contrast discriminator
becomes higher than the contrast threshold, and the search/tracking logic stops the search phase, closes
the servo loop, authorizes the height information and cancels the warning information.
This is the normal radio-altimeter operation or «tracking phase».
- one semi-logarithmic period-meter performing the sawtooth width/DC voltage conversion
according to :
a linear function from 20 to 480 feet
a logarithmic function from 480 to 3000 feet.
This data output supplies the indicator with the height information.
AA Restricted 7-107
02-77
BREGUET AVIATION
MIRAGE F
- Two linear period-meters transmitting the height information :
- to the autopilot
- to the radar auxiliary box.
- One digital converter transmitting the altitude information to the bombing computer through
22-bit words composed of :
15 information bits
1 sign bit (always the same, since the altitude is either positive or null)
4 address bits
1 validity bit
1 parity bit.
- A device comparing the A/C actual height information from the semi-logarithmic period-meter,
with the information on the wiper of the indicator preset height potentiometer.
According, to the result obtained, a logic may or may not trigger the illumination of the sight head
height lights, as it is shown below.
Aircraft height
Preset
height
AA
BREGUET AVIATION 103R
102R
100R
115V 400 Hz
- 15V
©@ 26V 400 Hz + Ul + U2
- Ul - U2
+ 15V OFF
Power supply
-30V transformer 115 V
+ 30V 400 Hz M ON
JH^
Semi-log 46
115 V k\ 26 V period-meter,
400 Hz 400 Hz 0 to 2500 ft 47
Navigation system
Hour- (12-6)
Adapter
meter
Control ON/OFF
logic Height select. Test
Sawtooth + I5V
Transmitter 115R
Corrector generator modulator Amber
Green
Red
r^ ::-~h-1 pt___b * i
STORAGE
+ ui
106R l-
UPPER STOP SETTING
i r \ +U2
101 R
Search/tracking
logic
Warning
Clock COUNTER-MEASURE .It L
i
SYSTEM
+ 30V-* *
24 1
34A
± 35A
Counting
Test Digital r i r
j /Ye/^/jf
"I
logic converter | Control |
I
I indicator
i /op/c |
j //l?/7tS 1
Contrast
discriminator
i 1 J L _J
Linear 22
period-meter No. 1
0 to 15000 ft
A F amplifier 23 44S
Mixer Tv^
39C
23T
Linear o^*o- Z-oiv

Gate
Tracking
discriminator period-meter No. 2 Pitch
I GLIDE
4 I altitude
0 to 5000 ft channel circuits
I SLOPE
^^ I I mode
FIGURE 4 - RADIO-ALT/METER SYSTEM OPERATION 105R 104R

AG
7-108 FIGURE 4 7-108 FIGURE 4 7-108 FIGURE 4 7 108
08-77 Restricted
AVIONS MARCEL DASSAULT f
BREGUET AVIATION^Lv-
WJ-'v"-^^ MIRAGE F
__i-i^-ç<X. Restricted MANUAL 12
2- INDICATOR
A Height repeating circuit
The voltage from the semi-logarithmic period-meter of the transceiver is attenuated by an adapter
before being amplified and applied to the galvanometer controlling the height pointer.
B Preset safe height
The purpose of this presetting is to enable the pilot to fly the aircraft above a safe height by
signalling, through illumination of the red light, that the aircraft reaches or is below this height.
The safe height selection control drives :

- the preset height index
- the wiper of a potentiometer ; its output voltage, proportional to the preset height, is applied to a
comparator which also receives the matched semi-log voltage representing the actual aircraft height.
After comparison of both voltages, a control circuit acts on a relay which illuminates or extinguishes
the red light, as applicable.
A second potentiometer, the wiper of which is driven together with the first one, transmits the
preset height information to the transceiver for the comparison circuit controlling the illumination of
the height indicator lights on the sight head.
3- MONITORING
Only the radio-altimeter transceiver is monitored. Monitoring is performed on the

transmission-reception loop, at the contrast discriminator.
When the beating signal disappears or becomes lower than the contrast threshold, the
search/tracking logic triggers the search process by opening the transmission-reception loop, and
controls storage of the output voltages from the period-meters.
If the beating signal does not return to a suitable level, the warning circuit cuts off the signal
controlling the radio-altimeter correct operation relay ; this causes :
- suppression of the voltage which
- controls the galvanometer operating the failure warning flag of the indicator
- cuts in the control logic of the height indicator lights on the sight head (the lights go out)
- controls the radio-altimeter correct operation relay 1 15R.
- transmits to the autopilot the radio-altimeter and navigation computer correct operation
information.
- setting of the period-meters to upper stop, hence indicator height pointer setting behind the
mask.
The warning circuit also controls the suppression of the validity bit directed to the bombing
computer.
4- POWER SUPPLY
The radio-altimeter transceiver is fed with :

- 1 1 5 V/400 Hz through AC system 2, phase A
- 28 V DC through DC system 2 - load-shedding.
Built-in power supply units generate the voltages required for operation of the transceiver and the
indicator, from the 115 V/400 Hz power supply.
AF
0877 Restricted 7"109
BREGUET AVIATION
Transceiver
A switch-on system, supplied with 115 V/400 Hz power as soon as the aircraft is energized,
provides the voltage required for the operation of the switching relay, and passes the 115 V/400 Hz to
one of the N.O. contacts of this relay.
Once the equipment is on (relay in operating position), the 115 V/400 Hz power supply is directed :
- to a power transformer which provides the voltages required for the transceiver operation, and
the 26 V/400 Hz voltage required by the power transformer of the indicator
- to the hour meter
The 28 V DC voltage from the aircraft system is distributed :

- to the common contact of the radio-altimeter correct operation relay for use by the navigation
computer and for energizing the radio-altimeter correct operation relay.
- to the control logic of the sight head height indicator lights on the transceiver and also to the coil
of test prevention relay 106R.
Indicator
The 26 V/400 Hz voltage from the transceiver transformer is applied to the primary winding of the
indicator power supply transformer, after energization of the equipment.
5- SELF-TEST
By operating the test control of the indicator, a ground signal is delivered to the test logic of the
transceiver and the second resistor is grounded in the circuit of the galvanometer controlling the height
pointer.
As a result :
- the AF channel is cut off ; in consequence the transmission-reception loop opens and the failure
warning flag appears on the indicator,
- the search is cancelled,
a calibrated current is sent to the input of the dynamic gain corrector so as to obtain a frequency
corresponding to a 0-foot height at the output of the sawtooth signal generator,
- a fixed voltage of + 0.4 V is sent to the indicator through the semi-logarithmic period-meter of
the transceiver.
This voltage corresponds to an height pointer deflection from 20 feet to 0 foot, it brings the pointer
up against the green test mark (160/180 feet), owing to the change in sensitivity of the galvanometer
controlling the pointer : this is due to the parallel connection of the two resistors in the circuit
(deflection multiplied by 8).
When the autopilot is engaged in GLIDE SLOPE mode, it transmits a ground signal to relay 106R,
which prevents the radio-altimeter test.
AF
AVIONS MARCEL DASSAULT [LJ^-11^!
BREGUET AVIATION
MIRAGE F
TROUBLESHOOTING OF RADIO-ALTIMETER SYSTEM
1 - SCOPE
To determine the faulty component using the aircraft equipment.
For any symptom reported by the pilot, the mechanic shall confirm the trouble.
Should failure be confirmed, follow the procedure described in the following charts.
Should the symptoms cannot be reproduced, use the operating and wiring diagrams concerning the
radio-altimeter system.
A Ancillary equipment
- 1 1 5/200 V - 400 Hz electrical power supply.
Proceed as described in the following chart :
AA
BREGUET AVIATION^?*'
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
The indicator failure - Energize the aircraft. Yes Check A/C power supply (fuse-breaker 100R)
warning flag is still - Cut in the radio-altimeter. If the failure subsists : ^_ *. P 04
visible after cutting in
the radio-altimeter
(index between - 10
and Oft)
In flight the radio- - Energize the aircraft. Test

altimeter cuts out in - Start the radio-altimeter and incorrect Replace the radio-altimeter transceiver. .Perform brief check of radio-altimeter
its normal working carry out the test. system.
range. Test
correct P 04
The selected height Energize the aircraft Yes

failure warning light Start the radio-altimeter
does not come on Select height over 0 ft. Replace the radio-altimeter indicator Perform brief check of radio-altimeter
when selected height system.
is reached or lower.
It does not come on
during radio-altimeter
test.
The sight head height Energize the aircraft. Yes Check A/C power supply
lights do not come on. Perform brief check of radio- (fuse-breaker 101 R)
They come on when altimeter system. If the failure subsists
the sight test is - Replace the transceiver _ Perform brief check of radio-altimeter
completed. system .
The radio-altimeter Energize the aircraft Yes Check A/C power supply
test is not inter¬ Start the radio-altimeter. (Fuse-breaker 101 R)
locked in GLIDE Engage the AP and select GLIDE If the failure subsists
slope mode. slope mode. Replace relay 106R .Check for correct operation of radio-
altimeter test interlock in GLIDE
slope mode.
The indicator integrat¬ - Energize the aircraft. Yes The whole LH console integrated lighting
ed lighting does not - Cut in the LH console integrated system is defective.
operate. lighting. Perform trouble shooting of LH console integrated
lighting circuits.
The integrated lighting of radio-altimeter
indicator is the only defective one.
- Replace the radio-altimeter indicator ^Perform brief check of radio-altimeter
system.
AB Restricted 7-202 7-2

11-77
BREGUET AVIATION
/L^îrvL
_^
MIRAGE F
REMOVAL- INSTALLATION OF THE RADIO-ALTIMETER TRANSCEIVER
1- REMOVAL
Open access door No. P5-1 1 and connect the door-open truss jack to the ball joint provided.
-Pull the support transceiver assembly of the radio-altimeter upwards, using the transceiver handle,
in order to unlock the two locking bushes located under the front of the support.
- Pull the assembly upwards until the pin fixed on the front LH side of the support comes up
against the top stop of the main slot of the rod, the latter being pushed back (towards the aircraft) by
the action of its spring. This locks the support transceiver assembly in the upper position.
- Remove the radio-altimeter transceiver.
2- INSTALLATION
- Re-insert the radio-altimeter transceiver in its support

- Pull the support transceiver assembly slightly upwards, using the transceiver handle in order to
release it from the locked up position.
- Push the top of the rod to move it forwards (towards aircraft) until the pin fixed on the LH front
side of the support comes up to the top of the rod main slot.
- Slowly lower the support transceiver assembly and, at the end of the travel, apply enough
pressure to ensure that the two locking bushes are locked.
- Uncouple the door-open truss jack from the ball joint, fold it back against the door and fix it in
its retaining clip.
- Close access door No. P5-1 1 .
AA
BREGUET AVIATION^
L^zT^
_
MIRAGE F
BRIEF CHECK OF RADIO-ALTIMETER SYSTEM
1 - SCOPE
- To check the system for correct operation after installation of an equipment item, or long
unserviceability of the aircraft.
- To facilitate trouble shooting, as may be applicable.

-1 1 5/200 V, 400 Hz ground power unit.
Supply aircraft with electrical power through external power receptacle.
4- PROCEDURE
A Energize the radio-altimeter system, setting the indicator pointer between 10 feet and 0 foot.
- Energize the sight system and select the approach function.
- Make sure that :
- the height indicated is 0 foot
- the failure warning flag disappears
- the height safety light of the indicator is out
- the green indicator light of the radio-altimeter light box is on.
B - Shift the pointer beyond 0 foot and check that :
- the height safety light of the indicator goes on

- the green light of the sight head remains oh.
C Move the pointer to increasing heights ; at approx. 20 feet and above, check that the red light of
the sight head is on. The green light remains on.
D Keep on moving- the pointer to increasing heights ; at approx. 40 feet, the green light should go
out. The red light remains on.
E Test the system, by keeping the indicator energization control depressed ; check that :
the failure warning flag appears

- the height safety light of the indicator remains on
- the height pointer deflects up to the green test mark (160 - 180 feet)
F Release the test control and check that :
the failure warning flag disappears

- the height safety light of the indicator remains on
- the height pointer is returned to 0.
G Switch off the radio-altimeter and sight systems.
5- FINAL STEPS
- Switch off electrical power supply and disconnect the external power receptacle.
AB
L^^ZTV^ MIRAGE F
SECTION 8
RADIO-COMPASS
TABLE OF CONTENTS
8-0 GENERAL Page
Principle of radio-compass system 8-001

- Operation of radio-compass system 8-1 06
incorporated documentation
- Radio-compass sense antenna ARC 172 ED 8-121
- Removal - installation of sense antenna . 8-301
- Check of radio compass system 8-501

- Adjustment of radio-compass loop antenna alignment 8-503
Figure No. Page
1 RADIO-COMPASS SYSTEM SCHEMATIC 8-002

4 SIGNAL PROCESSING IN ADF MODE 8-107
5 OPERATION OF RADIO-COMPASS SYSTEM 8-109
6 RADIO-COMPASS SENSE ANTENNA 8-122
AA
BREGUET AVIATION^
U^^zT^
_ _
MIRAGE F
PRINCIPLE OF RADIO-COMPASS SYSTEM
(Figure!)
The radio-compass system is a RF navigational facility operating with a ground beacon and
supplying the pilot with the beacon bearing.
The system is composed of the following :
- radio-compass receiver 124R
- radio-compass control unit 123R
- loop antenna 130R
- quadrantal error corrector 129 R
- sense antenna 128R
- antenna coupler 1 27 R
- coaxial adaptor 126R
- 26 V/400 Hz computing voltage filter 125R
- 28 V DC supply voltage filter 122R
- a display unit : polar indicator 68F for reading the radio-compass beacon bearing when the NI
single pointer bearing selector switch is set to «AD»
- radio selector unit 29 R which is supplied with the AF signals detected by the receiver (beacon
identification and modulation).
The receiver can operate (according to display on control unit) :

- automatically : tracking and sensing done automatically
- manually : tracking done by the pilot
- as a traffic receiver.
AA
BREGUET AVIATION
MIRAGE F
MANUAL 12
128R 130R
68 F Polar indicator Sense antenna Loop antenna
FIGURE 1 - RADIO-COMPASS SYSTEM SCHEMATIC

AB
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
Location Doc.
Access Door No. S 1
24F AC SYSTEM 1 26 V TRANSFORMER

(See 10-2)

(See 12-6)
68F POLAR INDICATOR Cockpit X

(See 12-6) (instrument
panel)
Indicates beacon relative and true bearings by means of
single pointer 5, fixed index 2 and heading card 1.
(See 08-2)
29 R RADIO SELECTOR UNIT Cockpit X

(See 11-3) (LH
console)
Makes it possible to adjust radio-compass audio output.
51 R OMNIBEARING SELECTOR FUSE BREAKER
(See 12-5)
56R VOR/ILS RECEIVER

(See 12-5)
116R VOR/RADIO-COMPASS RELAY

(See 12-5)
118R NI SINGLE POINTER BEARING SELECTOR SWITCH Cockpit X

(instrument
In «ADF» position, enables the display of the radio- panel)
compass bearing through the polar indicator single pointer.
121R RADIO-COMPASS FUSE-BREAKER Electro- X
center
Protects load shedding DC system 2 of radio-compass
control unit.
122R RADIO-COMPASS FILTER Cockpit X
(inside
Filters 28 V DC voltage supplied to radio-compass (LH console)
receiver 124R.
123R RADIO-COMPASS CONTROL UNIT Cockpit X

(RH console)
Makes radio-compass system suitable for use in function
and frequency selection.
- «OFF-ADF-ANT-LOOP» function selector switch (1) :
- «OFF» : the system is off
- «ADF» : the system operates in automatic mode
- «ANT» : the system operates as a trafic receiver
- «LOOP» : the system operates in manual mode.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
123R -three knobs, 2 and an indicator 3 for frequency selection.

(cont'd) neutral spring returned «LOOP» knob 4 which allows
manual control of direction finder in «LOOP» or «ADF»
function. In the latter case, the manual takes precedence
over the automatic function and allows, upon turning
«LOOP» knob, the slaving operation of the automatic mode
to be checked.
- two concentric knobs :
- GAIN, 5, for adjusting :
- in ADF, the AF volume
- in LOOP and ANT the R F gain of the receiver
- BFO 6, for the use of the BFO (switching on and
frequency). It has a reference mark which, aligned with
another reference mark on the control unit, is used to set
the audio frequency to approx. 1 ,000 Hz.
Lighting
23 V AC lighting is provided by lighting distributor 65L.
124R RADIO-COMPASS RECEIVER Equipment

bay (common
Used to read the bearing of a radio-compass beacon, rack)
either in automatic or in manual mode.
Suitable to monitor (output Z = 500 SI) the signals in
unmodulated (A1) or amplitude-modulated (A2) RF over
the 190-1799,5 kHz range (0,5 kHz channel spacing).
The radio-compass receiver is of the triple frequency range

type with an intermediate frequency varying from 180 to
130,5 kHz. The three local oscillators are controlled by diodt
diode-selected crystals and the RF, IF BFO circuits are
tuned by varicap diodes.
The receiver cabinet front panel features :

a box housing the direction finder, and carrying a small
dial whose pointer indicates the differential angle between
the direction finder and the reference zero.
- a connector for connection with loop antenna 130R
through quadrantal error connector 129R.
- a connector for connection with sense antenna 128R via
coaxial adaptor 126R and antenna coupler 127R.
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No.
125R FILTER Equipment

bay
Filters the 26 V AC voltage supplied to the synchro-
transmitter of radio-compass receiver 124R.
126R COAXIAL ADAPTOR Equipment
bay
Matches the impedance of sense antenna coaxial cable
with receiver input circuits.
127R ANTENNA COUPLER Incorporated
under sense
Matches the antenna impedance with that of the antenna
coaxial cable leading to the receiver.
Secured under the sense antenna.
128R SENSE ANTENNA Fin base
This antenna is interchangeable. It is of the capacitive

type, used when the receiver operates as a traffic receiver
(tuning in to a station) or for sensing when the radio-
compass operates as an automatic direction finder (ADF).
The radiation pattern of this antenna is omnidirectional.
Attachment
The sense antenna is attached to the dorsal fin of the A/C
by means of 5 screws.
In the front section it is equipped with a removable
cowling (1 ) for connecting the antenna (front part) to
the fuselage.
The rear upper part of the antenna is screw fixed on a
fairing (2) for connection with the fin leading edge.
Two small side fillets (3) fixed by screws to the rear lower
part of the antenna ensure its connection to the fin base
fillet.
129R QUADRANTAL ERROR CORRECTOR Loop antenna
coaxial
Attenuates magnetic field component distortion due connector
to the airframe. It is screwed directly onto loop antenna
130R by its coaxial connector.
130R LOOP ANTENNA Door

13-00
This fixed flat antenna is made up of two windings in
quadrature around a cross-shaped flat ferrite core. In
conjunction with the DF of receiver 124R, it can be used
to detect the propagation direction of a radio wave. The
antenna is installed under a laminated fairing integral
with the equipment bay door skin.
Attachment
The antenna is fixed by 4 screws to a floor forming part
of the bay door structure.
The retaining holes on the floor are elongated to enable
the antenna to be adjusted in position.
The antenna axis is maked with a colored line on the
upper face of the antenna. This line is used to align the
loop with the aircraft lubber line represented by a colored
line on the floor.
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 12
Location Doc.
Access Door No. I
44Z MAP DISPLAY UNIT TEST CONNECTOR

(See 12-6)
AA
BREGUET AVIATION ^c.' *
MIRAGE F
MANUAL 12
130R
129R
.124R
.125R
126R
SECTION A SECTION B
130R -_gy\ 129R
C.28 C.32 C.33

GENERAL LAYOUT
AB
01-78 Restricted
8-104
BREGUET AVIATION.^
'V MIRAGE F

COCKPIT LAYOUT
AB
BREGUET AVIATION î^3
/LJ_^rU
JSÔ
MIRAGE F
_____*-^-<^ Restricted MANUAL 12
OPERATION OF RADIO-COMPASS SYSTEM

(Figures 4 and 5)
1 - ADF OPERATION
A Antennas and direction finder
A ground beacon radiates a vertically polarized, omnidirectional electromagnetic field. The electric
component of the field lies in a vertical plane and the magnetic component in a horizontal plane. At
any point, the electric and magnetic field vectors are perpendicular and lie in a plane orthogonal to the
propagation direction of the electromagnetic wave.
Loop antenna 130R is a fixed inductive

antenna with two perpendicular windings
0 electrically connected to the fixed windings of
radio-compass receiver 124R direction finder. The
magnetic component of the field radiated by the
a0\®Jf^' Beacon beacon generates emfs in the fixed windings of the
Tjr'" loop antenna. When transmitted to the direction
M ^ finder fixed windings, the inductions generated by
.'Tnc^ these emfs subject the moving loop of the direction
^J^-s,. ». finder to a magnetic field whose direction represents
^ H the aircraft- beacon direction. The phase of the
voltage induced in the moving loop of the direction
finder is leading or lagging by 90° with respect to
J c: the electric component of the field radiated by the
beacon depending on whether the loop is orientated
in its first (0-180°) or second (180° -360°) rotation
sector. The amplitude of this voltage varies with the loop position and cancels out for the two positions
of zero coupling with the magnetic field.
The direction finder loop accordingly makes it possible to determine, by its zero coupling
positions, the aircraft-beacon axis but leaves an uncertainty margin of 180° in the indication of the
beacon bearing.
Capacitive sense antenna 128R enables this indeterminate margin to be removed. This antenna
forming a capacitance between its active component and the airframe has an omnidirectional radiation
pattern and detects the electric component of the electromagnetic field radiated by the beacon. The
emf generated at its terminals is in phase with the field electric component.
B Signal processing in ADF mode
In receiver 124R, the phase of voltage (A) induced in the loop is phase shifted by 90", in the first
amplifier stage (B). it is therefore either in-phase with, or in-phase opposition to the voltage supplied to
sense antenna 128R. The loop voltage thus phase shifted drives a phase divider which simultaneously
supplies the applied voltage (C) and also a phase opposed voltage (D).
These two signals are then applied to a balanced modulator made up of two switches. The
alternate opening of these switches (diodes) is controlled by the 220 Hz frequency 90° phase shifted
reference voltage (required to supply the two-phase motor). RF pulse trains (E) are obtained at the
output alternately in phase with and in phase opposition to the electric component of the field radiated
by the ground beacon.
These RF pulse trains are applied to one of the windings of a transformer while the other winding
is supplied with voltage (F) as detected by sense antenna 128R. The resulting signal, chopped at the rate
of 220 Hz and amplitude modulated by adding the two RF voltages (G) is delivered to RF amplifier.
The RF signal envelope is phase shifted by ± 90° from the reference voltage of 220 Hz depending on
the DF loop position. The signal, amplified, is mixed with the local oscillator signal. The resulting
intermediate frequency is amplified in the IF stages and the envelope of signal (H) is detected by the
ADF sensor.
AA
Mi«i_V/:
BREGUET AVIATION
^ MIRAGE F
OF loop orientated OF loop orientated

in first rotation in second rotation
sector 10 to 180° I sector (180 to 360°)
Phase of voltage induced

(A) in DF loop by the electroma¬
gnetic field
igi Phase of loop voltage

from 90° phase shifter
Phases of two voltages

supplied by phase divider
Phase of 220 Hz
reference voltage
Phase of modulation
/ voltage of balanced
modulator
(E) RF voltage pulse trains

from balanced modulator
(F) Phase of voltage

supplied to sense
antenna
(electric component)
(G) Resulting voltage at
mm w\ input of receiver
RF amplifier
(H) 220 Hz modulation

envelope from ADF
sensor
FIGURE 5 - SIGNAL PROCESSING IN ADF MODE

AA
BREGUET AVIATION
L^-^^ZSL
^£P"^~-~S*^>
MIRAGE F
^_^-^^Q> Restricted MANUAL 12
C Motor control
Voltage supplied by ADF sensor is transmitted to variable phase amplifier then applied to
two-phase motor control winding. This voltage is cancelled for two positions of moving loop. However,
the motor gives the loop only one position, i.e the one corresponding to aircraft-beacon direction, since
the diametrically opposed position is unsteady.
D - A.G.C. detection
A second detection occurs at the output of intermediate frequency amplifiers so as to obtain an
A.G.C. voltage. This voltage is applied to the RF amplifier and the IF amplifiers via the control unit.
E A.F. detection
(a) Unmodulated RF transmissions (A1)

The call for the use of a beat frequency oscillator (BFO) to monitor and identify an RF wave.
The oscillator is switched on by turning the BFO knob on control unit.
The beat signal is transmitted to an AF sensor and preamplified. Monitoring is adjusted by means
of a GAIN potentiometer controlled by the GAIN knob.
(b) Amplitude - modulated transmissions (A2)
No BFO is required for monitoring. Detection occurs at the IF amplifier output.
2- LOOP OPERATION
A By the function selector switch and LOOP control.

This mode of operation allows manual tracking of a beacon without the possibility of sensing.
Switching to «LOOP» mode by the function selector switch causes :
- in the control unit :
- AGC detection to be switched over to the «GAIN» potentiometer.
signals required in the LOOP mode of the receiver to be switched on and off.
- in the receiver :
- RLA and RLB relays to be energized.
- diodes converting the phase divider into RF amplifier to be switched on and off.
Energized relay RLA disconnects the sensing antenna from the RF amplifier input and takes it to
ground. The relay replaces it by a dummy antenna to prevent mismatching the impedance.
Energized relay RLB disconnects the 220 Hz signal from the balanced modulator and takes it to
ground. This ground biases off one of the diodes and makes the other conductive for the signal coming
from the direction finder loop.
The relay disconnects the ADF sensor from the variable phase amplifier and replaces it by a
voltage whose phase (+ 90° or 90°) and amplitude are varied by rotating the «LOOP» control of the
control unit. This voltage is picked off the phase shifting circuits of the fixed phase signal amplifier.
By rotating the LOOP control right or left, the direction and speed of the DF loop motor rotation
can be determined.
Headset monitoring enables the loop zero coupling position to be checked ; this position is
indicated by the cut-off of the audio signal. Loop rotation induced by varying LOOP control brings
back the audio signal whose volume increases up to a maximum for a bearing lying ± 90° from the zero
coupling position. When the loop is kept rotating, the audio signal is cancelled a second time when the
indicated bearing is 180° from trie first.
NOTE : Monitoring transmissions in A0/A1 modes requires the use of the BFO.
In this mode of operation, the GAIN control controls the AGC voltage applied to the RF and
IF amplifiers thus enabling the gain of these stages to be varied.
AA
BREGUET AVIATION
BFO =
FIGURE 5 - OPERATION OF RADIO-COMPASS SYSTEM

AB
01-78 Restricted 8-109 FIGURE 5 8-109 FIGURE 5 8--1C
[LJ>^\± MIRAGE F
B By the «LOOP» control alone
The loop function is ensured in ADF mode without the use of the function selector, by simply
varying the «LOOP» control. This control performs the same switchings as the function selector but
only while the control is operated. The control is brought back to center by a spring.
The ADF mode is resumed when the «LOOP» control is no longer operated.
The loop function, which has priority in ADF mode, gives the certainty that the bearing has been
reliably detected and allows the servo system to be checked for proper operation. This check is
performed by making the single pointer of the polar indicator deflect through rotation of the «LOOP»
control first one way then the other. The pointer should return to the previously indicated bearing.
3- ANTENNA OPERATION
By selecting the ANTENNA function, the radio-compass receiver can be used as a traffic receiver.
Indication of this function by the function selector results in the following switchings
- in the control unit :
- AGC detection is switched to the «GAIN» potentiometer.
- in the receiver :
- power supply to amplifiers and DF loop motor is cut off
- power supply to loop RF amplifier, phase shifter and phase divider is cut off.
In this mode, the receiver operates with only the sense antenna thus enabling the AM transmissions
(A3) or unmodulated CW transmissions (A1 ) to be monitored with the use of the BFO.
4- FREQUENCY TUNING OF THE RECEIVER
Frequency indication on the control unit ensures switching over of the crystal selected voltages to
the local oscillator (diode switching) and that required to obtain the varicap diode voltages for tuning
the RF, IF and local oscillator circuits. All these voltages are obtained across sets of resistors from - 100
and - 25 V supply voltages.
5- DISPLAY
Bearing information is delivered by a synchro-transmitter to the servo system of single pointer of

navigation indicator 68F when the NI single-pointer bearing selector switch is set to «ADF».
AA
<"-78 Restricted 8-110
AVIONS MARCEL DASSAULT //^-""rU* MIRAGE F
BREGUET AVIATION ^£L ^ - ....... a . «o
SENSE ANTENNA
1 - GENERAL
This aerial is used for the radio-navigational reception of the radio-compass signals.
2- CHARACTERISTICS
- Bandwitdth : 190 - 1799,5 kHz.

- Radiation pattern : omnidirectional.
- Antenna capacity : 50 pF.
3- DESCRIPTION
The antenna consists of a glass fiber reinforced resin fairing (1) secured on a light alloy flange (2).
The flange is drilled with five holes (3) for passing the antenna attaching screws.
The fairing is internally lined with a metal sheet (4), and externally coated with metalized paint.
This paint, which has a certain resistance, forms the second plate of the antenna capacitor. It is also
provided as a conducting path for discharging the electrostatic charges.
The fairing assembly is protected with a coat of CELOMER lacquer spread over the whole surface,
and with a coat of PYROLAC paint over the leading edge.
The internal face of the flange is fitted with a bonding seal (5) for proper electrical contact
between the flange and the aircraft structure.
AA
BREGUET AVIATION
MIRAGE F
CROSS -SECTION A
^^^^^^^<^^^^^^^^^^^^\\*
FIGURE 6- RADIO-COMPASS SENSE ANTENNA

AA
BREGUET AVIATION__
JL-è^tT^ MIRAGE F
REMOVAL - INSTALLATION OF SENSE ANTENNA
- Standard tools.
2- MATERIALS
- Product for cleaning the electrical circuits.
3- REMOVAL
A Remove the cowling from the antenna nose tip.
B Remove the two lower side fillets at the rear of the antenna.
C Unscrew the twelve screws at the rear and on the periphery of the fairing.
D - Unscrew the five screws attaching the antenna onto the fuselage structure. Be careful to identify
the screws properly, as they are of different lengths.
E - Raise the antenna and extract the antenna coaxial adaptor. Separate the latter from the antenna
coupler.
4- INSTALLATION
CAUTION :
THE LONGEST SCREWS ARE LOCATED AT THE REAR OF THE ANTENNA.
- Check and, if required, replace the bonding seal.

- Check the presence of the antenna coupler.
- Proceed in the reverse order of removal.
- Perform the radio-compass installation check.
AA
AVIONS MARCEL DASSAULT/ Ji>^-^\ /V\l KM V_7 C I
BREGUET AVIATION ^5. _^^ _ ....,,,«1
*o
CHECK OF RADIO-COMPASS SYSTEM
1 - PURPOSE
- To check the operation of the radio-compass system after fitting back a component related to the
system, or after long aircraft grounding.
- If required, to assist in trouble shooting.
- 1 15-200 V/400 Hz power supply.
- Feed electrical power to the aircraft.

- Start the navigation indicator.
- Set the NI single pointer bearing selector switch in the «ADF» position.
- Adjust the RSU audio potentiometer to medium position.
- On the radio-compass control unit, set the «GAIN» control to maximum value.
4- PROCEDURE
-On the radio-compass control unit, set the function selector switch to «ANT» position.
-Select the frequency of a normally audible beacon (if required, put the BFO into service).
- Check the identification of the beacon via the headset :
- check the action of the «GAIN» potentiometer ;
- check the action of the RSU audio potentiometer.
- On the radio-compass control unit, set the function selector switch to the «LOOP» position.
-Tilt the «LOOP» switch to the right and check that the NI single pointer sets turning in the
clockwise direction (the rotation speed increases as the action on the «LOOP» switch is prolonged).
-Tilt the «LOOP» switch to the left and check that the NI single pointer sets turning in the
counterclockwise direction.
-Carry out one complete turn of the NI card and verify over the headset that the sound passes
through two minima and two maxima.
- On the radio-compass control unit, set the function selector switch to the «ADF» position.
- Check the accuracy of the bearing value indicated by the NI single pointer.
- Using the «LOOP» switch, bring the NI single pointer at 180° from the beacon bearing.
-With the «LOOP» switch released, check that the NI single pointer returns to the initial bearing
value.
5- FINAL STEPS
- Switch off the used systems.

- Set the selector switch of the RSU amplifier channels to the «1 » position.
- Cut out power supply.
AA
BREGUET AVIATION ^^c.
ILJ>^M
^
MIRAGE F
ADJUSTMENT OF RADIO-COMPASS LOOP ANTENNA ALIGNMENT
1 -PURPOSE
The purpose of the operation is to adjust the electrical zero of the loop antenna windings after
replacing the antenna.
- 1 1 5-200 V/400 Hz power supply.
- Bring the aircraft on the compass testing platform.

- Remove the loop antenna radome (see 03-5).
- Feed power to the aircraft.
- Start the navigation indicator.
- set the NI single pointer bearing selector switch to «ADF».
- Adjust the RSU audio potentiometer to medium position.
- On the radio-compass control unit, set the «GAIN» control to maximum value.
- Start the gyro center.
4- PROCEDURE
A Alignment of loop antenna
- Using the NI card, accurately aligh the aircraft lubber line with respect to the true bearing known
for the local station.
- Loosen the screws attaching the loop antenna and line up the mark on the loop antenna with that
on the floor.
- On the radio-compass control unit :
- select the frequency of the local beacon,
- set the function selector switch to «ADF»,
- check that the NI single pointer reads zero bearing,
- if required, readjust the loop antenna alignment,
- tighten antenna attaching screws and draw a line of red paint on the floor to mark the
antenna position.
B Regulation curve
Rotate the aircraft through 20° in the counterclockwise direction.

-
Record the difference between the bearing indicated by the NI single pointer and the true bearing
-
known for the station.
- Perform this operation over a complete revolution of the aircraft, proceeding by section of 20°.
- Draw the regulation curve along two perpendicular axes :
- horizontal axis : true bearing
- vertical axis : quadrantal error.
5- FINAL STEPS
- Switch off the systems used.

- Cut out power supply.
- Fit back the loop antenna radome.
- Set the selector switch of the RSU amplifier channels to the «1 » position.
AA
1F-F1K50AD-2-13
MAINTENANCE MANUAL
MANUAL 13
NWS-FLIGHT CONTROL
ELECTRONICS AND AP
MIRAGE F1AD
AIRCRAFT
RE-ISSUE 1 990
RESTRICTED
MAY 1990
MIRAGE F
BREGUET AVIATION
INDEX DES PAGES

ORIGINAL ISSUE
A AD 05/90 1-107 AA 12/82 1-153 AC 09/75

B AD 05/90 1-107M AC 10/74 1-154 AA 01/73
C/D AD 05/90 1-108 AE 02/77 1-155 AC 12/82
E/F AD 05/90 1-109 AE 02/81 1-156 AC 10/74
1-110 AA 11/73 1-157 AA 10/76
I/II AC 10/74 1-111 AA 08/84 1-158 AC 11/76
III AC 07/75 1-112 AA 09/76 1-159 AA 01/73
IV AC 11/75 1-113 AA 09/76 1-160 AA 11/73
V/VI AD 01/77 1-114 AA 05/74 1-161 AA 11/73
VII/VIII AJ 10/78 1-115 AA 08/84 1-162 AA 11/73
IX AC 06/74 1-116 AC 10/74 1-163 AA 12/74
X AC 06/74 1-117 AC 10/77 1-164 AA 11/73
XI AC 06/74 1-118 AA 01/75 1-165 AA 09/75
XII AC 06/74 1-119 AA 09/75 1-166 AA 11/73
XIII/XIV AC 06/74 1-120 AA 10/77 1-167 AA 11/73
XV AC 06/74 1-121 AC 10/74 1-201 AE 05/80
XVI AC 06/74 1-122 AC 10/74 1-202 AC 10/74
XVII AC 06/74 1-123 AA 05/74 1-203 AD 11/82
XVIII AC 06/74 1-124 AA 05/74 1-204 AC 09/75
XIX AC 06/74 1-125 AA 11/73 1-205 AE 01/81
XX AC 02/80 1-126 AA 09/76 1-205M AC 10/74
1-127 AC 09/75 1-206 AC 05/85
0- 1 AC 10/74 1-127H AA 05/74 1-207 AC 07/76
0-101 AA 01/73 1-127R AC 10/74 1-209 AB 06/78
0-102 AA 11/73 1-128 AC 11/75 1-211 AC 11/75
0-103 AC 10/74 1-129 AA 11/73 1-211M AC 05/85
0-104 AC 10/74 1-130 AC 10/74 1-211Q AA 11/75
0-105 AC 10/74 1-131 AC 09/76 1-211T AA 11/75
0-106 AA 11/83 1-132 AB 04/77 1-211W AA 11/75
0-107 AA 11/73 1-133 AA 05/74 1-212 AA 09/76
0-108 AD 04/77 1-134 AC 09/75 1-213 -AA 11/75
0-109 AC 05/85 1-135 AA 09/78 1-214 AA 09/76
0-110 AC 07/76 1-136 AC 02/79 1-215 AA 11/75
0-201 AA 05/74 1-137 AA 09/75 1-216 AC 11/75
1-138 AA 09/75 1-217 AC 11/75
1- 1 AA 05/74 1-139 AA 09/75 1-218 AA 11/73
1- 2 AA 11/73 1-140 AA 11/73 1-219 AA 11/75
1-001 AA 11/73 1-141 AC 05/75 1-220 AC 11/75
1-002 AC 09/80 1-142 AA 05/74 1-221 AA 11/73
1-003 AA 01/73 1-143 AA 11/75 1-222 AA 09/76
1-004 AA 11/73 1-144 AC 02/77 1-223 AC 09/76
1-005 AA 01/73 1-145 AA 11/73 1-224 AA 11/75
1-006 AA 11/73 1-146 AA 11/73 1-225 AC 09/76
1-101 AC 04/77 1-147 AA 01/84 1-226 AA 09/76
1-102 AA 11/73 1-148 AA 05/74 1-227 AB 11/75
1-103 AA 11/73 1-149 AA 11/76 1-228 AA 11/73
1-104 AA 11/73 1-150 AC 12/82 1-229 AA 09/76
1-105 AC 10/74 1-151 AC 01/77 1-230 AB 11/75
1-106 AC 10/74 1-152 AC 02/79 1-231 AA 11/75
F1AD
05/90 Restricted
MIRAGE F
BREGUET AVIATION
INDEX DES PAfiFS

LIST OF EFFECTIVE PAGES lettre A indiq ue les pages annulées par la présente mise a jour.
ORIGINAL ISSUE
1-232 AA 11/73 1-516 AC 09/80 2-101 AE 05/80

1-233 AA 11/75 1-517 AC 09/75 2-102 AC 10/74
1-234 AA 11/75 1-518 AC 10/74 2-103 AC 10/74
1-235 AA 11/73 1-519 AC 10/74 2-104 AC 01/81
1-236 AA 11/75 1-520 AC 12/74 2-105 AC 03/75
1-237 AA 11/75 1-521 AC 09/75 2-106 AB 12/82
1-238 AC 11/75 1-521M AB 09/75 2-107 AC 09/76
1-239 AC 11/75 1-522 AC 09/75 2-108 AC 03/77
1-240 AA 11/75 1-523 AC 09/75 2-109 AB 02/81
1-241 AA 05/80 1-524 AC 05/85 2-110 AB 01/81
1-242 AA 11/75 1-525 AC 09/75 2-111 AD 05/80
1-243 AC 09/76 1-525M AB 09/75 2-112 AG 04/77
1-244 AA 11/75 1-526 AC 09/75 2-113 AE 06/78
1-245 AA 12/79 1-527 AC 09/75 2-114 AA 05/80
1-246 AC 12/79 1-528 AC 05/85 2-115 AB 10/75
1-247 AA 11/75 1-529 AC 05/86 2-115F AA 03/75
1-248 AA 12/79 1-530 AE 12/81 2-115H AA 05/80
1-249 AA 11/75 1-531 AC 05/86 2-115M AA 03/75
1-250 AC 12/79 1-532 AE 05/85 2-115R AA 03/75
1-251 AA 11/75 1-533 AC 05/86 2-115T AA 05/80
1-252 AC 11/75 1-534 AD 01/81 2-115V AA 03/75
1-253 AA 11/75 1-535 AC 09/76 2-116 AC 10/74
1-254 AC 09/76 1-536 AC 09/76 2-117 AC 10/74
1-255 AA 06/85 1-537 AC 09/75 2-118 AD 12/82
1-256 AA 11/75 1-538 AC 10/74 2-119 AB 04/77
1-257 AC 11/75 1-539 AA 05/74 2-120 AB 04/77
1-258 AC 11/75 1-540 AC 05/85 2-121 AC 02/81
1-258M AB 11/75 1-541 AB 05/86 2-122 AC 09/75
1-259 AC 11/75 1-542 AB 05/86 2-123 AC 10/77
1-260 AA 11/75 1-543 AC 05/85 2-124 AA 04/77
1-261 AA 11/75 1-544 AC 05/86 2-125 AA 03/77
1-262 AA 11/75 1-545 AB 05/86 2-126 AC 03/75
1-501 AC 04/77 1-545H AC 05/86 2-127 AA 11/75
1-502 AC 10/74 1-545R AA 07/85 2-128 AD 04/77
1-503 AC 09/75 1-546 AC 05/85 2-129 AA 06/85
1-504 AD 09/75 1-547 AC 05/85 2-130 AB 04/77
1-505 AC 09/75 1-548 AC 02/87 2-131 AB 06/80
1-506 AE 01/81 1-548M AA 05/85 2-132 AE 04/77
1-507 AD 09/80 1-549 AC 05/85 2-133 AC 09/75
1-508 AB 12/81 1-550 AE 05/85 2-134 AE 11/78
1-509 AC 05/85 1-551 AC 02/87 2-135 AD 02/81
1-509M AB 05/85 1-552 AA 02/87 2-136 AE 01/81
1-510 AC 09/82 2-138 AB 04/77
1-511 AC 11/75 2- 1 AA 07/76 2-139 AB 09/78
1-512 AC 09/76 2- 2 AD 04/77 2-140 AB 09/78
1-513 AC 09/82 2-001 AF 04/77 2-141 AD 05/77
1-514 AC 11/75 2-002 AF 01/81 2-141M AA 05/77
1-515 AC 09/75 2-003 AD 04/77 2-142 AD 09/75
1-515M AC 12/74 2-004 AA 01/84 2-143 AF 02/81
F1AD
05/90 Restricted B
MIRAGE F
AVIONS MARCEL DASSAULI JL^ *^r>k
BREGUET AVIATION ^COi^\^^^>
^^^^^ Restricted MAINTENANCE MANUAL 13
INDEX DES PAGES

ORIGINAL ISSUE H
2-144 AH 12/79
2-145 AA 01/77
2-146 AB 04/77
2-147 AB 09/78
2-148 AB 06/78
2-148B AA 04/77
2-148C AA 06/84
2-148D AB 04/77
2-148F AA 09/75
2-148H AC 11/75
2-148M AC 01/77
2-148R AB 11/75
2-148T AA 03/75
2-149 AC 03/75
2-150 AF 12/81
2-151 AF 10/81
2-152 AA 05/74
2-153 AC 10/74
2-154 AC 04/77
2-155 AC 02/79
2-156 AC 02/79
2-156H AB 02/79
2-156R AB 02/81
2-157 AB 02/81
2-158 AA 05/74
2-159 AC 03/75
2-160 AA 10/81
2-161 AC 09/76
2-162 AA 10/77
2-162M AC 04/77
2-163 AC 09/75
2-164 AC 09/76
2-165 AC 05/80
2-166 AB 09/80
2-167 AC 10/74
2-168 AC 10/74
2-169 AC 12/74
2-201 AA 10/77
2-202 AC 10/77
2-203 AC 10/77
2-301 AA 05/74
2-501 AE 04/77
2-502 AB 09/76
2-503 AB 03/77
2-504 AB 09/76
2-505 AB 09/76
2-506 AC 04/77
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LIST OF A IRCRAFTMOD/FICA T/ONS WHICH HA VE RESUL TED
IN MANUAL UPDA TING
definition
Original issue of October 1977 including following modifications.
420 (FF7) - 454 (FF91) 459 (FF43) - 541 (FF1 15) - FX84 (FF1 14)
Change 2 of July 1980
Change 3 of January 1981
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«
NWS - FLIGHT CONTROL ELECTRONICS AND AP
TABLE OF CONTENTS
SECTION Page
INTRODUCTION iii
EXPLANATION AND USE OF MAINTENANCE MANUALS ix
REVISION OF MAINTENANCE MANUALS xix
1 FLIGHT CONTROL ELECTRONICS 1-1
2 AUTOPILOT 2-1
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INTRODUCTION
Servicing
- Trouble shooting
Removal-disassembly
-
- Reconditioning and storage
instructions, etc.
Thus :
It summarizes :
-
It defines :
The maintenance cycles and the various inspections recommended for the equipment.
-
The table of periodic maintenance operations which summarizes all the maintenance operations
-
AC
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It gives :
- parking-mooring,
- ground handling,
- tyres,
-pre-flight and post-flight inspections,
-preparation for mission,
-engine starting,
- run-up.
AC
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MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Pilot
environment
Genera' General General General General General General General General

and safety and safety and safety and safety and safety and safety and safety and safety and safety
Maintenance
cycle
Table of
Parking Lateral Accessory Cockpit
1 periodic Wings Mam L/G power power
Mooring controls dnve furnishings
operations
points Lighting
2 torques section
I nspection handling and
(up to
doors external
frame 22)

and Failure
Support Draining (from controls ventilation Oxygen
systems
List of various Engine

Pilot
Draining
Pre-flight
Removable Engine
post-flight controls tires check and
components
inspections control

Transporta¬
6 tion
for controls
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Run-up
8 and steering
Check flights
controls
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MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
SUB NWS -radio NWS
and NWS NWS
NWS flight control NWS Data
and AP
systems
General General General General General General General General

Use of Index of
Pitot Armament Gun
Rocket
26 V - 400 Hi UHF Air data Wiring Fatigue
system

3 Gyro system
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Radar
Electronic
7 counter-
altimeter
measures
Reconnais¬
8 Radio
sance
compass
system
Towing
system
9
practice
targets
AJ
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A- A title page identifying the publication.


No
0 - General
3 - Removal- Installât ion
6 - Cleaning-Corrosion preventivetreatment-
Painting
8 - Repair
NOTE:
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aircraft system.
from 0 to X.
an aircraft system.
from 0 to X.

(1) A table of components, lists all the units, accessories and equipment items of the system concerned,
:
components.
AC
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the operation.

B Fuselage doors
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C Wing doors

the trailing edge.
example : door located between ribs 1 and 2 on the upper surface within the centre wing box :
V138.

- wiring diagrams.
the main operating phases..
indicator lights.
connections are not shown u.?'ess an aircraft boundary is concerned.
made.
charts :
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* Single-pole
a control switch Single-pole
42R contactor
sis
L
Fuse-breaker
1-wire lead
Coaxial connector
Terminal lug Box * Double-pole

l Sub-assembly . terminals control switch
Three-pole
2- wire lead
!
i
I
i
Connector
lb- circuit-breaker
Double-pole
X
contactor
'231 Single pole
3-wire lead
on equipment
Spring-loaded,
both directions
42Z Single-pole
X
Â" pushbutton
Double-pole
Independent n-wire lead
connector
control switch
B
o
Single pole ) Spring-loaded,
<f> Bus bars
Crossing without control switch / one direction
Double-pole
connection
pushbutton
-(x) Light or lamp
Crossing with
Magnetically-held
connection
pushbutton
Relay
Coaxial connector
-e- Press-to-test
light
Single-pole
double-throw
Antenna switch
Double-pole
Diode "II-- DC ground
double-throw
switch
Time delay
relay
e
Pushbutton
light
Zener diode
Double-pole
triple-throw
Flashing
relay
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ELECTRICAL GRAPHIC SYMBOLS;

2 Chassis ground
NPN
cj Computing power ground transistor
P4
Terminal 6 of
test connector P4
Differential TDR PNP
o synchro transistor
COX
o transmitter
o n-position
o
selector switch
o
o RV4 Thyristor
o
TR
Resolver
RS
ni Triac
Hi Relay LV
-Ô- H§>~- y^-_ Linvar
Magnetron
-4 Cam-actuator
contact
Thermostat
-L
i\- Capacitor
Potentiometer Thyratron
Fuse
-Ï ^ Thermistor
Initiator
Comparator
-*»-_/ m j Motor
Inductor
Amplifier
-tW-4 G ) Generator Transformer
Failure Electronic
detector unit
( MG ) Motor-generator -K7l Single TR
GT
generator
AC
06-74 Restricted xv
BREGUET AVIATION
Restricted

______________j_______ _____ _________ ____________
-0 or Cam
©
\\
Mechanical clutch
_> _ Mechanical differential
ta Self-sealing coupling Manually-operated cock

(thermistor)
(58 Pressure reducing valve -¤£ Electrically-operated cock.

relief valve O Float switch
Non-return flapper Pressure switch

Lt_51
EP = Electro-pump
Fuel stop valve
B P = Pump
p © Stop air valve
_j _. Filler plug Pressure transmitter

system
System No. 2
.Hydraulic Ancillary systems Systems other than
hydraulic systems
* u m * Emergency system I
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Restricted
SYMBOL DESCRIPTION

dimension
of the rectangle is nota requirement.
&
AND
the input states are l's.
>1 OR
one or more input states are l's.
1
NOT
_-
the output state is 1 If, and only if,
the input state is 0.
&
NAND (NOT-AND)
D-
îsl NOR (OR-NOT)

D-
one or more input states are l's.
LOGIC EQUATIONS
Sign x : AND operation
Example : S = (A + B + C) (D + E)
or S = B and D or E
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-the Manual number in the top R/H corner.
the date of issue of the page in the bottom L/H corner.
-
the page number in the bottom R/H corner.
-
if applicable, the technical definition of the page just on top of the date of issue. This shows the
-


a first digit shows the Sub-Section number (0 to 8).
7- CROSS-REFERENCES


units.
dimensions, etc.).
AC
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Restricted

B - Actual revision which permanently incorporates information in the publications. Such information
pages).
A Procedure

B Page numbering
Second case Insertion of one or more new pages between two existing pages.
of letters 1, 0 and Z.
3rd insertion
Successive
2nd insertion
insertions
1 st insertion
ABCDE FGH KLMNPQRS UVWXY

_.
I 2 pages
»
Simultaneous
insertions
3 pages
AC XIX
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Example :


AV («avant») = Front Lgt(«longeronnet»)- False spar
C («cadre») = F.rame M («médiane») = Middle
AC
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SECTION 0
TABLE OF CONTENTS
Page
-Brief description of aircraft control systems 0-101

-Symbols 0-108
Integrated test of flight control electronics and autopilot 0-109
Special operations to be performed after installation of flight control
electronics and autopilot equipment items 0-110
0-2 SAFETY MEASURES
- Safety measures to be taken for personnel protection See 01-0

- Instructions applicable to all works performed on aircraft systems See 01-0
- General instructions for starting aircraft systems and various installations See 01-0
- Instructions for use of ground support equipment See 01-0
- Safety measures to be taken during operations performed on flight
control electronics and autopilot installations 0-201
LIST OF FIGURES
Figure No. Page
1 FLIGHT CONTROLS 0-102

2 PITCH CONTROL SYSTEM 0-103
3 ROLL CONTROL SYSTEM 0-104
4 RUDDER CONTROL SYSTEM 0-105
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BRIEF DESCRIPTION OF AIRCRAFT CONTROL SYSTEMS
1- FLIGHT CONTROL (Figure 1)
The following control surfaces are used to control the aircraft in flight about its three axes :
PITCH : Movable tail (2 independent stabilators)
- ROLL : Ailerons and spoilers (2 ailerons and 2 spoilers)
- YAW : Rudder.
Such control surfaces are actuated by dual-barrel (tandem arrangement) hydraulic power
servo-controls.
The forces required to deflect the control surfaces are provided by the servo-controls.
Aircraft control is achieved in the cockpit through the following :

- Control stick, for PITCH and ROLL control.
- Rudder pedals, for YAW control.
2- PITCH CONTROL SYSTEM (Figure 2)
The STABILATORS, which are used to control the aircraft in PITCH, are controlled :
- either from the control stick ; in that case, the manual pilot's command is transmitted
mechanically to the power servo-controls through a linkage and an auxiliary servo-control. The auxiliary
servo-control is intended to eliminate linkage frictions and inertia stresses applied to control stick.
- or from electrical commands fed by the autopilot (AP) ; in that case, the autopilot command is
substituted for the manual pilot's command and drives the pitch auxiliary servo-control through its
electrical barrel.
3- ROLL CONTROL SYSTEM (Figure 3)
The AILERONS and SPOILERS, which are used to control the aircraft in ROLL, are controlled :
- either from the control stick ; in that case, the manual pilot's command is transmitted
mechanically to the power servo-controls through a linkage and an auxiliary servo-control. The auxiliary
servo-control is intended to eliminate linkage frictions and inertia stresses applied to control stick. It is
provided with an electrical barrel.
- or from electrical commands fed by the autopilot (AP) ; in that case the autopilot command is
substituted for the manual pilots command and drives the roll auxiliary servo-control through its
electrical barrel.
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Pitch \Stabilator Rudder ]ysw
FIGURE 1 - FLIGHT CONTROLS

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Control stick i
(+ pitch trim
control switch)
AUX
saf. syst.
SfflElectr.W
\'l mode \l
Vf o-tdBarrën
^r-8 flf/ .U Servo-controls
Barrel 2 *~o
Electr.
r~\
M
Electr.
mode mode
fê
L/H stabilator R/H stabilator
FIGURE 2 - PITCH CONTROL SYSTEM

AC
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Control stick
(+ roll trim control switch)
AFU
AUX.
saf. syst.
Sliding rod Sliding rod
Spring box Spring box
Trim Trim
actuator actuator
L/H Aileron R/H Aileron
FIGURE 3 - ROLL CONTROL SYSTEM

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(If flaps out)
FIGURE 4 - RUDDER CONTROL SYSTEM

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4- RUDDER CONTROL SYSTEM (Figure 4)
The rudder is controlled :

- either by the rudder pedals, the pilot's command being transmitted mechanically to the power
servo-control through cables and a linkage,
-or by electrical commands from the autopilot (AP), the autopilot command driving the rudder
servo-control. The autopilot rudder channel only correlates rolling and yawing movements and operates
in «Flaps out» configuration only.
5- AIRCRAFT MOVEMENT DAMPING SYSTEMS
Damping of incipient aircraft movements about the three axes (Pitch, Roil and Yaw) is required
to ensure dynamic stability of the aircraft. Damping is achieved through control surface deflection
which should take place without pilot's action and should not be felt on the control stick. This is the
design requirement for damping systems that generate damping signals fed to associated control surface
servo-controls.
Pitch and Roll damping is achieved by the stabilators.
Yam damping is achieved by the rudder.
6- ANTI-SLIP SYSTEM
An anti-slip system, acting on the rudder through the power servo-control, is used to eliminate
any side slip when the rudder control system is not being actuated by the pilot.
7- TRIM SYSTEMS
A trim system is provided on each flight control system.
Trim systems consist of trim actuators for shifting the flight control system neutral setting in
flight.
They are controlled :

- either manually (by the pilot)
-or automatically :
- in pitch and roll, when the autopilot is engaged
- in yaw, when the anti-slip function is engaged.
8- «ARTHUR» DEVICE
The efficiency of control surfaces varies in accordance with Mach number and altitude. These
variations are compensated by a hydraulic jack (referred to as the Arthur variable bellcrank) located
between the control stick and the pitch artificial feel unit (AFU).
The jack extension is slaved to Mach number and altitude parameters, so as to maintain a constant
etficiency of the PITCH control system in all flight conditions for a given pilot input. This is achieved
by varying the reduction ratio between the control stick and the AFU.
NOTE : The operation of the Arthur bellcrank and the law governing its displacement are treated in
Manual 04.
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9- CONTROL MODES
The following control modes are available :
A Electrical manual control
This mode provides for aircraft movement damping.
The STABILATOR and RUDDER servo-controls are fed electrically with pilot's commands and
damping signals.
A rate-gyro detection system is used for generating the damping signals.

Mechanical pilot's commands are converted into electrical commands through releasable
bellcranks, so as to be superposed to electrical damping signals.
Such releasable bellcranks, which are located upstream of each servo-control, are intended to
disconnect the servo-control from pilot's linkage. A potentiometer-type pickoff installed on the
bellcrank is used to deliver an electrical information varying in accordance with pilot's command and
servo-control position.
B Automatic control
PITCH and ROLL pilot's commands are replaced by electrical autopilot commands fed to the
auxiliary servo-controls. Same operation takes place as in electrical manual control mode.
As regards RUDDER control, the autopilot acts in «Flaps out» configuration only to correlate
ROLLING and YAWING movements. The AP RUDDER command is fed to the RUDDER
servo-control.
The trim systems act automatically :

in PITCH and ROLL, as soon as the autopilot is connected.
- in YAW, as soon as the ANTI-SLIP function is engaged.
The loads applied to flight controls by the autopilot or ANTI-SLIP function are cancelled through
automatic trim control, which allows jerky movement to be avoided upon disconnection of such
functions.
C Mechanical control
The flight control surface servo-controls are operated mechanically from the control stick (PICTH
and ROLL control) and from the rudder pedals (YAW control). The releasable bellcranks are locked so
as to provide for mechanical transmission of pilot's commands.
This control mode is only used in the case of electrical control system failure.
NOTE :
(1 ) Mechanical operation of flight controls is dealt with in manual 04.
(2) Hydraulic supply of servo-controls is dealt with in manual 07-1.
(3) Shock-cone electronic servo-system is dealt with in manual 06-3.
(4) The f(Mach) function controlling the slats is supplied by the electronic system. Slat
operation is dealt with in manual 04-4.
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SYMBOLS
ALT Altitude
AMD1 Upstream safety system triggered by flying aids amplifier
AMD 2 Downstream safety system triggered by flying aids amplifier
APD Autopilot disconnected
APP Autopilot pitch channel
APR Autopilot roll channel
AUX Auxiliary servo control (s)
BCCD Beacon confusion cone detection
Bl Beam intercept
BT Beam tracking
EGMH Emergency gyromagnetic heading
GMH Gyromagnetic heading
GSI Glide slope intercept
H Pressure altitude
h Height of the aircraft over the overflown ground surface
(radio altimeter reading)
LTMi Long travel microswitch
M Mach number
MH Magnetic heading
NCI Navigation course intercept
NCT Navigation course tracking
P Pitch
P Angular rate of roll
PAS Pitch auxiliary servo control
PBT Pitch bip trim
Pc Rectangular coordinate of a navigation target with respect to the
aircraft (geographic North reference)
PDAMP Pitch damper
Ps Static pressure
q Angular rate of pitch
Qc Rectangular coordinate of a navigation target with respect to the
aircraft (geographic East reference)
Roll
Angular rate of yaw
RAS Roll auxiliary servo control
RDAMP Roll clamper
REF Reference
RUD Rudder
SA Servo amplifier (amplifying commands fed to servo controls)
STAB Stabilator
ST Mi Short travel microswitch
TH True heading
U/CDN Undercarriage down
Y Yaw
Y DAMP Yaw damper
A HDG Actual heading deviation
A HDG AP : Heading deviation between aircraft heading and selected AP heading
AHDGN : Heading deviation between aircraft heading and selected navigation course
A HDG R : Heading deviation between aircraft heading and selected radio course
A NAV : Navigation course deviation
A VOR : VOR course deviation
Error in position of pilot's linkage power servo control
et : 6 p + damping signals
0NAV Aircraft-to-navigation target bearing
a VOR Aircraft -to- VOR beacon bearing
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-
INTEGRATED TEST OF FLIGHT CONTROL ELECTRONICS AND AUTOPILOT
1- SCOPE
This operation is intended to check flight control and autopilot safety systems for correct ope¬
ration after each maintenance step, check or adjustment performed on flight controls and autopilot.

THE AIRCRAFT SHOULD STAND ON ITS WHEELS with slats and flaps retracted and flight
control system access doors closed.
- Supply the aircraft with electrical power.
- Supply the aircraft with hydraulic power (systems 1 and 2).
CAUTION :
TAKE ALL SAFETY MEASURES APPLICABLE TO SYSTEM CONCERNED (see 01-0).
Check hydraulic fluid for condition (bleed, if required - see manual 04).
In cockpit :
- switch on the gyro center
- check that the flag has disappeared from the spherical indicator
- check controls for hydraulic operation (control stick and rudder pedals)
-set the «PITCH» stabilator switch in upper position and the «YAW/ANTI-SLIP» switch to
«ANTI-SLIP»
- set the «NIGHT/DAY» lighting switch to «DAY».
4- INTEGRATED TEST
CAUTION :
DO NOT PERFORM ANY OTHER OPERATION DURING INTEGRATED TEST.
Set the test display unit switch to «ON» :

the automatic integrated test sequence takes place
- the sequence stops at test 35.
Connect the autopilot and engage the altitude hold function ; the test sequence continues up to
the end.
The test display unit digital indicator displays «88».
5- FINAL STEPS
Switch off the gyro center.

Stop electrical and hydraulic power supplies.
AC
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Restrlcted MANUAL 13
SPECIAL OPERATIONS TO BE PERFORMED AFTER INSTALLATION

OF FLIGHT CONTROL ELECTRONICS AND AUTOPILOT EQUIPMENT ITEMS
1- SCOPE
This sheet describes the special operations to be performed after reinstallation or replacement of
an equipment item ; it only deals with the equipment items the removal/installation procedure of which
is not described in the present manual. General applicable operations are described in manual 01-0
(Instructions applicable to all works performed on aircraft systems).
2- EQUIPMENT ITEMS CONCERNED
A - All equipment items replaced without failure
Once installation and various applicable checks are performed, close access doors and perform
flight control electronics integrated test (see 13-0).
B All equipment items replaced for failure
Perform the operations described in ALL sheets of flight control electronics overall check which
require replacement (See 13-1).
C - Auxiliary servo-control position pickoff or pickoff link-rod
(1 ) Do not connect the pickoff link-rod before performing the following operations :
pitch channel pickoff : check of pickoff stop clearances (see 13-1 )
-
- roll channel pickoff : linkage pinning (upstream of auxiliary servo-control), follow the pickoff
adjustment procedure (see 13-1 )
- link-rod : proceed as for pickoff installation.
(2) Once above-mentioned operations are performed :

proceed with position pickoff adjustment (see 13-1 ).

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SAFETY MEASURES TO BE TAKEN DURING OPERATIONS PERFORMED ON

FLIGHT CONTROLS ELECTRONICS AND AUTOPILOT INSTALLATIONS
1- SCOPE
This sheet is intended to allow the personnel to become acquainted with the particular safety
measures applicable to flight control electronics and autopilot installations.
CAUTION :
REFER TO MANUAL 01-0 FOR GENERAL SAFETY MEASURES TO BE TAKEN.
2- INSTRUCTIONS APPLICABLE TO EQUIPMENT PROTECTION
A Position pickoffs
- Never test apickoff with an ohmmeter.

- Donot alter the pickoff lever length or the lever adjustment with respect to the shaft.
- Avoid excessive forces from being applied to pickoff stops.
- In the case where a pickoff link-rod is to be disconnected, it is preferable to remove it completely
as any inadvertent linkage movement may cause the latter to be brought into contact with the
structure, which may result in damages to the link-rod (the operator being not aware of such damages).
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F
. -
SECTION 1
FLIGHT CONTROL ELECTRONICS
TABLE OF CONTENTS
Page
1-0 GENERAL
- Flight control electronics - Principle 1-001

- Stabilator channel 1-110
- Rudder channel 1-123
- Automatic control 1-132
- ARTHUR variable bellcrank servo-system 1-140
Mach and altitude repetition 1-142
- Power supplies and safety systems 1-144
- Resetting 1-149
- Integrated test 1-150
- Integrated test system particulars 1-167
1-2 TROUBLESHOOTING
- Trouble shooting of flight control electronics 1-201
1-5 INSPECTION - CHECKS - ADJUSTMENTS
Overall check of flight control electronics 1-501

Check of auxiliary servo-control position pickoff stop clearances 1-538
Adjustment and check of roll auxiliary servo-control position pickoff 1-540
Adjustment and check of pitch auxiliary servo-control position pickoff 1-543
Adjustment and check of stabilator releasable bellcrank position pickoff 1-546
Adjustment and check of rudder releasable bellcrank position pickoff 1-549
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^ ^^ Restricted MANUAL 13
LIST OF FIGURES
Figure No. Page
1 ELECTRICAL CONTROL SCHEMATIC 1-003

2 SAFETY SYSTEM SCHEMATIC 1-004
3 DAMPING CHANNEL SAFETY SYSTEM SCHEMATIC 1-005
6 STABILATOR SERVO-CONTROL SERVO-SYSTEM 1-111
7 PITCH DAMPER 1-113
8 ROLL DAMPER 1-115
9 STABILATOR SAFETY SYSTEMS 1-117
10 TRAVEL MICROSWITCHES 1-120
11 MICROSWITCH ELECTRICAL CONNECTIONS 1-120
12 RUDDER SERVO-CONTROL SERVO-SYSTEM 1-124
13 YAW DAMPER 1-126
13M ANTI-SLIP AND RUDDER AUTOMATIC TRIM SYSTEMS 1-127H
14 RUDDER SAFETY SYSTEMS 1-128
15 AUXILIARY SERVO-CONTROL SERVO-SYSTEM SCHEMATIC 1-133
16 AUXILIARY SERVO-CONTROL SERVO-SYSTEM 1-134
17 AUXILIARY SERVO-CONTROL SAFETY SYSTEMS 1-136
18 PITCH AND ROLL AUTOMATIC TRIM SYSTEMS 1-138
19 «ARTHUR» VARIABLE BELLCRANK SERVO-SYSTEM 1-141
20 MACH AND ALTITUDE REPETITION 1-143
21 GENERAL POWER SUPPLY 1-145
22 POWER SUPPLY SAFETY SYSTEMS AND RESETTING 1-148
23 INTEGRATED TEST SCHEMATIC 1-151
24 INTEGRATED TEST -TABLE 1 1-152
25 INTEGRATED TEST -TABLE 2 1-153
26 MULTIPLEXER SCHEMATIC 1-154
27 SUMMARY TABLE OF VARIOUS AIRCRAFT CONTROL MODES 1-166
AA
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F
,
FLIGHT CONTROL ELECTRONICS - PRINCIPLE
1- GENERAL
The electronic system associated with MIRAGE F1 aircraft flight controls performs the following
functions :
-Electrical control of STABILATOR and RUDDER servo-controls, required for damping
functions
- Damping of aircraft movements about the three axes (PITCH, ROLL and YAW axes) through
action on STABILATORS and RUDDER.
- Elimination of side slipping through an ANTI-SLIP system acting on the RUDDER.
- Slaving of PITCH and ROLL auxiliary servo-controls to autopilot commands.
Safety circuits are associated with above-mentioned systems.
An integrated test system is provided to allow the various safety circuits to be automatically tested
from the cockpit or from the ground.
The electronic system also performs the following functions :

- Slaving of ARTHUR variable bellcrank to MACH and ALTITUDE flight parameters.
- Slaving of shock-cones to MACH flight parameter.
NOTE : (1) Shock-cone slaving is dealt with in manual 06-3.

(2) The electronic system supplies the f(MACH) information controlling the slats (See
manual 04-4).
2- ELECTRICAL CONTROL OF POWER SERVO-CONTROLS (Figure 1)
The «electrical» control is intended to allow the following two functions to be performed
simultaneously through action on control surfaces :
- Control of aircraft attitudes (pilot's commands)
- Damping of aircraft movements caused by aerodynamic disturbances.
Such a control mode is selected by engaging the dampers in the cockpit (selection to be enabled by
several safety systems), which causes the following to take place :
- Energization of electrically-operated selector valves of servo-controls concerned, so that such
servo-controls can be controlled electrically through their torque motor.
- Energization of electrically-operated selector valves of releasable bellcranks, so that the pilot's
linkage becomes disconnected from servo-control linkage (See above).
The electrical command applied to the torque motor of a servo-control results from the
summation of pilot's command and damping signal.
The damping signal is an electrical signal generated by a damping circuit from the information fed
by a rate gyro detecting the angular rate of aircraft movement.
The pilot's command is a mechanical command resulting in movements of control stick or rudder
pedal linkage.
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MIRAGE F
These two signals should be of the same nature to be superposed. The pilot's command should be
then converted into an electrical signal. This function is performed by the releasable bellcrank and its
potentiometer-type pickoff. The energization of the releasable bellcrank electrically-operated selector
valve causes the pilot's linkage to be disconnected from the servo-control. The releasable bellcrank
potentiometer-type pickoff has its body driven by the pilot's linkage while its wiper is driven by the
servo -control.
Supplied with + 15 V and 15 V voltages, the pickoff then delivers a positive or negative DC
voltage depending on the direction of displacement of pilot's control. The absolute value of such a
voltage, which is referred to as the position error ( e p), depends on the difference existing at any time
between the position of the servo-control and that of the pilot's linkage.
The position error (e p) and the damping signal are added at the input of a servo amplifier. The
resulting voltage (total error et) is amplified to feed the servo-control torque motor with a current
causing the servo-control to operate so as to cancel total error et.
3- DAMPING
Dynamic stability of aircraft within the various flight envelopes is obtained through damping
systems acting on control surfaces through servo-controls.
The damping function is achieved as follows about the three axes :

-PITCH and ROLL damping, through action on STABILATORS (simultaneous action of same
amplitude and in same direction on both stabilators for PITCH damping ; combined action of same
amplitude and in opposite directions on both stabilators for ROLL damping) ;
- YAW damping, through action on rudder.
Electrical control of power servo-controls is required for damping. The operation of the electrical
mode is described in the preceding paragraph.
4- ANTI-SLIP
The ANTI-SLIP system, acting on the rudder through the power servo-control, is used to eliminate
any side slip when the RUDDER control system is not being actuated by the pilot.
The rudder control system neutral setting point is shifted by the RUDDER trim system (con¬
trolled by the anti-slip signal) when rudder deflection exceeds ± 1°, in order to avoid any excessive
jerky movement upon ANTI-SLIP function disengagement.
5- AUTOMATIC CONTROL
In automatic control mode, manual commands are replaced by electrical commands fed by
autopilot 39C. Such electrical commands are applied to PITCH and ROLL auxiliary servo-controls 77C
and 79C, as well as to RUDDER servo-control 59C.
The autopilot system is provided with two main channels :

- a PITCH channel, for PITCH attitude hold function or altitude acquisition and hold function ;
-a ROLL channel, for one of the following functions, as applicable : ROLL attitude hold
function, actual heading hold function, selected heading interception and hold function, radio-course
interception and tracking function, or navigation course interception and tracking function.
A complementary circuit is provided in YAW to correlate ROLLING and YAWING movements (in
«Flaps out» configuration only).
AC
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MIRAGE F
MANUAL 13
Control stick (or rudder pedals)
Releasable bellcrank
selector valve
(electrically-operated)
FIGURE 1 - ELECTRICAL CONTROL SCHEMATIC

AA
01-73 Restricted 1-003 FIGURE 1
1-002
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MIRAGE F
The flight control electronic system :

provides for slaving of auxiliary and rudder servo-controls to autopilot commands
- includes a safety system preventing autopilot connection or causing autopilot disconnection in
the case where all conditions are not fulfilled.
- provides for automatic PITCH and ROLL trim system control, allowing flight control system
forces to be cancelled in order to prevent any jerky movement upon autopilot disconnection.
6- «ARTHUR» device
The efficiency of control surfaces varies in accordance with Mach number (M) and altitude (H).
Such a variation is compensated through the insertion of a hydraulic jack (referred to as the ARTHUR
variable bellcrank) between the control stick and the pitch artificial feel unit (AFU).
The jack extension is varied in accordance with Mach number (M) and altitude (H) parameters
through the flight control electronics, which allows a constant efficiency of the PITCH control system
to be maintained in all flight conditions, with a given force applied, by varying the reduction ratio
between the control stick and the AFU.
7- SAFETY SYSTEMS
A General principle (Figure 2)
Flight safety being closely connected with correct operation of flight controls, the control surface
servo-controls are controlled electrically through sequential redundancy systems.
Each servo-control is provided with two identical control channels, but only one channel is
operating while the other is kept in standby condition. Any failure of operating control channel is
detected by a failure detection system (safety logic) which then automatically brings the second control
channel into operation.
CHANNkL2
generation -©
i
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Failure Safety
information ~
logic _> -_g
i
Command signal i
generation ° '-.
CHANNEL 1
y >
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Banel 1 Barrel 2
m= 0_- ^_^r^^*
Servo-contnol Control surface
AA FIGURE 2 - SAFETY SYSTEM SCHEMA TIC
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MIRAGE F
Each servo-control is provided with two hydraulic barrels operating simultaneously.
Each barrel is supplied from a separate hydraulic system. In the case where one of these two
hydraulic systems happens to fail, the servo-control continues to operate on one barrel only (power
reduced by half).
The control surface servo-controls which can be electrically controlled are the following :
Both stabilator servo-controls, each of these servo-controls being provided with two
electro-hydraulic barrels.
Rudder servo-control, which is provided with an electro-hydraulic barrel (including a torque
motor with two separate windings) and a pure hydraulic barrel.
B Safety principle common to three damping channels (Figure 3).
System 1 Half sum System 2
-e> Damping signal
* _^. To safety systems
2B
Rl = R2 = R3 = R4
FIGURE 3 DAMPING CHANNEL SAFETY SYSTEM SCHEMA TIC
A summation point (half sum) divides the channel into two different safety systems. System 1,
which is located upstream of the summation point, consists of two identical and simultaneously
operating circuits (1 A and 1B).
Any failure in one of the above circuits does not cause the damping function to be suppressed. If,
for instance, circuit 1A is failed, the circuits located downstream of the summation point (system 2)
each utilizes one half of the signal delivered by circuit 1B. Damping efficiency is, in that case, reduced
by half.
System 2 consists of two identical circuits (2A and 2B) which should deliver two similar
information signals.
Circuit 2A is the active circuit and its output signal is the damping signal.
AA
AVIONS MARCEL OAS$MUjL^>Z^'y^ MIRAGE F
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Circuit 2B is the monitoring circuit.
A comparator is fed with the output signals of circuits 2A and 2B (both circuits monitor each
other through the comparator). When output information signals are not compatible beyond a given
voltage and duration threshold, the comparator output voltage acts on safety circuits which cause
servo-control mechanical operation to be resumed and, therefore, the damping function to be
suppressed.
C Safety logic
A control channel is monitored by a safety system regrouping the information relative to channel
condition in logic circuits.
Any failure is translated into logic information which is applied to a memory which then transmits
it to safety logic circuits.
These circuits de-activate the failed channel and activate the standby channel.
D Resetting
When a channel has been de-activated by safety circuits, it is possible for the pilot to reset the
memories concerned by depressing the «SERVO» button located in the cockpit.
This action allows the channel concerned to be reactivated in the case where the failure detected by
the safety circuits is not a permanent failure.
8- PERIPHERAL SYSTEMS
The systems supplying the information signals required for flight control electronics operation are
as follows :
- Position pickoff, detecting the movements of the various control components.
- Rate gyros, detecting aircraft movements.
- Air data computer, supplying two information signals (Mach number (M) and altitude (H)
parameters) which are used to :
- adapt the gains of various channels to flight envelope.
- determine maximum travels permitted for releasable bellcranks.
slave ARTHUR variable bellcrank to M and H parameters.
- slave shock-cones to M parameter (See 06-3).
- control slats in accordance with M parameter (See 04-4).
9- INTEGRATED TEST
An integrated test system is provided to allow the various safety systems associated with the
following functions to be automatically checked for operation from the cockpit :
- Aircraft control function
- Damping function
- Anti-slip function.
AA
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TABLE OF COMPONENTS
Layout - See Figures 4 and 5
Location Doc.
Access Door No. S I
1 LH U/C SHOCK ABSORBER MICROSWITCH

(See 05-1 index No. 26)
It suppresses the anti-skid function when the aircraft is

on the ground.
39C AUTOPILOT
See 13-2
It is used to hold a given flight path or an aircraft attitude

selected by the pilot.
The various modes permit :

- pitch attitude hold
- heading or roll attitude hold
- altitude hold (this function is muzzled in transonic flight)
- glide slope beam intercept and tracking
- radio beam intercept and tracking
- navigation course intercept and tracking
The autopilot commands are substituted for the pilot's

commands and are applied to the auxiliary servo controls
(roll and pitch).
40C FLYING AIDS CHANNEL 1 FUSE Electro X

center
It protects the emergency AC system of flying aids
amplifier 48C (channel 1 ).
41 C FLYING AIDS CHANNEL 2 FUSE Electro X

center
It protects the emergency AC system of flying aids
amplifier 48C (channel 2).
42C FLYING AIDS CHANNEL 1 FUSE BREAKER, Electro X

DC SYSTEM 1 center
It protects the DC system 1 of flying aids amplifier 48C.
43C FLYING AIDS CHANNEL 2 FUSE BREAKER, Electro X

DC SYSTEM 1 center
It protects the DC system 1 of flying aids amplifier 48C.
AC
AVIONS MARCEL DASSAULT /
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^'/^M.
' x-
MIRAGE F
Location Doc.
ITEM NAME CHARACTERISTICS AND FUNCTIONS Access door No. S
48C FLYING AID AMPLIFIER Equipment X

bay (13-00)
It includes : Common
-STABILATOR and RUDDER servo-control servo-system
circuits rack
- PITCH, ROLL and YAW damping circuits
- Safety circuits associated with STABILATOR and
RUDDER control systems
-ANTI-SLIP circuits
Auxiliary servo-control servo-system circuits
- Safety circuits associated with auxiliary servo-controls
- PITCH and ROLL automatic trim safety system and servo
system circuits
- ARTHUR variable bellcrank and shock-cone (See
manual 06-3) servo-system circuits
- REPETITION system for M and H parameters fed by air
data computer 17F.
- Miscellaneous power supplies required for system operation
- Integrated test circuits.
The front face is provided with the following' :

- Fuses :
F1-F2-F3 (Emergency *v system - channel 1)
F4-F5-F6 (Emergency *- system - channel 2)
F7-F14 (R1 = system - channel 1)
F8-F13 (R2 = system - channel 2)
F9 (- 15 V power supply 2)
F 10 (+ 15 V power supply 2)
F11 ( 15 V power supply 1)
F12 (+ 15 V power supply 1)
- Test connectors
S34
S35
S36 (Power supplies).
49C RATE GYRO TRANSFORMER BOX 20-00
It contains transformers supplying :

- power supply voltages intended for rate gyro rotors
(400 Hz three-phase power)
excitation voltages intended for rate gyros
(400 Hz single-phase power)
AA
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X
Y.-. > MIRAGE F
Location Doc.
ITEM NAME CHARACTERISTICS AND FUNCTIONS Access door No. S 1
50C RATE GYRO BOX 20-00 X
It contains :
- three rate gyros (PITCH, YAW and ROLL rate gyros)
- an anti-slip accelerometer
- a support plate
Each rate gyro is provided with :

- arotor with associated speed detection system
- two detectors
- a precession circuit.
The support plate bears :

- rate gyro signal gradient and phase correction
circuits and safety circuits monitoring the speed
of the three rate gyros.
- accelerometer signal filter-preamplifier and
balancing circuit
54C SERVO RESET BUTTON Cockpit X

(L/H panel)
See 04-2.
55C PITCH DAMPER SWITCH Cockpit X

(L/H panel)
See 04-2.
56C YAW DAMPER/ANTI-SLIP SWITCH Cockpit X

(L/H panel)
See 04-3.
57C «ARTHUR» SELECTOR SWITCH Cockpit X

(L/H panel)
See 04-2.
59C RUDDER SERVO-CONTROL
See 04-3.
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MIRAGE F
Location Doc.
ITEM NAME CHARACTERISTICS AND FUNCTIONS Access door No. S I
61C RUDDER RELEASABLE BELLCRANK SELECTOR

VALVE (ELECTRICALLY-OPERATED)
See 04-3.
62C RUDDER RELEASABLE BELLCRANK
See 04-3.
65C L/H PITCH SERVO-CONTROL
See 04-2.
66C R/H PITCH SERVO-CONTROL
See 04-2
69C PITCH RELEASABLE BELLCRANK SELECTOR

VALVE (ELECTRICALLY-OPERATED)
See 04-2.
70C R/H PITCH RELEASABLE BELLCRANK
See 04-2.
71C L/H PITCH RELEASABLE BELLCRANK
See 04-2.
74C «ARTHUR» SERVO-VALVE
See 04-2.
75C «ARTHUR» VARIABLE BELLCRANK
See 04-2.
76C PITCH ARTIFICIAL FEEL UNIT
See 04-2.
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MIRAGE F
Location Doc.
77C PITCH AUXILIARY SERVO-CONTROL
See 04-2
78C TRIPLE POSITION PICKOFF (Pitch auxiliary servo- 14-04i X

control (See 04-2).
- The first pickoff is used to slave the pitch auxiliary

servo-control to autopilot commands.
- The second pickoff performs a monitoring function
with respect to the first pickoff by acting on the
auxiliary servo-control safety systems.
79C ROLL AUXILIARY SERVO-CONTROL
See 04-1.
80C TRIPLE POSITION PICKOFF (Roll auxiliary servo- 14-08i X

control) (See 04-1).
- The first pickoff is used to slave the roll auxiliary

servo-control to autopilot commands.
- The second pickoff is used for roll automatic trim
system slaving. Moreover, it performs a monitoring
function with respect to the first pickoff by acting on
the auxiliary servo-control safety systems.
83C RUDDER TRIM ACTUATOR FUSE-BREAKER
See 04-3
84C RUDDER TRIM CONTROL SWITCH Cockpit X

(L/H console)
See 04-3
85C RUDDER TRIM ACTUATOR
See 04-3.
AC
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V- ^ M
->
MIRAGE F
Location Doc.
88C «MANUAL-AUTO» PITCH TRIM RELAY
See 04-2.
89C PITCH TRIM ACTUATOR
See 04-2.
90C CONNECTION BOX 36-10-1 X
It performs certain connections between STABILATOR

safety systems located in flying aid amplifier 48C
and STABILATOR system components (microswitches
of releasable bellcranks 70C and 71 C and electri¬
cally-operated selector valve 69C).
93C «MANUAL-AUTO» ROLL TRIM RELAY
See 04-1.
94C R/H ROLL TRIM ACTUATOR
See 04-1.
95C L/H ROLL TRIM ACTUATOR
See 04-1
96C DUAL SUPPLY VALVE

See 04-1 and 13-2.
97C TEST DISPLAY UNIT Cockpit X

(L/H console)
It provides for control and display of flight control
electronics and autopilot integrated tests.
Its front face is provided with :
- A «TEST» guarded switch, used to start the inte¬
grated test sequence.
- A digital indicator providing following indica¬
tions :
- No. 00 to No. 30 : Flying aid system test
No. 40 to No. 56 : Autopilot test
No. 88 : End of test and check of digital
indicator.
- A «RESTART» button, allowing automatic testing
to be continued after any interruption due to a failure.
AC
10-74
Restricted 1-106
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MIRAGE F
Location Doc.
Access Door No. S 1
140C PITCH AUTO TRIM FUSE-BREAKER Electrical X

master box
Protects the power supply (DC system 1 ) of trim
chopper unit 207C.
141C ROLL AUTO TRIM FUSE-BREAKER Electrical X

master box
Protects the power supply of trim actuator automatic
control circuit.
144C TRIM CUTOFF RELAY

(see 04-2)
145C NOSE-UP AUTO TRIM RELAY

(see 04-2)
146C NOSE-DOWN AUTO TRIM RELAY

(see 04-2)
151C LH ROLL AUTO TRIM RELAY

(see 04-1)
152C RH ROLL AUTO TRIM RELAY

(see 04-1)
180C FLAP POSITION SWITCH F. 28, top X

(see 04-4) (26.00)
Supplies the «flaps out» (12° ) information for switching

of damping characteristics.
192C HIGH-LIFT DEVICE UNIT

(see 04-4)
193C SLAT SERVO UNIT

(see 04-4)
197C ANTISLIP FUSE BREAKER

(see 04-3)
198C RH RUDDER AUTO TRIM RELAY

(see 04-3)
AA
12-82 Resfricted 1-107
AVIONS MARCH DASSAULT/.
BREGUET AVlAFlON^r-C "''_.
~
^ Restricted
MIRAGE
MANUAL
F
13
Location Doc.
ITEM NAME CHARACTERISTICS AND FUNCTIONS Access door No.
199C L/H RUDDER AUTO TRIM RELAY
See 04-3
200C ANTI-SLIP RELAY

See 04-3.
201 C RUDDER ARTIFICIAL FEEL UNIT
See 04-3.
207C TRIM CHOPPER UNIT Equipment

bay
It provides for slow speed of pitch and roll trim (13-00)
actuators through chopping of actuator power supply
voltage (3 Hz approx.).

See 12-2.

(R/H panel)
- See 08-3for description and operation.
- The following warning lights are associated with
flight control electronics :
- «YAW», «PITCH», «ROLL», «ELEV», «RUD» and
«TRIM» amber lights.
- «AP» red light
-Each light illumination is repeated by master failure
warning light 17W of corresponding color.
- Red light illumination takes place simultaneously
with operation of warning horn 7W.
AC
10-74 1- 107M
Restricted
BREGUET AVIATION
MIRAGt h
.207 C
4iC -4-D
50 C Ï80C _.90C
i i
J i
C.20 i C.22 C.26 C28
C.28 C.29
C.29 C.36
C.36I
SECTION A SECTION B
49 C
207 C 48 C 50 C
80 C 78 C
SECTION C SECTION D
180C 90 C

GENERAL LAYOUT
AE
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1W
_o«m^ 'n0»

AE LAYOUT IN COCKPIT
MIRAGE F
STABILATOR CHANNEL
1 - STABILATOR SERVO-CONTROL SERVO-SYSTEM (Figure 6)

Each STABILATOR servo-control is provided with two electrical barrels :
- barrel 1
- barrel 2
Each barrel is provided with its own servo-system circuit :

- circuit 1 for barrel 1
- circuit 2 for barrel 2.
A servo-control can be controlled electrically through one of its barrels only at a time (action of
STABILATOR safety systems).
The power of a servo-control is always obtained from its two barrels supplied simultaneously as
follows :
- barrel 1 through hydraulic system 1
- barrel 2 through hydraulic system 2.
Electrical operation of a STABILATOR servo-control (operated through either one of its two
barrels) takes place when the following conditions are fulfilled :
- Electrically-operated selector valve of control barrel energized.
- Torque motor of control barrel connected to corresponding servo amplifier.
- Electrically-operated selector valve of releasable bellcrank energized, so as to have the
servo-control disconnected from pilot's linkage.
A Generation of electrical flight command
This command is generated by the dual potentiometer-type pickoffs built into releasable
bellcranks 70C and 71 C. The signal is tapped from pickoff wipers. It represents the position error (e p)
existing at any time between servo-control position and pilot's linkage position (See chapter 1-0 : Flight
control electronics - Principle).
B Generation of damping signals
PITCH and ROLL damping function is performed by the STABILATORS. PITCH and ROLL
damping signals are generated in two separate channels from information signals fed by rate gyros
detecting the angular rate of aircraft movements.
C Servo-control slaving
STABILATOR servo-controls are slaved to a complex signal resulting from the mixing of the
three following signals :
- PITCH pilot's command (e p)
- PITCH damping signal (P DAMP)
- ROLL damping signal (R DAMP).
The summation of these three signals represents the total error (e t).
To this error signal is added a voltage having a frequency of 115 Hz and generated by a vibrator
(oscillator).
This voltage is intended to reduce the servo-control threshold effects (sweep linearization).
The total error (e t) is amplified through a servo amplifier.
This servo-amplifier supplies the servo-control torque motor with a current the value of which is
proportional to error voltage et and the direction of which depends on the polarity of error voltage et.
AA
BREGUET AVIATION
70C
RH releasable K301
bellcrank CIRCUIT 2 STAB
R DAMP signal (U-)
Fig. 8
£P et
P DAMP signal
Pickoff 2 Fig. 7
; TS
i t17
CIRCUIT 1
Pickoff 1 R DAMP signal (U-)
Fig. 8
ep £t
P DAMP signal
Fig. 7 I TS
t13
t66
STAB
safety systems
Fig.9
STAB
safety systems
Fig.9
RH servo-control
69C
0
Electrically-operated STAB
safety systems Vibrator Vibrator
selector valve
Fig. 9 '/// '//s
K302a LH servo-control
STAB
SV
71C CIRCUIT 1 safety \ STAB STAB
R DAMP signal (U+) syst. safety systems safety systems
Fig. 8 Fig.9 Fig.9 Fig.9
£P SA
T*
Pickoff
P DAMP signal
Fig. 7 i||| Ti
1 TS
iii! lt16
ti K302b
STAB
Pickoff 2 R DAMP signal (U +)

Fig. 8
CIRCUIT 2 safety
syst.
Fig.9
R,
to Et
ys>-^-L:
4- P DAMP signal
Fig. 7
TS
LH releasable 3 t14
bellcrank
FIGURE 6 - STABILATOR SERVO-CONTROL SERVO-SYSTEM
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MIRAGE
....,.,
F
,,
D Channel switching (Figures 6 and 9)
Electrical control normally takes place through barrel 1. Upon electrical STABILATOR
engagement, the STABILATOR safety systems enable the following to take place (K701 and K703
energized - K702 de-energized) :
- Energization of releasable bellcrank selector valve 69C (bellcrank unlocking).
- Energization of barrel 1 selector valves.
Energization of relays K301a and K302a.
A first servo-system failure causes the following to take place simultaneously through
STABILATOR safety systems (K701 de-energized K702 and K703 energized) :
De-energization of barrel 1 selector valves and energization of barrel 2 selector valves.
- De-energization of relays K301a and K302a and energization of relays K301b and K302b.
Electrical control then takes place through barrel 2.

A second servo-system failure causes the following to take place simultaneously through STABILATOR
safety systems (K701, K702 and K703 de-energized) :
De-energization of releasable bellcrank selector valve 69C
De-energization of barrel 2 selector valves.
- De-energization of relays K301b and K302b.
Aircraft control is then performed mechanically and PITCH and ROLL damping function is
suppressed.
2- PITCH DAMPING (Figure 7)
The PITCH damping function, which is performed by the STABILATORS, consists in stabilizing
the aircraft about its lateral axis without altering the pilot's command.
The initial information is supplied by the PITCH rate gyro located in rate gyro box 50C.
The damping signal is generated by a dual channel (See chapter 1-0 : Flight control electronics -
Principle).
The information supplied by the rate gyros consists in a voltage (400 Hz frequency) having the
following characteristics :
- its amplitude varies in accordance with the angular rate of aircraft movement.
its phase (with respect to a reference phase) varies in accordance with the direction of aircraft
movement.
Changes in control surface efficiency within the various flight envelopes are compensated by
adapting the rate gyro voltages to Mach number (M) and altitude (H) parameters through a repetition
system slaved to flight conditions.
An electronic switching, controlled by the flap position information fed by flap

microswitch 180 C, allows :
either the rate gyro signal to be used directly when the flaps are out.
- or ïhe repetition system output voltage to be used when the flaps are in.
The demodulator is used to convert the information signals into DC voltages. Such a demodulation
takes place with respect to a 400 Hz reference voltage (REF). The DC voltage obtained has the
following characteristics :
its absolute value varies in accordance with the amplitude of the rate gyro signal
its polarity varies in accordance with the phase of the rate gyro signal.
After amplification, a differentiating circuit is provided to attenuate the low frequencies

corresponding to controlled maneuvers, in order not to impede normal aircraft control.
AA
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MIRAGE F
50C 49C
Rate gyro box Rate gyro transformer box
Switch
Pitch rate
gyro 1 *%VjDs
out P DAMP signal
Demodulator ee Chopper ^ (To stabilator
Detection 1
amplifier servo amplifiers^
Law in Fig.6
FiaPs
f(M.H)
REF
Safety system 1 AP 2G
(Pitch 1 and 2) connected AND 2 Safety system 2
180C
Gain f (Pitch land 2)
M and H Flaps & GAIN /CHOPPING
Precession repetition out 3G Comparator
micro- AP switching
37
switch subsonic TS
40
t41 n
Autopilot
LT ~ Chopper
Fig. 20
± \ref
Law
Detection f(M.H)
2 Demodulator -MZIIK fi li Chopper
amplifier
Pitch rate ^KFfaps"0Ut
gyro 2
Switch
£
Rotor
speed
safety
system To STAB safety systems
(P DAMP)
Fig.9
1W («PITCH» warning light

Fig.9
FIGURE 7 - PITCH DAMPER
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AVIONS MARCEL DASSAULT ]L>^Z^ MIRAGE F
BREGUET AVIATIONx^F^.^^> . .,...,,
_/£^-^<2_> Restricted MANUAL 13
Chopping
The chopper amplifier limits the signal amplitude so that the servo-control displacement amplitude
controlled by the damper is lower than the limits permitted by the releasable bellcrank.
An electronic switching is used to :

- modify the gain as follows :
let «G» be the initial gain
The gain is doubled (2G) with autopilot connected.
- the gain is tripled (3G) with autopilot connected and «AP subsonic» information («AND 2»
logic function). The «AP subsonic» information is supplied by the autopilot in subsonic flight
conditions.
- modify chopping, depending on whether the system operates in long-travel (LT) or short-travel
(ST) configuration («LT» information):
One of the two damping DC voltages obtained is used by the stabilator servo-control servo-system
channels.
Monitoring
The other voltage is compared with the first one in a comparator. When the difference between the
two voltages is higher than comparator threshold, the comparator feeds delay circuit Dl with a
«0 INCORRECT» digital information.
Memory M1 will memorize the «Failure» information only if the latter has a duration longer than
the «t» time constant of R1. Any memorized failure will be washed out upon resetting (See
«Resetting» sheet).
The two following conditions should be fulfilled to have relay K801 energized («AND 1» logic
function) :
PITCH damper circuits should operate correctly («+ CORRECT» information at the output of
-
memory M1).
- A «+ CORRECT» information should be supplied by the rate gyro rotor speed safety system.
The following takes place once relay K801 is energized :

- A «+ CORRECT» information is transmitted to STABILATOR safety systems
- The «PITCH» light goes out.
3- ROLL DAMPING (Figure 8)
The ROLL damping function is only performed in automatic control mode (autopilot).
The initial information is fed by the ROLL rate gyro located in rate gyro box 50C. The damping
channel is not provided with a differentiating circuit (aircraft circuit) as the aircraft is, by definition,
provided with a good stability in ROLL.
The damping signal is then directly proportional to the angular rate detected and is used as a
negative feedback signal in autopilot control system so as to ensure general stability of servo-loop.
The ROLL damping signal is generated in accordance with the same principle as for the PITCH
damping signal, except as regards the two following points :
- There is no aircraft circuit (reasons stated above)
-There is no gain switching. Only chopping switching exists (controlled by «LT» (long travel)
information).
AA
BREGUET AVIATION
MIRAGE F
50C 49C
Rate gyro unit Rate gyro transformer unit
Switch
Roll rate ^ '<%>s Summation
gyro 1 <*>,*n R DAMP signal
Chopper i i
Detection "1 Demodulator {fJet£ (U +) To LH stabilator

amplifier
* servo amplifiers
1
Law UP Fig.6
n f(M.H) ~t*f f laps T
REF
G-l lï'atE To R H stabilator
Safety system 1 J Safety system 2 servo amplifiers
(Roll land 2) (Roll land 2) £ Fig.6
180C w ******* %-\\To*
27» at E
M and H Flaps Chopping

Precession
repetition down *> (y^- Comparator LT switching
Comparator
micro- Pt17 Fig. 20
switch
TS
t44
REF TS
Detection
Law
f(M.H)
'*A>s
"/> i t45
Chopper
2 Demodulator
I J amplifier
Roll rate do^
gyro 2 >|aPs
Switch
Dl M1
tl AND 2
[_F-RDAMP~\ AND 1
AP connected
& &
Fig. 17
I t53
RUD
safety systems
Fig. 14
Rotor speed
safety RESET
RDAMP
system K1001
\
%+ A UX safety systems
. (R DAMP)
^H + Fig.16
_^ 1W («ROLL» warning light)

Fig.9
FIGURE 8- ROLL DAMPER
AA
«t»» «A««^SPLJ5 *.<* MANUAL 13
The damping voltage is applied to a reversing amplifier (G = 1). Two symmetrical damping DC
voltages with reversed polarity (U+ and U ) are then obtained to control both stabilators (stabilators
deflect in opposite directions for ROLL damping).
The three following conditions should be fulfilled to have relay K1001 energized («AND 1» logic
function) :
- ROLL damper circuits should operate correctly («+ CORRECT» information at the output of
memory M1).
- YAW damper should be engaged (electrical control) (See RUDDER safety systems).
The following takes place once relay K1001 is energized :

- A «+ CORRECT» information is transmitted to AUXILIARY servo-control safety systems.
The «ROLL» light goes out.
However, ROLL damping takes place only if the autopilot is connected (information applied to
«AND 2» logic function).
A switch is then used to direct damping signals to stabilator servo amplifiers. The servo amplifier
clamping input signals are grounded in the case where the autopilot is not connected.
4- STABILATOR SAFETY SYSTEMS (Figure 9)
PITCH and ROLL damping can be performed only in the case where certain conditions are
fulfilled. Such conditions are expressed in the form of digital information applied to STABILATOR
safety logic. These safety systems provide for damping function engagement (electrical control of
STABILATOR channel) and control certain failure warning panel lights through relays.
The action of STABILATOR safety systems on STABILATOR servo-system channels have been
already described. This action is ensured through three relays K701, K702 and K703 the condition of
which is controlled by the safety logic.
The energization of relays K701 and K703 causes the servo-controls to be controlled electrically
through barrels 1 .
The energization of relays K702 and K703 causes the servo-controls to be controlled electrically
through barrels 2.
The energization of relays K701 or K702 causes the «+ STAB engage» voltage to be applied to
corresponding engagement circuits (servo amplifier relays and servo-control selector valves). In both
cases, these circuits are connected to ground through the normally-open contacts of relay K703.
Relays K701, K702 and K703 are controlled by «AND» logics («AND 5» to «AND 9» circuits).
These circuits are fed at their input with logic information relative to the various conditions to be
fulfilled for electrical control of STABILATOR channel.
The control system of relays K701 and K702 includes two «AND» logics performing a safety
function in the case of a failure.
These logics control the following :

- One PNP transistor, applying the + voltage to the relay.
- One NPN transistor, connecting the relay to ground.
AC
MIRAGE F
90 r 1 W fs/Uirv warniny pjiiui Fig 8 Fig. 7

y]Q 7 OC Connection K 1001 K801
R DAMP P DAMP K301 b
LH releasable bellcrank RH releasable bellcrank DOX
+ LTMi
+ STMi
FIGURE 9 - STAB I LA TOR SAFETY SYSTEMS

AC
10-77 1-117 FIGURE 9 1-117 FIGURE 9 1-117
Restricted 1-117 FIGURE 9
AVIONS MARCEL DASSAULT L-^Zt'V< MIRAGE F
BREGUET AVIATION J*^FvL-~0-^> . ........
Engagement conditions
The following information signals should be applied at the input of the «AND 5» to «AND 9»
logics to have STABILATOR electrical control selected by the safety systems :
(1) STABILATOR engagement (except AND 9) in cockpit (PITCH damper switch 55C set to
«PITCH»).
(2) PITCH damper circuit correct (P DAMP = 1, obtained through energization of relay K801 ).
(3) +15V and 15V power supply 1 correct (Su 1 = 1) (See «Power supplies and safety systems»
sheet).
(4) Hydraulic pressure applied to electrically-operated selector valve 69C, i.e. bellcranks 70C and 71C
unlocked (P= 1) (See «P information» paragraph hereafter)
(5) Line continuity for microswitches of releasable bellcranks 70C and 71C (See «Servo-system failure
safety system» paragraph hereafter).
Mechanical control of STABILATORS is immediately resumed in the case where one of the
information signals described in (1), (2) and (3) is no longer applied.
Mechanical control is not immediately resumed in the case of hydraulic pressure drop, as the
information signal described in (4) remains applied. As a matter of fact, releasable bellcrank selector
valve 69C is provided with a nitrogen-pressurized accumulator providing for 3 to 5 engagements after a
pressure drop has occurred in hydraulic system 1 .
The information signal described in (5) is intended for safety purposes. It allows electrical mode
(barrels 2) to be selected in the case of a first servo-system failure (electrical or hydraulic failure), and
then mechanical mode to be selected in the case of a second servo-system failure.
Engagement sequence
Electrical engagement of STABILATOR channel is performed on barrels 1, according to priority.

An inhibiting system prevents the two barrels of each servo-control from operating simultaneously in
electrical mode. Such a priority and inhibition take place as follows :
A resetting pulse (RESET 2) appears upon electrical engagement of STABILATOR channel. This
information is applied to the «AND 5 AND 6» logic through the «OR 9» circuit. Relay K701 becomes
energized. Relays K301a and K302a move to their normally-open position, allowing a «0» information
(ground) to be applied to the «AND 7 - AND 8» logic (information «6»). Relay K702 is then prevented
from being energized.
A servo-system failure occuring in circuit 1 (bellcrank microswitch line open) causes relay K701 to
become de-energized and, consequently, relays K301a and K302a to become also de-energized.
Information «0» (applied to the «AND 7 - AND 8» logic through the above-mentioned relays)
disappears, therefore allowing relay K702 to become energized. Relays K301b and K302b move to their
normally-open position, allowing a «0» information (ground) to be applied to the «AND 5» - AND 6»
logic through the «OR 9» circuit (information «6»), therefore preventing relay K701 from being
energized.
«P» information (bellcranks released)
This information allows electrical control of STABILATOR channel to be selected only in the case
where hydraulic pressure is applied to releasable bellcranks
The hydraulic pressure is applied to releasable bellcranks 70C and 71 C under the action of
electrically-operated selector valve 69C, when the latter is energized upon STATILATOR engagement.
Selector valve 69C is provided with a pressure microswitch which, when hydraulic pressure is
applied, transmits a + (P Mi = 1 ) information to the «OR 8» logic function, which gives P = 1 .
But PMi=1 cannot be obtained immediately upon STABILATOR engagement as this is a

condition required for engagement. Therefore another information, which may be «RESET 1» or
«P DAMP» (OR 7), is substituted for the «P Mi» information during the time required to apply
hydraulic pressure to releasable bellcranks.
AA
AVIONS MARCEL DASSAUITL->^^1. lV\IKMV_7u I
.REGUET AVIATION^^ RmaM¤fed MANUAL 13
Electronic circuit resetting («RESETl»and «RESET 2» information signals) takes place each time
PITCH damper switch 55C is set to «PITCH» in the cockpit. However, as such a switch should
practically be always set to «PITCH», P= 1 is then obtained from the «P DAMP» information. Upon
engagement of aircraft electrical systems, PITCH damper relay K801 (P DAMP) does not become
energized immediately due to the rate gyro rotor speed safety system. Therefore, we have P DAMP = 0
for a certain time, i.e. P DAMP = 1 (NOT1), which gives P=1. STABILATOR engagement is
maintained through delay D7 until hydraulic pressure is applied to releasable bellcranks, which gives P
Mi = 1.
Servo-system failure safety system.
This safety system is based on the line continuity of the microswitches of releasable bellcranks
70Cand71C.
In the case where a STABILATOR servo-system failure (electrical or hydraulic failure) causes an
excessive difference between pilot's linkage and servo-control positions, one microswitch is then
operated, which causes the line to be opened and the STABILATOR safety systems to operate.
Two maximum permissible differences between pilot's linkage and servo-control positions are
allowed on releasable bellcranks, depending on flight envelope :
- One for control system small travels
- One for control system long travels.
Such differences are limited mechanically and electrically.
Mechanical limitation is obtained through two stops mounted on the bellcrank. These stops can be
placed in two positions corresponding to short and long travels. Both stops are controlled hydraulically
through solenoid valve 2 (69C) as follows :
-Within short-travel flight envelope, relay K 1502 (Mach and altitude repetition system) is
de-energized. Solenoid valve 2 (69C) is not energized. Both stops move closer (under hydraulic pressure
action) until short-travel mechanical limit is reached.
Within long-travel flight envelope, relay K1502 is energized. Solenoid valve 2 (69C) is energized.
Hydraulic pressure is relieved. Both stops move away under the action of their spring until long-travel
mechanical limit is reached.
Electrical limitation is obtained through two microswitches (Figure 10) mounted on the bellcrank :
- One for long travels (LT)
- One for short travels (ST).
Electrical microswitch connections are illustrated in figure 11.
Should the line be opened by one of the microswitches, the «ST Mi» or «LTMi» information
becomes equal to 0.
The ST and LT microswitches are closed within permissible travels.
The LT microswitches cannot be operated mechanically in ST mode.butthe ST microswitches can

be operated without any failure in LT mode. In that case, the opening of the ST Mi line is masked by an
«LT» information through the «OR 1», «OR 2», «OR 3» and «OR 4» logics. The «LT» information is
fed by the M and H repetition system through relay K1502.
The safety systems using the «LT Mi» and «ST Mi» information signals consist in dual circuits,
which causes safety system operation to be improved in the case of failure.
AA
BREGUET AVIATION
MIRAGE F
Servo-control
Safety microswitches
Mechanical
travel stop
Pilot's control
Locking pin
69C (Fig.9)
FIGURE 10 - TRAVEL MICROSWITCHES
71 C LH BELLCRANK 70C RH BELLCRANK
ST Microswitch ST Microswitch
- ST Mi
L T Microswitch L T Microswitch
-ft B- L -+> LTMi

L J
FIGURE 11 - MICROSWITCH ELECTRICAL CONNECTIONS

AA
BREGUET AVIATION ^-£ ^--^ > .....,,., n
Switch-over from barrel 1 to barrel 2 (mechanical mode)
Let us consider, for instance, the operation of the «OR 1 - AND 1 - D1 - M1» circuit
corresponding to the «AND 5» logic, and that of the «OR 3 - AND 3 - D3 - OR 5 - D4 - M3» circuit
corresponding to the «AND 5» logic.
When one of the bellcrank microswitches is open, we haveST Mi = 0 or LT Mi = 0, depending on

permissible travels. The output of the «AND 1» logic becomes equal to 0. This «0 Failure» information
will be memorized by memory M1 only in the case where its duration exceeds the «t1» time
corresponding to the time constant of circuit R1. Therefore, safety system triggering is avoided for
short overshoots of electrical limits.
When the failure is memorized by memory M1, the latter transmits a «0 Failure» information to
the «AND 5» logic, which causes servo-control electrical control to be transferred to barrel 2. However,
it is necessary to blind the «0 Failure» information at the output of the «AND 3» circuit in order to
allow such a transfer to take place and to give the servo-control the time to bring the difference in
position existing at the bellcrank within permissible limits (closing of operated bellcrank microswitch).
This is achieved through delay D3 which receives the «0 Failure» information from memory M1
but which keeps its output at logic level 1 during the «t3» time corresponding to its time constant.
Any further opening of one of the bellcrank microswitches causes a «0 Failure» information to
appear at the output of memories M3 and M4, which causes relays K702 and K703 to be de-energized
and, consequently, mechanical STABI LATOR control to be resumed.
Memories M1, M2, M3, and M4 are restored upon each resetting («RESET 1» and «RESET 2»
information signals).
5- STABILATOR CHANNEL CONDITION DISPLAY
The lights located on failure warning panel 1W and which are associated with the STABILATOR
channel are as follows :
- «ELEV» light
- «ROLL» light
- «PITCH» light
- «AP» light, which can be associated with the roll damping function (utilization of «R DAMP»
signal).
NOTE : The indications provided by the «AP» light apply to the dampers only in the case where the
failure has occurred with autopilot connected.
The indications provided by the above lights are summarized in the following table :
AC
BREGUET AVIATION
STABILATOR Functions Functions Lights

channel Effects
condition Available Unavailable ELEV PITCH ROLL AP
Correct STABILATOR control on STAB, electr. Out Out Out Out

operation barrel 1.
Switch 55C STABILATOR power: PITCH
set to Hydraulic system 1 on ROLL if
«PITCH» barrel 1. AP connected
Hydraulic system 2 on
barrel 2.
Failure of STABILATOR control on STAB, electr. ROLL

hydraulic barrel 2 (Operation of PITCH AP On Out On On
system 1 . bellcranks ensured until
accumulator built into se¬
lector valve 69C is
exhausted)
STABILATOR power reduced

by half:
barrel 2.
1st servo- STABILATOR control on STAB On Out Out Out

system barrel 2 PITCH
(releasable ROLL if
bellcrank AP connected
microswitch).
2nd servo- Mechanical STABILATOR STAB

system control. electr. On On On On
failure PITCH
(releasable ROLL
bellcrank AP
microswitch).
Pitch damper Mechanical STABILATOR STAB

failure control electr. On On On On
PITCH
AP
ROLL
Roll damper Electrical STABILATOR STAB. AP Out Out On On

failure control electr. ROLL
PITCH
Tripping of Mechanical STABILATOR STAB. On On On On

power supply control electr.
1 safety PITCH
system AP
ROLL
AC
BREGUET AVIATION^ w ^^ _. MA Kill Al 10
RUDDER CHANNEL
1 - RUDDER SERVO-CONTROL SERVO-SYSTEM (Figure 12)
The RUDDER servo-control is provided with an electrical barrel including a torque motor (with
two windings).
To each winding corresponds a servo-system circuit :

- Circuit 1 for winding 1
- Circuit 2 for winding 2.
Only one winding can be energized at a time (action of RUDDER safety systems on relays K1303
and K1304).
The servo-control power is always obtained from its two barrels supplied simultaneously as
follows :
- Barrel 1 through hydraulic system 1
- Barrel 2 through hydraulic system 2.
Electrical operation of the RUDDER servo-control takes place when the following conditions are
fulfilled :
-Electrically-operated selector valve energized.
- Torque motor winding concerned connected to corresponding servo amplifier.
Electrically-operated selector valve of releasable bellcrank energized, so as to have the
servo-control disconnected from pilot's linkage.
A Generation of electrical flight command
This command is generated by the dual potentiometer-type pickoffs built into releasable
bellcrank 62C. The signal is tapped from pickoff wipers. It represents the position error (e p) existing at
any time between servo-control position and pilot's linkage position (See chapter 1-0 : Flight control
electronics - Principle).
B Generation of damping and anti-slip signals
The YAW damping and ANTI-SLIP functions are performed by the RUDDER.
The YAW damping signal is generated from the information fed by a rate gyro detecting the
angular rate of aircraft movements.
The ANTI-SLIP signal is generated from the information fed by a slaved accelerometer detecting
lateral aircraft acceleration.
C Servo-control slaving
The RUDDER servo-control is slaved to a complex signal resulting from the summation of the four
following voltages :
- YAW damping voltage (Y DAMP)
- ANTI-SLIP voltage
AP RUDDER voltage (if applicable)
- RUDDER position error ( e p).
AA
BREGUET AVIATION
MIRAGE F
Y DAMP
61 C
signai
Electrically-operax
Fig. 13
selector valve
Anti-slip signal
f
Fig. 13M
«AP disconnected»
signal Switch
> 1
Chopper
AP Co,
Amplifier --^°Z0ecte
«AP
disconnected»
signal simulator
!--.AP disco1
nnect
AP connected
f
RUD
safety systems
Fig. 14
FIGURE 12 - RUDDER SERVO-CONTROL SERVO-SYSTEM

AA
AVIONS MARCEL DASSAULTL >^ 9. lV\IKM\_7U I
BREGUET AVIATION^_vr^-^-i> _ , MAkhi Ai IO
The sum of the first three voltages is limited through a chopper so that the servo-control dis¬
placement amplitude corresponding to these voltages is lower than the limits permitted by the
releasable bellcrank.
The summation of the four voltages represents the total error (e t). To this error signal is added a
voltage having a frequency of 115 Hz and generated by a vibrator (oscillator). This voltage is intended
to reduce the servo-control threshold effects (sweep linearization).
The total error (e t) is amplified through a servo amplifier. This servo amplifier supplies the
servo-control torque motor with a current the value of which is proportional to error voltage e t and the
direction of which depends on the polarity of error voltage e t.
Each servo-loop includes an error lock (lock 1 - lock 2) the purpose of which is to check that the
total error (e t) is permanently cancelled. Should the total error (e t) exceed a given threshold value, the
lock supplies the RUDDER safety systems with a «Failure» information.
A comparator is used to permanently check that the voltages delivered by the two releasable
bellcrank potentiometer-type pickoffs are similar. Beyond a given voltage error, the comparator supplies
the RUDDER safety systems with a «Failure» information.
D Channel switching
Electrical control of RUDDER channel normally takes place through circuit 1. Upon electrical
engagement of YAW damper, the RUDDER safety system enable the following to take place :
- Series energization of releasable bellcrank selector valve 61 C and of servo-control selector valve.
- Energization of relay K1303.
A first servo-system failure causes de-energization of relay K1303 and energization of relay K1304
to take place simultaneously through RUDDER safety systems.
Electrical control then takes place through circuit 2.
A second servo-system failure causes the following to take place simultaneously through RUDDER
safety systems :
De-energization of releasable bellcrank selector valve 61 C and servo-control selector valve.
De-energization of relay K1304.
Aircraft control is then performed mechanically and the functions associated with RUDDER
control system are suppressed.
2 - YAW DAMPING (Figure 13)
The YAW damping function, which is performed by the RUDDER, consists in stabilizing the
aircraft about its vertical axis without altering the pilot's command.
The initial information is supplied by the YAW rate gyro located in rate gyro box 50C.
The YAW damping signal is generated in accordance with the same principle as for the PITCH
damping signal (See STABILATOR channel), except as regards the two following points :
-There is no gain switching function (the autopilot supplies the RUDDER channel with
correlation signals only) nor chopping function (the YAW damping function should exert its complete
action throughout all flight envelopes).
- The aircraft system frequency proper is modified in YAW when the aircraft is flying at low
airspeed with flaps out.
AA
AVIONS MARCEL DASSAULT \
BREGUET AVIATION s<^ MIRAGE F
50C 49C
Rate gyro box Rate gyro transformer box
Y DAMP signal
(Rudder servo
amplifier)
Fig. 12
Safety system 2
(Yaw land 2)
RUD safety systems

(Y DAMP)
Fig.14
« YAW» warning light

Fig.14
FIGURE 13- YAW DAMPER

AA
AVIONS MARCEL DASSAULT/- -w- MIRAGE F
BREGUET AVIATION .(^''ï^-^ -^ . makimai 1Q
yi^<\ fta«triVt»d
The flap position information controls an electronic switch the purpose of which is to modify the
aircraft system differentiation time constant. When the flaps are out, the switch de-activates
resistors R1 and R2, therefore increasing the aircraft system time constant.
The two following conditions should be fulfilled to have relay K901 energized («AND 1 » logic
function) :
-YAW damper circuits should operate correctly «+ CORRECT» information at the output of
memory M1).
The following takes place when relay K901 is energized :

-A «+ CORRECT» information is transmitted to RUDDER safety systems.
The «YAW» and «RUD» lights go out if no failure is detected by RUDDER safety systems.
3- ANTI-SLIP AND RUDDER AUTOMATIC TRIM SYSTEMS (Figure 13M)
A ANTI-SLIP function engagement conditions
The following conditions should be fulfilled for ANTI-SLIP function engagement :
(1) YAW damper/ANTI-SLIP switch set to «ANTI-SLIP» in cockpit.
(2) Releasable bellcrank and RUDDER servo-control selector valves energized. Relay K1404 should be
energized. This relay is connected in parallel with above-mentioned selector valves.
(3) Trim safety system correct (See paragraph C).
(4) L/H U/C shock-strut microswitch closed (aircraft airborne).
(5) RUDDER AFU microswitch closed (no load applied in rudder control system).
Relay K1405 becomes energized once above conditions are fulfilled. The «+ engage» signal
activates the following systems through the contacts of relay K1405 :
- ANTI-SLIP system, through an electronic switching applying the accelerometer signal to anti-slip
integrator input.
- RUDDER automatic trim system, through signal application to contacts of relay K1401
and K1402 and through energization of relay 200C.
B - ANTI-SLIP system
The anti-slip information is supplied by an accelerometer located in rate gyro box 50C.
The accelerometer signal is applied, through a chopper amplifier (the gain of which is multiplied
by 3.3 when autopilot is connected) and activating electronic switch, to the input of an integrator
supplying the command signal to RUDDER servo amplifiers.
C RUDDER automatic trim system and safety system
The integrator output signal is also applied to two flip-flops the thresholds of which respectively
correspond to «+ 1° rudder deflection» and to « 1° rudder deflection».
AC
BREGUET AVIATION
MIRAGE F
50 C
Rate gyro box
Switch
Accelerometer Hh
Chopper
amplifier l^t*f
r i-^-O
Integrator
K1402
fo RUDDER servo
amplifiers
Power
Flip-flops j stage
(threshold type)
199C 85 C
_/W
Rudder trim actuator
Oscillator
External
test
± 15V test K1401
Power Extension
stage *~^> stop
Gain switching
3.3 G R/H 198C
&
Retraction
Kl 403 Oscillator stop
III
cutoff
- T 0-
AP connected
Fig, 17
ÔiÔ
84C 1/rAR/rA
Trim control
3C switch
56C A>
+ ANTI-SLIP^
eng.
(Fig. 14)
^ti -__T° Flight
Ground 200 C Pr25
Air data computer ~* '
failure blinding Mt54 L/H U/C 201 C
AUX saf. syst. Fig. 20 )Mt55 shock-strut Rudder AFU Pt26
(Roll damper) Mtsa
M+
J. K1406 o/? ;
C 1
\~~ÏFiw*\
| Ground \ Load
I
|
>
H^
RUDDER electrically- A/07 7
operated selector + Pt23

valves AND 1
m; OR 2
Fig. 14 K1404 K 1405 se AND 2
& 3*1
\F trim] &
OR
failure AA70
failure
RESET 2
FIGURE 13 M - ANTI-SLIP AND RUDDER AUTOMATIC TRIM SYSTEMS
AA
05-74 Restricted 1-127 H FIGURE 13 M 1-127 H
AVIONS MARCEL DASSAULT ï ^/^l /Vll l\M V_7 C T
BREGUET aviation^-^^ Restrieted MANUAL 1 3
These two flip-flops control relays K1401 and K1402 through power stages.
These two relays supply the RUDDER trim actuator motor through relays 198C and 199C and
anti-slip relay 200C.
An oscillator allows the trim speed to be reduced by chopping the energization voltage of
relays K1401 and K1402 through power interfaces.
Memory M1 is tripped by the «AND 2» circuit in the case where the relays of both R/H and L/H
channels become energized simultaneously. Relay K1405 becomes de-energized and the ANTI-SLIP
function is suppressed.
Memory M1 is restored upon each resetting.
When the aircraft is on the ground, the L/H U/C shock-strut microswitch opens, causing the
following :
- Energization of relay K1406 through the «NOT 1» and «OR 1» circuits.
- De-energization of relay K1405 through the «AND 1» circuit
The «+ engage signal is no longer transmitted by relay K1405 and the ANTI-SLIP function is no
longer engaged. The integrator has its output connected to its input, causing the ANTI-SLIP signal to be
progressively returned to 0.
The circuit of relay K1406 is used by the mechanical safety system (See «Mach and altitude
repetition» sheet).
4- RUDDER SAFETY SYSTEMS (Figure 14)
The functions associated with RUDDER control system can be performed only in the case where
certain conditions are fulfilled. Such conditions are expressed in the form of digital information applied
to RUDDER safety logic. These safety systems provide for RUDDER function engagement (electrical
control of RUDDER channel) and control certain failure warning panel lights through relays.
The action of RUDDER safety systems associated with servo-system channel transfer takes place
through relays K1303 and K1304 respectively controlled from the «AND 5» and «AND 6» logics.
Relays K1301 and K1302, respectively controlled from the «AND 3» and «AND 4» logics, ensure
electrical control of RUDDER channel.
The energization of these two relays causes series energization of releasable bellcrank selector valve 61 C
and servo-control selector valve, as well as energization of relay K1404. In energized position, this relay
transmits a «+ CORRECT» information to AUXILIARY servo-control safety systems and to roll
damper. It also causes circuit closing to take place in the ANTI-SLIP function engagement circuit.
Engagement conditions
The following information signals should be applied at the input of the «AND 3» and «AND 4»
logics to have RUDDER electrical control selected by the safety systems :
(1) RUDDER engagement in cockpit (YAW damper/ ANTI-SLIP -switch 56C set to «YAW» or
«ANTI-SLIP»).
(2) YAW damper circuit correct (Y DAMP = 1, obtained through energization of relay K901).
(3) + 15 V and - 15 V power supply 2 correct (Su 2 =1) (See «Power supplies and safety systems»
sheet).
(4) Safety systems associated with releasable bellcrank 62C (See «Safety systems associated with
releasable bellcrank 62C» paragraph hereafter) :
- Bellcrank microswitch line continuity
- Same voltages delivered by both bellcrank pickoffs.
10-74 Restricted 1-127R

BREGUET AVIATION
1W Failure warning panel Y DAMP

Fig. 13
Pickoff 1
Fig.12 Comparator 28V (2)\

Pickoff 2
I AND 1
& OR 1 Dl
T.S.
1 21 > 1
62C
Mt24
Mt25
OR 2 D2
AND 2 > 1 0 r2
&
LOCK 1
D3
t3 OR 3 M3
Comparator
>1
1 ' (FL1)
Fig. 12
1
Mt 22 D4
Mt47
Mt50
t4 OR 4 D5
Mt5l
Comparator
2
Fig. 12
RESET 2
t
FIGURE 14 - RUDDER SAFETY SYSTEMS
AC
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(5) Error lock 2 delivering a «+ CORRECT» information (See «Servo-system failure safety system»
paragraph hereafter).
Mechanical control of RUDDER is immediately resumed in the case where one of the information
signals described above is no longer applied.
Engagement sequence
Electrical engagement of RUDDER channel is performed on circuit 1, according to priority. An

inhibiting system prevents the two circuits from operating simultaneously. Such a priority and
inhibition take place as follows :
Upon electrical engagement of RUDDER channel, relay K1303 becomes energized due to the
«AND 5» logic receiving a «1 CORRECT» information from the «OR 6» circuit. This information
comes from :
- either the «RESET 1» resetting pulse (switch-over from circuit 2 to circuit 1)
- or the contact of de-energized relay K1304 (switch-over from mechanical mode to circuit 1).
A «0» (ground) information is applied to the «AND 6» logic through relay K1303. Relay K1304 is
then prevented from becoming energized. The «AND 5» logic then keeps the «1 CORRECT»
information after the «RESET 1» resetting pulse has disappeared.
A circuit 1 servo-system failure (excessive error) causes relay K1303 to become de-energized. The
«0» information is no longer applied at the input of the «AND 6» logic, therefore allowing relay K1304
to become energized. A «0» information is applied to the «AND 5» logic through the «NOT 1» and
«OR 6» circuits, therefore preventing relay K1303 from becoming energized.
Safety systems associated with releasable bellcrank 62C.
These safety systems consist in dual circuits to improve safety system operation in the case of
failure.
Let us consider, for instance, the operation of the «D1 - AND 1 - M1» circuit corresponding to the
«AND 3» logic.
The «AND 1 » logic receives the two following information signals :
(a) Information signal delivered by a comparator permanently checking that the voltages delivered by
the two releasable bellcrank potentiometer-type pickoffs are identical. Beyond a given voltage error, the
comparator output becomes equal to 0. The failure is memorized in circuit M1 which then delivers a
«0» information to the «AND 3» logic. The failure due to an open or grounded pickoff error line is
then covered.
(b) Bellcrank microswitch line continuity information. This safety system covers the error lock failure.
It operates as follows :
Permissible differences between pilot's control and servo-control positions are limited electrically
through a set of microswitches mounted on the releasable bellcrank. When one of these microswitches is
open, a «0 Failure» information appears at the corresponding input of the «AND 1» circuit. The failure
is memorized in circuit M1 which then delivers a «0» information to the «AND 3» logic. Delay
circuit D1 prevents safety systems from being triggered for short overshoots of electrical limits.
Memories M1 and M2 are restored upon each resetting.
Servo-system failure safety systems (excessive error).
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Each of the two RUDDER servo-system circuits is provided with an error lock (lock 1 - lock 2). In
normal operation, the safety system is activated by lock 1 . Should the «et» error (See paragraph 1 :
«Rudder servo-control servo-system») exceed a given threshold value, lock 1 supplies a «0 Failure»
information to the input of circuit D3. The «0 Failure» information will be memorized by memory M3
only if signal duration is longer than the «t3» time constant of D3. When the failure is memorized by
memory M3, the latter transmits a «0» information to the «AND 5» logic, which causes servo-system to
be switched over to circuit 2 (de-energization of relay K1303 and energization of relay K1304.
However, it is necessary to blind the «0 Failure» information at the output of lock 2 in order to
allow such a transfer to take place and to give the servo-control the time to bring the «et» error also
appearing in circuit 2 within permissible limits. This is achieved through delay D4 which receives the
«0 Failure» information from memory M3 but which keeps its output at logic level 1 during «t4» time
corresponding to its time constant.
In the same manner, tripping of error lock 2 causes a «0 Failure» information to appear at the
output of memory M4, causing mechanical control of RUDDER channel to be resumed through
de-energization of relays K1301, K1302 and K1304.
Memories M3 and M4 are restored upon each resetting.
5- RUDDER CHANNEL CONDITION DISPLAY
Condition of lights associated with RUDDER channel.
The lights located on failure warning panel 1W and which are associated with the RUDDER
channel are as follows :
- «RUD» light
- «YAW» light
- «AP» light, which can be associated with the damping function.
NOTE : The indications provided by the «AP» light apply to the dampers only in the case where the
failure has occurred with autopilot connected.
The indications provided by the above lights are summarized in the following table :
AC
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MIRAGE F
RUDDER Functions Functions Lights

channel Effects
condition Available Unavailable RUD YAW AP
Correct ope- RUDDER control on elec¬ RUDDER Out Out Out

ration. trical barrel 1 through electr.
servo-system circuit 1 YAW
RUDDER power :
Hydraulic system 1 on AP
barrel 1 .
barrel 2
Failure of Mechanical RUDDER RUDDER On On On

hydraulic control. electr.
system 1 . RUDDER power reduced YAW
by half : AP
Hydraulic system 2
on barrel 2.
Tripping of RUDDER control on RUDDER On Out Out

error lock 1 electrical barrel 1 electr.
through servo-system YAW
circuit 2 AP
Tripping of Mechanical RUDDER RUDDER On On On

error lock 2 control. electr.
YAW
AP
Damper Switch-over to mecha¬ RUDDER On On On

failure nical control. electr.
YAW
AP

releasable control. electr.
bellcrank YAW
safety AP
systems.

power control electr.
supply 2 YAW
safety AP
system.
AC
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£_-^^rvL
__
MIRAGE F
AUTOMATIC CONTROL
1 - GENERAL
In automatic control mode, manual commands are replaced by electrical commands fed by
autopilot 39C. Such electrical commands are applied to PITCH and ROLL auxiliary servo controls 77C
and 79C and to RUDDER servo control 59C.
The autopilot system includes two main channels :

- a PITCH channel, for PITCH attitude hold, altitude hold, and acquisition and tracking of a glide
slope beam ;
- a ROLL channel, for one of the following functions, as applicable : ROLL attitude hold, actual
heading hold, selected heading interception and hold, radio course interception and tracking, or
navigation course interception and tracking.
A complementary RUDDER circuit correlates ROLL and YAW movements in «flaps out»
configuration.
The system also includes :

-a safety circuit, preventing the autopilot from being connected or causing the latter to be
disengaged in case all the necessary conditions are not fulfilled ;
-a PITCH and ROLL trim automatic control system, allowing forces in flight control systems to
be cancelled so as to prevent jerky movements upon autopilot disconnection.
2- AUTOPILOT PITCH AND ROLL CHANNELS
A Auxiliary servo control servo system (Figures 15 and 16)
The PITCH auxiliary servo control (77C) acts on STABILATOR servo controls.
The ROLL auxiliary servo control (79C) acts on AILERON and SPOILER servo controls.
Each servo control includes two barrels fed separately by hydraulic systems 1 and 2. The operation
takes place through only one barrel at a time.
Electro-hydraulically-controlled barrel 1 is supplied by hydraulic system 1.

Hydraulically-controlled barrel 2 is supplied by hydraulic system 2.
Dual supply valve 96C allows one barrel only to be supplied at a time by the corresponding
hydraulic system. The contact is closed when hydraulic pressure from system 1 is being applied.
Each servo control actuates a position pickoff which delivers a signal varying in accordance with
the servo control position.
AB
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MIRAGE F
The autopilot signal and position pickoff signal are compared at the input of a servo amplifier
(Figure 15).
Position pickoff
AP signal
TW.
FIGURE 15 - AUXILIARY SERVO-CONTROL SERVO-SYSTEM SCHEMATIC
The servo amplifier supplies the servo-control torque motor with a current proportional to
resulting voltage (error e), causing the servo-control to move until the error is cancelled.
A vibrator (oscillator) permanently applies a voltage with a frequency of 115 Hz approx. to the
input of servo amplifiers. This voltage, which is superposed to torque motor control voltage, is intended
to reduce servo-control threshold effects (sweep linearization).
Electrical operation of auxiliary servo-controls is selected upon autopilot connection (control stick
trigger). Connecting the autopilot causes the auxiliary servo-control electrically-operated selector valves
to become energized (Autopilot connect logic See 13-2).
Monitoring
Each servo-loop includes an error lock the purpose of which is to check that the «e» error is
permanently cancelled. Should the «e» error exceed a given threshold value, the lock supplies the
AUXILIARY servo-control safety systems with a «Failure» information.
A comparator is used to permanently check that both voltages delivered by the position pickoff of
each servo-control are identical. Beyond a certain voltage error, the comparator supplies the
AUXI LIARY seivo-control safety systems with a «Failure» information.
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MIRAGE F
AUX safety
systems
Fig. 1/
39C
APP synchro
PAS position pickoff
77C
Pitch auxiliary servo-control
Autopilot
79C
Roll auxiliary servo-control
APR synchro
; i
AUX safety
systems
Fig. 17
RAS position pickoff
FIGURE 16 - AUXILIARY SERVO-CONTROL SERVO-SYSTEM

AC 1-134
BREGUET AVIATION^: u -_< > . h/iamiiai 10
B Autopilot synchronization (Figure 16)
In manual control mode, each autopilot channel is synchronized with respect to the position of
corresponding controls. In this manner, the commands fed by the autopilot upon autopilot connection
correspond to the actual position of auxiliary servo-controls, therefore preventing jerky movements to
take place and allowing static balance of aircraft to be maintained.
The voltage appearing at the output of each servo amplifier depends on the error resulting from
the comparison between servo-control position pickoff signal and autopilot signal. This voltage is
applied to the autopilot, causing the latter to become synchronized and to cancel the error signal at
servo amplifier input.
An autopilot circuit is provided to prevent autopilot connection in the case where one or both
autopilot channel (s) is (are) not synchronized.
NOTE : Power application to aircraft electrical systems causes the autopilot to become immediately
synchronized.
C Auxiliary servo-control safety systems (Figure 17)
Autopilot connection causes the following to take place, provided that certain conditions are
fulfilled :
- Electrical operation of auxiliary servo-controls, through the energization of each servo-control
electrically-operated selector valve.
- Appearance of «AP connected» information (energization of relays K503 and K504) used by
logics and switching circuits associated with autopilot system. Moreover, the «AP connected» voltage
controls automatic operation of PITCH and ROLL trim systems and allows ROLL damping to take
place (See hereafter).
The conditions to be fulfilled are as follows :

(a) Closing of load microswitches mounted on bellcranks of auxiliary servo-controls 77C and 79C.
(b) Closing of microswitch associated with dual supply valve 96C.
(c) Energization of relays K501 and K502 (See hereafter).
(d) Autopilot safety systems correct.
Relays K501 and K502 are controlled by two «AND» logics fed with the same information signals
(failure safety system).
The following conditions should be fulfilled to have both relays energized :

- Each pickoff of auxiliary servo-controls should deliver two identical voltages. A «0 Failure»
information is delivered by the comparator beyond a certain voltage error. This information is
transmitted to relay control logics through delay D1 (if STABILATOR electrical control is engaged) or
D3. The failure due to an open or grounded pickoff error line is then covered.
- The PITCH and ROLL servo-system error should not exceed a certain threshold value. A «0
Failure» information is delivered by the error lock beyond such a threshold value. This information is
transmitted to relay control logics through delay D2 or D4.
-Regulated power supplies 1 and 2 supplying the +15V and 15 V voltages (See «Power
supplies and safety systems» sheet) should operate correctly.
- RUDDER electrical control should be selected
- ROLL damper should operate correctly.
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MIRAGE F
MANUAL 13
PAS
pickoffs
Fig. 16
t PITCH
Fig. 16
RAS
pickoffs
Fig. 16
t. ROLL
Fig. 16
+28V (1) | Q
Automatig trim system

operation (Fig. 18)
Roll damper operation
(Fig. 8)
Anti-slip gain switching
FIGURE 17 - AUXILIARY SERVO-CONTROL SAFETY SYSTEMS (Fig. 13M)
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F
,_
3 - AUTOPILOT RUDDER CHANNEL (Figure 12)
The autopilot RUDDER signal is generated by the autopilot ROLL channel. It is only intended to
correlate ROLLING and YAWING movements in «Flaps out» configuration.
An electronic switch is used to transmit the autopilot signal to the RUDDER servo-system through
a chopper amplifier, when the autopilot is connected. This chopper amplifier is used to limit autopilot
action on rudder.
4- PITCH AND ROLL AUTOMATIC TRIM SYSTEMS (Figure 18).
The «TRIM» light located on failure warning panel 1W is controlled through relays K1 106 (PITCH
trim safety system) and K1 105 (ROLL trim safety system).
The PITCH and ROLL trim safety systems are blinded through the following circuits when the
autopilot is not connected :
- «OR 3 - D2 - OR 1 » circuit for pitch channel
«OR 3 - OR 2» circuit for roll channel.
Asa matter of fact, trim safety system blinding is at logic level 0, which causes a «1 CORRECT»
level to be obtained at delays D1 and D3. Relays K1 106 and K1 105 are then energized and the «TRIM»
light is out.
With autopilot connected, the «AP connected» voltage causes relay K1 107 to be energized (power
stages no longer blocked), as well as relays 88C (PITCH) and 93C (ROLL). Once energized, these relays
enable automatic trim control and disable manual control.
Relays K1 105 and K1 106 are energized when trim systems operate correctly, which gives :
- «TRIM» light out.
Trim cutoff relay 144C (associated with PITCH channel) energized by «AP connected» voltage
through relay K1106. When energized, relay 144C enables PITCH trim control.
A PITCH automatic trim system
The movements applied by the PITCH auxiliary servo-control are detected by a pickoff built
into AFU 76C.
Once the signal delivered by pickoff 1 exceeds a given threshold value determined by a
comparator, the latter controls the energization of relay K1103 or K1104 (depending on pickoff signal
polarity, i.e. depending on direction of detected force) through a power stage. The relay concerned
moves to its normally-open position, causing the «AP connected» voltage to energize relay 14 ¤
(NOSE-UP) or 146C (NOSE-DOWN).
The relay energized (145C or 146C) allows trim chopper unit 207C to control trim actuator
retraction or extension through the normally-closed contacts of the de-energized relay.
Trim chopper unit 207C is used to reduce the speed of the PITCH trim actuator.
AA
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140 C
207C Trim chopper unit
1 46 C NOSE-DOWN auto trim relay
- -Hu
es c
«Manual-Auto»
pitch trim relay
+ 28 Auto test
(Fig. 23)
Trim safety system blinding (K2)

(Fig. 17)
1 W- Failure warning panel
80C
RAS output Dickoff
93 C
«Manual-Auto»
roll trim relay
1 5 1 C L/H roll auto trim relay
207 C Trim chopper unit

FIGURE 18 - PITCH AND ROLL AUTOMATIC TRIM SYSTEMS
AA
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The signal supplied by AFU pickoff 2 is permanently monitored by a safety circuit. Such a signal,
which should be permanently equal to zero, is applied to a comparator. Should the pickoff signal
exceed a given threshold value determined by the comparator for a period of time longer than the «t1 »
time constant of delay circuit D1, relay K1106 becomes de-energized, causing the following to take
place :
- The «TRIM» light comes on.
- Trim cutoff relay 144C becomes de-energized, disabling the PITCH trim automatic control
system.
A manual control force may exist in the pitch AFU upon autopilot connection, causing «0
Failure» information to appear at comparator output and cause de-energization of relay K1106. This
inconvenience is obviated as follows : The logic level of the trim safety system blinding signal becomes
equal to 1 upon autopilot connection, which causes the output level of the «OR 3» circuit to become
equal to 0. However, this «0» logic information will be applied to the «OR 1» circuit after a «t2» time
corresponding to the time constant of delay circuit D2. A «1 CORRECT» information is then kept
applied at the input of the «OR 1» circuit during a «t2» time, which allows the force applied in the
AFU to be cancelled by the trim system, therefore causing a «1 CORRECT» information to be applied
at comparator output.
During INTEGRATED TEST sequence, delay circuit D2 receives the«+ 28 auto test» information
as soon as the test sequence is started. Delay circuit D1 receives a «1 CORRECT» information during a
«t2» time. The PITCH safety system is no longer blinded after «t2» time has elapsed. During that time,
the test sequence continues to take place and the trim safety systems are tested at test 35, immediately
after autopilot connection.
B ROLL automatic trim system
The ROLL auxiliary servo-control is provided with a position pickoff (80C).
The trim control signal is supplied by pickoff 2. The pickoff 1 signal is applied to a comparator
through a correcting network which is specific to ROLL trim system. Once such a signal exceeds a given
threshold value determined by the comparator, the latter controls the energization of relay K1101
or K1 102 (depending on pickoff signal polarity, i.e. depending on direction of detected force) through
a power stage. The relay concerned moves to its normally-open position, causing the «AP connected»
voltage to energize relay 152C (R/H) or 151C (L/H).
The relay energized (152C or151C) allows trim chopper unit207C to control trim actuator
retraction or extension through the normally-closed contacts of the de-energized relay.
Trim chopper unit 207C is used to reduce the speed of the ROLL trim actuator.
As for the PITCH channel, a safety circuit is provided to permanently monitor the signal supplied
by pickoff 1. A failure will cause relay K1 105 to become de-energized and, consequently, the «TRIM»
light to come on.
NOTE :
(1) The PITCH channel safety system is an active system as it allows the automatic control
system to be disabled in the case of a failure.
The ROLL channel safety system is only a passive system. It only warns the pilot
(«TRIM» light coming on) in the case of a failure.
(2) In practice, the autopilot is being connected by the pilot with a small ROLL manual
command applied. The safety comparator threshold is then higher than the signal likely
to be delivered by pickoff 2 upon autopilot connection. The inconvenience, which has
necessitated the «D2»~ circuit for the PITCH channel, therefore does not exist for the ROLL
channel.
AA
BREGUET
L^-^ Vl
AVIATION^c 'L-~<*^ .
MIRAGE
i...,,,.,
F
,,
«ARTHUR» VARIABLE BELLCRANK SERVO-SYSTEM
(Figure 19)
The efficiency of control surfaces varies in accordance with Mach number and altitude. This
variation is compensated by means of an ARTHUR variable bellcrank inserted between the control stick
and the PITCH AFU. This device allows a constant efficiency of the PITCH control system to be
maintained in all flight conditions, with a given pilot's force applied, by varying the reduction ratio
between the control stick and the AFU.
The system is controlled through a three-position switch :

- «LOW» (Low ratio)
- «HIGH» (High ratio)
- «AUTO» (Automatic mode).
In «low ratio» configuration, the electrically-operated selector valve is not energized. The
ARTHUR jack is kept retracted under the action of its spring. This position allows the aircraft to be
controlled with minimum artificial feel.
In «high ratio» configuration, the electrically-operated selector valve and the high-ratio torque
motor are energized. The ARTHUR jack extends, which allows the aircraft to be controlled with
maximum artificial feel.
In «automatic» configuration, the electrically-operated selector valve remains energized and the
high-ratio torque motor is no longer energized.
The ARTHUR variable bellcrank is provided with a potentiometer which supplies a signal
depending on jack position.
The signal fed by the Mach and altitude repetition mechanism (ARTHUR law - See «Mach and
altitude repetition» sheet) is compared to the jack position signal at the input of ARTHUR amplifier.
The resulting error signal is amplified to control the current in the auto mode torque motor (ARTHUR
servo-valve). The ARTHUR variable bellcrank position is then modified to cancel the error signal.
The stick force is then varied at all times as per Mach number and altitude parameters, in
accordance with a well established law.
NOTE : The ARTHUR automatic mode servo-system is always energized. In «low ratio»
configuration, the voltage present at the terminals of the auto mode torque motor has no
action since the electrically-operated selector valve is not energized. In «high ratio»
configuration, the high-ratio torque motor overrides the auto mode torque motor.
AA
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MIRAGE F
57C
ARTHUR selector 74C ARTHUR
switch ABC Flying aid amplifier servo-valve
LOW
HIGH
rrAuto Electrically-operated
selector valve
LOW
}
HIGH
o Auto
F8
ill D High-ratio
torque motor
4+28V(2)
ARTHUR law
ARTHUR Auto mode

amplifier torque motor
ARTHUR variable
bellcrank
FIGURE 19 «ARTHUR» VARIABLE BELLCRANK SERVO-SYSTEM

AC
05-75 Restricted 1-141.
BREGUET AVIATION^c.
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^^ -
MIRAGE F
MACH AND ALTITUDE REPETITION
(Figure 20)
The REPETITION system is intended for processing the Mach (M) and altitude (H) information
signals fed by air data computer 17F, so as to adapt the gain of the various channels to flight
conditions.
The system includes two REPETITION mechanisms (M and H) and their associated servo-system
circuits. Each mechanism includes a series of potentiometers the wipers of which are coupled
mechanically to a motor through a reduction gear.
Each servo-system circuit includes a synchro-transmitter located in air data computer 17F
(providing Mach and altitude information signals) and supplying a synchro-receiver the rotor of which is
coupled mechanically to the repetition mechanism motor. The 400 Hz signal supplied by the rotor
represents the servo-system error. This signal is demodulated and then amplified to control the motor
and set it to the position causing the error signal to be cancelled. The voltages therefore appearing at
altitude repetition potentiometer wipers depends on the two Mach and altitude flight parameters.
Any failure occurring in the air data computer causes relay K1501 to be de-energized through
delay circuit D1 (masking spurious pulses) and memory M1. Motors are no longer supplied and the
REPETITION mechanisms remain in the position they occupied the moment the failure occurred.
The memory cannot be restored through in-flight RESETTING. This memory resumes its original
condition as soon as its power supply is cut off (+ 28 V power supply).
It to prevent a failure from being maintained by mechanism safety systems in the

is sometimes necessay
case where 400 Hz AC and DC systems are not being energized at the same time. For that purpose, the
air data computer failure is inhibited by the circuit of relay K1406 (inserted in anti-slip system -
Figure 13M) when the L/H U/C shock-strut is compressed.
Definition of releasable bellcrank short-travel (ST) and long-travel (LT) operating envelopes :
An electrical signal proportional to Mach number is applied to a comparator the threshold value of
which corresponds to M = 0.4. A «1» logic information is supplied by the comparator for any Mach
number value (M) higher than 0.4.
An electrical signal proportional to altitude is applied to a comparator the threshold value of

which corresponds to H= 10,000 ft. A «1» logic information is supplied by the comparator for any
altitude value (H) higher than 10,000 ft.
Both information signals are applied to the «OR 1» circuit contrcl'ing relay K1502. Such a relay
will then be energized for :
- either M < 0.4, whatever the value of H.
- or H > 10,000 ft, whatever the value of M.
AA
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17F Rate gyro signals

Air data L.
computer Shock cones
MACH
Synchro Synchro
transmitter receiver
Shock cone law (06-3)
Comparator
M<0.4 h
Altitude
Synchro Synchro
transmitter receiver
Ô
Mt 15
) Pt 23
U> 16
Mt 17
OR1
K1502
Dl
r F air datai Electrically-

Air data computer
{.computer} operated
failure
selector
valve (releasable
Pt 22 v-+- bellcrank}
Air data computer

failure blinding
Fig. 13M Comparator
H > 10,000 ft
10POO ft
Rate gyro signals
f (M,H )
FIGURE 20 - MACH AND ALTITUDE REPETITION

AA
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MIRAGE F
POWER SUPPLIES AND SAFETY SYSTEMS
1 - GENERAL
The power supply intended for flying aid amplifier 48C is tapped from the DC system 1 and from
the two emergency AC systems (channels 1 and 2) respectively supplying amplifier internal channels 1
and 2.
The power supply intended for the peripheral units associated with flying aid amplifier 48C is
tapped from the latter.
Each channel is provided with a safety circuit.
2- POWER SUPPLIES (Figure 21 )
The AC and DC power supplies are divided into two channels :

-channel 1 : STABILATOR and AUXILIARY channel power supplies
-channel 2 : RUDDER : ARTHUR and SHOCK-CONE channel power supplies
The various power supplies are tapped from the following aircraft systems :
- channels 1 and 2 of emergency AC system (400 Hz - three-phase - 200 V between phases).
- DC system 1 (+ 28V).
A Power supplies tapped from 400 Hz system

(1) The two channels of the 400 Hz emergency system supply the following voltages through flying
aid amplifier transformers :
(a) Channel 1
26 V 400 Hz reference voltage for synchros CX3 (attitude) and CX4 (Mach) of air data
computer 17F.
26 V 400 Hz reference voltage for autopilot 39C.
14 V 400 Hz reference voltage for demodulation of rate gyro voltages on PITCH and ROLL
dampers.
This voltage is also used for 400 Hz safety system 1 .
14 V 400 Hz reference voltage for demodulation of synchro voltages on M and H REPETITION

amplifier.
Two 20 V 400 Hz three-phase voltages used by both + 15V and -15 V stabilized power
supplies 1. These two DC voltages supply the STABILATOR and AUXILIARY channels, including the
various associated position potentiometers and the electronic circuits associated with PITCH and ROLL
rate gyros.
(b) Channel 2
14 V 400 Hz reference voltage for 1st line test equipment
26 V 400 Hz voltage, used after rectification for rate gyro precession during integrated test.
14 V 400 Hz reference voltage for demodulation of rate gyro voltages on YAW damper.
This voltage is also used for 400 Hz safety system 2.
26 V 400 Hz voltage for time meter power supply.
Two 20 V 400 Hz three-phase voltages used by both +15V and -15 V stabilized power
supplies 2. These two DC voltages supply the RUDDER, ARTHUR and SHOCK-CONES channels,
including the various associated position potentiometers arid the electronic circuits associated with the
YAW rate gyro and the ANTI-SLIP accelerometer.
^02-77 Restricted
1-144
BREGUET AVIATION
MIRAGE F
48 C Flying a id amplifier
Power supply transformer rack

+ 15V(1).«- -*- +15V
- Power supply 1 26V^\_, -*- REF (Air data computer 17F)
-15V(l)-«- <- -15V
PITCH
26V'"V; -*- REF (Autopilot 39C)
and PITCH and ROLL motors -«. -7&- 26Vû Channel 1
PITCH detector 1 -«- Channel 1
ROLL
/îfF (Pitch and roll damper demodulation)
-26Vô 14VO_,
400 Hz safety system (1)
ROLL detector 1 -*_ ¥ A Fl
rate gyros o B F2
PITCH detector 2 -*- 14V^ -e> REF (REPETI TION démodula tion) Position potentiometer power supply
-26V'"V/ 40C PC F3
(STAB I LA TORS- A UXIL IARY servo-controls)
ROLL detector 2*+- -f_____3- 208V-400Hz
F12
20V^ Pwr.sup. 1+15V
Accelerometer STABILATOR and
Uj AUXILIARY channel
+ 15V(2)-*i -+- +15V Fll power supply
T - Power supply 2 20V\, Prw.sup. 1-15V
YAW
rate gyro
-15V(2)-«
Motor
- -*- -15V ______________
TT
To power supply safety systems
-7&- 26V^ F10 "
Detector 1~+- f__ZZr- 26V^\_,
-iW-
20Vo_, Pwr.sup. 2+15V LZZ] l I - RUDDER, ARTHUR
Detector 2 -*- C 26Vu [.and SHOCK-CONE
F9 channel power supply
20VO. Pwr.sup. 2- 15V * »»
Time meter 26V^\j Channel 2
Channel 2 Position potentiometer power supply
Heating resistor -*- flfF f Vatv damper demodulation) (RUDDER - ARTHUR - SHOCK-CONES)
14VO_j
400 Hz safety system (2)
50C 49 C °A F4 REF
«B F5 14VOj ~(TEST EQUIPMENT) 97 C
Rate gyro box Rate gyro transformer box Test display unit
41 C PC F6
+ 15V -15V
208V-400Hz Time
______} 26V^j *° meter
' 1 '
7esf voltage polarity
For rate gyro +28V Test circuit

26VO_>
42C precession +5.5 V po wer supply
F14 +5.5 Vtest
-*- AP safety system line power supply
INTEGRATED TEST CIRCUITS \
Channel 1 I
-*- 55C PITCH damper switch

F7 + 16 V power supply (+15 V 15 V power supply 1 safety system)
43C +.+ 20 V (twice) and + 10 V power supply (M and H repetition amplifier)

F8
+\r
Channel 2
54C SER VO reset button
-+- 56C IYAW damper/ANTl-SLIP switch

+ 16 V power supply (+15 V 15 V power supply 2 safety system)
-*- 57 C ARTHUR selector switch
F13 Shock-cone stop relay
FIGURE 21 GENERAL POWER SUPPL Y
AA
AVIONS MARCEL DASSAULT /" ->"<irvL MIRAGE F
BREGUET AVIATION^C?^-^*-^ . .,...,.,
(2) The two channels of the 400 Hz emergency system also supply the AC voltages required for rate
gyro operation, through transformers located in rate gyro transformer box 49C.
These voltages are as follows :
(a) Channel 1 (PITCH and ROLL rate gyro power supply)
26 V 400 Hz three-phase voltage supplying the rotor motors.

26 V 400 Hz voltage supplying detectors 1 .
26 V 400 Hz voltage supplying detectors 2.
(b) Channel 2 (YAW rate gyro power supply)

26 V 400 Hz three-phase voltage supplying the rotor motor.
26 V 400 Hz voltage supplying detector 1
26 V 400 Hz voltage supplying detector 2
26 V 400 Hz voltage supplying the time meter mounted on the rate gyro box.
B Power supply tapped from R1 = system (+ 28 V)
DC system 1 is divided into two channels. The circuits using the + 28 V voltage are as follows :
(1) Channel 1
Autopilot safety system line.

STABILATOR engagement circuits (The + 28 V voltage is fed to such circuits through PITCH
-
damper switch 55C located in cockpit).
- Both resetting circuits (The + 28 V voltage is fed to such circuits through PITCH damper
switch 55C located in cockpit).
- Stabilized power supply delivering a + 16 V voltage required for operation of + 15 V and 15 V
safety system 1 .
(2) Channel 2
Heating resistor located in rate gyro box 50C

-
-RUDDER engagement circuits (The + 28 V voltage is fed to such circuits through YAW
damper/ANTI-SLIP switch 56C located in cockpit).
- Both resetting circuits (The + 28 V voltage is fed to such circuits through YAW
damper/ANTI-SLIP switch 56C located in cockpit).
- Stabilized power supply delivering a + 16 V voltage required for operation of + 15 V and 15 V
safety system 2.
- ARTHUR servo-valve 74C (The +28 V voltage is fed to such a unit through ARTHUR selector
switch 57C located in cockpit).
- Shock-cone stop relay located in shock-cone amplifier.
- Integrated test circuits (The +28 V voltage is fed to such circuits through TEST switch located
on test display unit 97C. A stabilized power supply delivers a + 5.5 V voltage tapped from the +28 V
supply and intended for the circuits associated with integrated test system).
(3) Channels 1 and 2
Certain circuits use the + 28 V voltage of both channels, through «OR» circuits including diodes.
These circuits are :
three stabilized power supplies delivering three voltages (two + 20 V voltages and one + 10 V
-
voltage) required for operation of M and H REPETITION amplifier.
-Both resetting circuits (The + 28 V voltage is fed to such circuits through SERVO reset
button 54C located in cockpit).
AA
AVIONS MARCEL DASSAULT/L->~ir51v
BREGUET AVIATION^JÏF3^^»»^
MIRAGE F
3- POWER SUPPLY SAFETY SYSTEMS (figure 22)
with a safety system :

Each channel is provided
Power supply 1 safety system, associated with channel 1 and delivering the «Su 1 » information
-
I which is applied to STABILATOR safety systems and AUXILIARY servo-control safety systems.
- Power supply 2 safety system, associated with channel 2 and delivering the «Su 2» information
which is applied to RUDDER safety systems and AUXILIARY servo-control safety systems.
Both safety systems are similar. For instance, the power supply 1 safety system includes :
-A 400 Hz safety system, monitoring the power supply three-phase system value.
- A + 15V and 1 5 V safety system (A comparator is fed with these two DC voltages and is used
to check that such voltages remain comprised within applicable tolerance limits).
In the case where a «0 failure» information appears at the output of one of the above safety
systems for a time higher than the «t1» time constant of delay circuit D1, the failure is memorized
in memory M1 and the «Su 1» information becomes equal to 0. Memory M1 is restored upon each
resetting.
AA
BREGUET AVIATION
MIRAGE F
Pwr sup. 1
Fig. 21
Su 1
400 Hz Channel 1
STAB (Fig.9) and
AUX (Fig. 17)
safety systems
Automatic resetting (Integrated

test function)
(54C) SERVO reset button RESET 1
(55C) PITCH damper switch
(56C) YAW damper/ANTI-SLIP switch Power supply 1 safety system
TS
t06 Pwr sup. 2
I Fig. 21
Su 2
400 Hz RUD (Fig. 14) and
400 Hz Channel 2 -9>
safety systems AUX(Fig.17)
safety systems
Automatic resetting (integrated

test function)
(54C) SERVO reset button RESET 2
(55C) PITCH damper switch
Power supply 2 safety system

(56C) YAW damper/ANTI-SLIP switch
FIGURE 22 - POWER SUPPL Y SAFETY SYSTEMS AND RESETTING

AA
BREGUET AVIATION ^_u
fl_J>"^ru
^^
MIRAGE F
RESETTING
(Figure 22)
Resetting causes all the tripped safety systems which are held in «tripped» configuration through
memories (maintained-tripping safety systems) to be restored.
For safety purposes, resetting takes place on two independent lines «RESET 1 and RESET 2).
These two lines are provided inside STABI LATOR safety systems and RUDDE R safety systems so as to
allow such safety systems to perform their function in case a resetting line is fed with a permanent
signal.
The resetting signal is a pulse which appears on the lines when the following operations are
performed :
-energization of both aircraft emergency systems (400 Hz three-phase).

- resetting performed in cockpit (SERVO reset button 54C).
- STABILATOR engagement performed in cockpit (PITCH damper switch 55C).
- RUDDER engagement performed in cockpit (YAW damper/ANTI-SLIP switch 56C).
- automatic resetting during integrated test sequence.
AA
BREGUET AVIATION^.
HJ-^tT^. MIRAGE F
INTEGRATED TEST
An integrated test system permits automatic testing, from the cockpit, of the various safety sys¬
tems associated with the flying aids.
1- INTEGRATED TEST CONTROL AND DISPLAY
Integrated test control and display are performed by means of test display unit 97C located in the
cockpit. The test display unit includes the following :
A A switch, intended for test starting
B A digital indicator, provided with two seven - segment logic modules indicating the number of the
test in progress
Numbers 00 to 39 apply to flying aids tests.
Numbers 40 to 56 apply to autopilot tests.
The end of tests is indicated by number 88, which number allows the seven segments of the two
digital indicator modules to be checked.
Any interruption occuring at any number other than 35, 40 or 88 indicates that a failure has been
detected by one of the test series corresponding to the number displayed.
C - A «RESTART» button, allowing the automatic test to be continued after any interruption due to
failure detection
2 - TEST NUMBERING (figures 24 and 25)
Each test number displayed on the test display unit corresponds to a series of basic checks called
«sub-tests».
The sub-tests are also numbered but not displayed.
The correspondence between test numbers (displayed) and sub-test numbers is given in the
figures.
Sub-tests 00 to 65 are carried out twice in order to check safety systems in both directions
(NOSE-DOWN and NOSE-UP, LH and RH, + and -).
Test numbers 00 to 13 correspond to the first run of these 65 sub-tests.
Test numbers 20 to 33 correspond to the second run of tests.
NOTE : As octal coding is required by the test logic, sub-tests are numbered up to 76. But there are
in fact only 62 sub-test numbers.
AC
BREGUET AVIATION
MIRAGE F
TEST
EQUIPMENT
." TEST LOGIC
RECEPTION
l
Safety 4 7esf para Function i
Result
Interfaces Multiplexer interpretation
systems meters regrouping
I-
Functional
channels
INJECTION
1 97C Test display unit
Test switches Test injection Programmer

logic RESTART
OV
Switch
+ 5.5 V Test
switch pwr.sup.
±15V
Test
K1606
J 39C
*A
>A
Digital
(Test display
voltage
***
+28V
polarity^ Test
7esf circuit power supply +(No.39) (No.39)
*>
88
MP
>
l__ (
AP Test
^ start
+ 15V Test +28V Test + 5.5 V Test Autopilot
4 4
K1607
Hd 92C ~p±
Pt 28 High lift device
TEST
+15V~| servo unit
<-* + 5.5 V Test
Pwr.sup. 93C
-15VJ 2 power supply
Auto slat servo unit
JZ ^ +5.5 V Test
Fl3
FIGURE 23- INTEGRATED TEST SCHEMATIC 1

+28V (2)
AC
BREGUET AVIATION
MIRAGE F
TEST PARAMETERS (Pt)

O Light on
Light out
Û< Electrical mode or relay energized
1 Mechanical mode or rela y de-energized
/ ~ /syst. ) /syst. 1/syst. !/

Sub-test FUNCTIONS Pt Pt1 Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Sub-test
Digital test display Digital test display
No. Actions Checks 1 2 / 3 4 5 6 7. 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 No.
00 00 1st pass - Initial zero ing + 15V i
+ 00 00
20 00 2nd pass -15 V [ S - 00 20
01 21 01 Resetting All systems CORRECT ^fcr ^ LT Electr. Electr. <*&< ^- ^t^ -*^ apC 0 0 -^ ^ 01 01 21
POWER SUPPL Y 1 ( 4 14
02 22 02 400 Hz saf. syst. tripping Pwr. sup. saf. syst. action o ^t^ 02 02 22
03 Reset, through 400 Hz saf. syst. Pwr sup. syst. CORRECT 03
04 ±15 V pwr. sup. saf. syst. tripping Pwr. sup. saf. syst. action o -"*-~ 04
05 Resetting Pwr sup. syst. CORRECT l 05
POWER SUPPLY 2 5 14
Pwr. sup. saf. syst. action 0
03 23 06 400 Hz saf. syst. tripping ^1^ 06 03 23
07 Reset, through 400 Hz saf. syst. Pwr sup. syst. CORRECT 07
1
Pwr. sup. saf. syst. action o

10 ±15 V pwr. sup. saf. syst. tripping ^ 10
11 Resetting Pwr sup. syst. CORRECT 11
STABILATOR 1 2 4 6 7 8 9 10 14
^^ ^l^
04 24 12 STAB electr. (barrel 1)- LT
| LT Electr. Electr. 12 04 24
13 eto RHSTAB (barreH) STAB electr. (barrel 2) 0 ^" ^^ 13
14 eto LH STAB (barrel 2) STAB mech. o Oi. 0 ^ ^ Mech. Mech. ^*-- 14
15 Resetting STAB electr. (barrel 1) - ST ^z^ ^1^ ST Electr. Electr. 15

16 eto LH STAB (barrel 1) STAB electr. (barrel 2) o ^ ^^ 16
17 eto RHSTAB (barrel 2) STAB mech. o O o û- ^ Mech. Mech. ^^ 17
20 Resetting STAB electr. (barrel 1) LT ^ û- LT Electr. Electr. 20

RUDDER 3 5 11 12 13 14
05 25 21 RUD electr. (circuit 1) ^^ ^^

_*^ 21 05 25
22 e to cir. 1 (bellcrank saf. syst.) RUD mech. o o ^ ^ -*^ ^ 22
23 Resetting RUD electr. (circuit 1) ^^ ^T^ -*" 23
24 eto cir. 1 (er. lock 1 saf. syst.) RUD electr. (circuit 2) o ^T^ ^ >^ 24
25 e to cir. 2 (er. Jock 2 saf. syst.) RUD mech. 0 0 ^t^ ^4" -*-- ^ 25
26 Resetting RUD electr. (circuit 1) -^ ^-* ^^ 26
27 Pickoff co mp. tripping RUD mech. o o ^^ ^*> 27
30 Resetting RUD electr. (circuit 1) ^$f ^^ ^*> 30
AUXILIARY 14
06 26 31 Aux. saf. syst. CORRECT ^fc" 31 06 26

32 PITCH er. lock tripping Aux. saf. syst. action ^ 32
33 PITCH pickoff comp. tripping Aux. saf. syst. action ^ 33
34 ROLL er. lock tripping Aux. saf. syst. action -^ 34
35 ROLL pickoff comp. tripping Aux. saf. syst. action î^ 35
36 Aux. saf. syst. CORRECT

,.
x*^ 36
FIGURE 24 - INTEGRATED TEST- TABLE 1
AC
BREGUET AVIATION
O Light on TEST PARAMETERS (Pt)
Light out
Electrical mode or relay energized
Mechanical mode or relay de-energized

/ £ / . .- /svst. 1 /svst. 1 /syst. 1 / * / { / 7
FUNCTIONS I Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt pt pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt Pt
Digital test display Sub-test No. Sub-test No. Digital test display
Actions Checks l !2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28^ 29
PITCH SAFETY SYSTEMS l 4 16 27
07 27 37 Rate gyro precession Saf.syst. 1 and 2 SA TISFA CTOR Y CORRECT 37 07 27
40 Rate gyro precession Saf.syst. 1 tripping - Precession FAIL. \ >=^-- 40
41 'Saf. syst. 2 tripping Saf.syst. 2 action o o 41
42 Resetting Saf. syst. 1 and 2 CORRECT CORRECT 42
ROLL SAFETY SYSTEMS ; 2 17 27
08 28 43 \Rate gyro precession Saf.syst. 1 and 2 SA TISFACTOR Y CORRECT 13 08 28
Rate gyro precession Saf.syst. 1 tripping - Precession
44 FAIL. ^£> 44
45 Saf.syst. 2 tripping Saf.syst. 2 action ,o 45
46 Resetting Saf.syst. 1 and 2 SA TISFACTOR Y CORRECT 46
YAW SAFETY SYSTEMS 2 3 5 18 27
09 29 47 Rate gyro precession Saf.syst. 1 and 2 SA TISFACTOR Y CORRECT 47 09 29
50 Rate gyro precession Saf.syst. 1 tripping - Precession FAIL. ^_W- 50
51 Saf.syst. 2 tripping Saf.syst. 2 action ;o 0 o 51
52 Resetting Saf.syst. 1 and 2 SA TISFACTOR Y CORRECT 52

RA TE G YRO ROTOR SPEED SA FETY S YSTEMS I 2 3 4 5
10 30 53 Tripping of 3 saf. :yst. Saf.syst. action o O O o O 53 10 30

ANTI-SLIP 25 26 29
11 31 54 ANTI-SLIP engaged ANTI-SLIP SA TISFACTOR Y ^^ ^ -^ 54 11 31
55 1st pass: R/H ANTI-SLIP R/H ANTI-SLIP CORRECT -^ -2-" 55

55 2nd pass : L/H ANTI-SLIP L/H ANTI-SLIP CORRECT -^~ *&- >^ 55
56 ANTI-SLIP trim failure ANTI-SLIP tripping >y 56
57 Resetting ANTI-SLIP CORRECT -^" *&- 57
RESERVE
12 32 60 60 12 32
61 61
62 62
63 63
64 64
l 2 3 4 5 6 7 9 10 11 12 13 19 20 21
13 65 1st pass - Test logic zeroising 65 13

33 65 2nd pass STABelectr.ibar. 1) -RUDelectr.fcir. h -^-* ^*-~ Electr. Electr. ^^ ^^ ^*-- 65 33
34 66 E to R/HSTAB(bar. 1)andRUD.(cir. 1) STABelectr.(bar.2) -RUDelectr.(cir.2l o O î^ >*&< ^ ^t^ ^fer 66 34
35 67 AP connection AP connected APC _^- 67 35

PITCH AND ROLL TRIM SYSTEMS 20 21 28
36 70 R/H trim saf.syst. tripping Trim saf.syst. action ( 15V) O - 70 36

71 L/H trim saf. syst. tripping Trim saf. syst. action (+15 V) o + 71
72 NOSE- UP trim saf.syst. tripping Trim saf. syst. action ( 15V) 0 î^ - 72
73 NOSE-DOWN trim saf.syst. tripping Trim saf. syst. action (+ 15 V) O -^ + 73
l 2 3 4 5 6 7 8 9 10 11 12 13 14 15 19 20 21 22 23 24 27
37 74 STAB electr.(bar2). RUDelectr.(cir.2l o O Û- >^ <*&<^t^ <^- 74 37
38 75 Resetting All syst.CORRECTwith AP connectée >^ ^ LT Electr. Electr. *&- ^n^ î^ Xfcr ^^ APC ^tJ^- 60 oO ^ ^*-~ 75 38
39 76 AP TEST ENABLE I 1
76 39
FIGURE 25 - INTEGRA TED TEST -TABLE 2
AC
BREGUET AVIATION
3- INTEGRATED TEST PRINCIPLE (Figure 23)
The various safety systems are tripped either directly or through functional channels, using
voltages transmitted through test switches (injection). The following step consists in checking
(reception) that the tripping of each safety system has actually modified the electrical condition of
certain characteristic points of corresponding functional channel. These points are called «Test
parameters» (Pt).
An «AND» logic circuit is provided for each sub-test to regroup the various test parameters
required to check the function concerned (function regrouping). This circuit delivers a «CORRECT»
information when the test parameters it receives are in the conditions corresponding to correct
operation of the safety system concerned.
A Test logic operating principle
The test logic the circuits of which are located inside flying aid amplifier 48C, includes the
following :
A programmer, controlling the various integrated test phases.
- An injection logic, chronologically controlled by the programmer to trigger the various test
switches.
- A reception circuit, receiving the test parameters (Pt).
- A result interpretation circuit, determining if the sub-test is correct or incorrect.
- Power supply circuits proper to integrated test system.
The reception circuit includes the following :

(1) Interface circuits, allowing the test parameter voltages to be converted into voltages likely to be
used by T.T.L. logic circuits.
(2) Function regrouping circuits, consisting of «AND» logics and allowing the test parameters required
to obtain a test result to be regrouped for each test.
Test parameter regrouping is given for each function on figures 24 and 25.
(3) Multiplexer, which is a static selector. It receives chronological inquiries from the programmer for
each function regrouping. Upon each inquiry, it transfers to its output the logic information delivered
by the corresponding function regrouping circuit.
A simple example, using arbitrary numbering, is shown on figure 26 to illustrate above

sub-paragraphs 3.a.(2) and (3).
Programmer X inquiry
FR1
FR2
Multiplexer
FR3
r*iji
r4 &
1
FR4
Pllrf H
IT 'r
1
Multiplexer
FR5 output
& FR6
r>i
1 IO<=; .,
FR7
»»
FIGURE 26 - MUL TIPLEXER SCHEMA TIC

AA
AVIONS MARCEL DASSAULT L^^zT^
BREGUET AVIATION,cSF=jS*Q>
MIRAGE F
^5^-^ Restricted MANUAL 13
Function regrouping FR4 corresponds to a sub-test for which it is necessary to check that both
test parameters Pt4 and Pt14 are, for instance, in logic condition «1», after tripping of the corres¬
ponding safety system. When the multiplexer is fed by the programmer with an inquiry bearing on
function regrouping FR4, the logic status corresponding to FR4 then appears at multiplexer output.
If, at that time, the FR4 information representing the «Pt4.Pt14» logic product is in logic status
«1», a «SATISFACTORY» information represented by logic status «1» then appears at multiplexer
output.
The same process applies to an inquiry bearing on FR6 which regroups test parameters Pt14 and
Pt15.
The «SATISFACTORY» information appearing at multiplexer output is only a partial test result.
The sub-test will be considered SATISFACTORY provided that certain time requirements are met :
time at which the «SATISFACTORY» information appears and time during which it is present.
Such conditions are analyzed by the «result interpretation» functional circuit. This circuit deter¬
mines whether the sub-test concerned is SATISFACTORY or UNSATISFACTORY, depending on
multiplexer information and on time data supplied by the programmer.
The programmer is fed with the result of each sub-test. The following then takes place :
- sub-test SATISFACTORY : the programmer triggers the following sub-test ;
-sub-test UNSATISFACTORY : the test sequence is interrupted by the programmer and the
digital indicator stops on the test number corresponding to the series of sub-tests in progress.
Depressing «RESTART» button on test display unit 97C causes the following test to be trig¬
gered by the programmer and the automatic test sequence to be continued up to 39 (see «Autopilot
system» (section 13-2) for the rest of the integrated test sequence).
NOTE : If no failure is detected, digital display takes place up to 35 and then stops. Such an inter¬
ruption is an indication that the autopilot is to be connected by the operator. The automatic
test sequence is continued after autopilot connection.
Relay K1606 is actuated by the programmer at the end of the first run of sub-tests 00 to 65,
causing test voltage polarity to be reversed. The 65 sub-tests are then run again in an opposite direction.
The test circuits (test logic and test switches) and test display unit 97C circuits are supplied only
when the guarded switch on unit 97C is set to «TEST». Power supply circuits are grounded when the
switch is set to its other position («flight»). Therefore, inadvertent test system triggering is not to be
apprehended in flight.
B Description of test parameters
Test parameters (Pt) are represented as follows in the figures :
Example : Pt 4.
AC
AVIONS MARCEL DASSAULT L MIRAGE F
BREGUET AVIATION^C"'
If the «ELEV» light is out (relay K energized), we have : Pt4 = 1 .
If the «ELEV» light is on (relay K de-energized), we have : Pt4 =0.
The figures illustrating the characteristic points of test parameters concerned are indicated on the
following list of test parameters.
Pt DESCRIPTION REMARKS Fig.
1 «PITCH» light The information is tapped from light grounding 9

circuit.
2 «ROLL» light The information is tapped from light grounding 9
circuit.
3 «YAW» light The information is tapped from light grounding 14
circuit.
4 «ELEV» light The information is tapped from light grounding 9
circuit.
5 «RUD» light The information is tapped from light grounding 14
circuit.
6 STAB - Barrel 1 The information is tapped downstream of 9
relays K301a and K302a connecting servo-
amplifiers to torque motors (Barrel 1).
7 STAB - Barrel 2 The information is tapped downstream of 9

relays K301b and K302b connecting servo-
amplifiers to torque motors (Barrel 2).
8 STAB -LT or ST The information is tapped downstream of 9

relay K 1502 (located in M and H REPETITION
system) which, when energized, applies the
«STABILATOR engage» signal to solenoid
valve 2 (69C), therefore enabling long
travels.
9 STAB - OR failure The «OR» circuit should supply a «0» logic 9

(mech.) condition signal when STABILATORS are ope¬
rated in mechanical mode, following tripping
of bellcrank safety systems.
lO STAB - AND correct The «AND» circuit should supply a «1» logic 9
(mech.) condition signal when STABILATORS are ope¬
rated in mechanical mode.
11 RUD The information is tapped downstream of 14

relays K1301 and K1302 controlled by
RUDDER safety systems and controlling elec¬
trical operation of RUDDER.
12 RUD - Circuit 1 The information is tapped downstream of 14

relays K1303 connecting servo amplifier
to torque motor (Circuit 1).
13 RUD -Circuit 2 The information is tapped downstream of 14
relay K1304 connecting servo amplifier to
torque motor (Circuit 2).
AC
BREGUET AVIATION
MIRAGE F
Pt DESCRIPTION REMARKS Fig.
14 AUX - Safety relays The information is tapped downstream of relays 17

upstream of AP K501 and K502.Pt 14 also provides for checking
of simultaneous de-energization of both relays.
15 AUX - Safety relays The information is tapped downstream of relays 17

downstream of AP K503 and K504. Pt 15 also provides for checking
connected of simultaneous de-energization of both relays.
16 PITCH - Comparison The information is supplied by the comparator 7

after demodulation (safety system 1) which provides for checking
of similar PITCH damping voltages after
demodulation.
17 ROLL - Comparison The information is supplied by the comparator 8
of similar ROLL damping voltages after demodula¬
tion.
18 YAW - Comparison The information is supplied by the comparator 13
of similar YAW damping voltages after demodula¬
tion
19 AP connected The «AP connected» information is tapped down¬ 17
stream of relays K503 and K504.
20 «TRIM» light The information is tapped from light grounding 18

circuit
21 PITCH trim cutoff The information is tapped downstream of relay 18
relay 144C K1 106 (PITCH trim safety system).
22 Altitude (H) The information is tapped downstream of 20

mechanism : 0 H > 10,000 ft comparator.
23 Mach (M) The information is tapped downstream of 20

mechanism : 0 M < 0.4 comparator.
24 REPETITION cutoff The information is tapped from control circuit 20

relay of cutoff relay K1501.
25 R/H RUD trim The information is tapped downstream of relay 13M
200C enabling automatic trimming.
26 L/H RUD trim The information is tapped downstream of relay 13M

200C enabling automatic trimming
27 Rate gyro precession The information is tapped downstream of preces¬

sion relays controlled by test logic (not illus¬
trated on figures). The logic condition of this
information changes when one of the three preces¬
sion relays becomes energized.
28 ± 15 V Test The information is tapped downstream of the 23

relay controlled by test logic to change test
voltage polarity. The + 15 V voltage is applied
during first pass (sub-tests 00 to 65). The
15 V voltage is applied during second pass.
29 Anti-slip The information is tapped at the output of 13M
memory Ml (Trim failure).
AA
BREGUET AVIATION
MIRAGE F
(1) Detailed example of a check.
Let us consider sub-test 13, using figures 24, 6 and 9.

This sub-test is intended to check that STABILATOR servo-control electrical control is actually
shifted from barrels 1 to barrels 2 by STABILATOR safety systems in case bellcrank safety systems
(microswitches) have been actuated.
Action (injection) - See Figure 6
An error signal is applied to the servo amplifier corresponding to barrel 1 of the R/H
STABILATOR servo-control, through a test switch (TS). The servo -control, moves in the direction
determined by error voltage polarity, until the associated bellcrank microswitch opens. At that time,
electrical control is transferred to servo-control barrels 2 by STABILATOR safety systems.
Check (reception) - See Figure 9
Check that STABILATOR electrical control has been actually transferred to servo-control
barrels 2.
Such a result is ascertained through the following test parameters (Pt) :
-Pt 1 : «PITCH» light out.
-Pt4 : «ELEV» light on
- Pt 6 : STABILATOR control not transferred to barrels 1.

- Pt 7 : STABILATOR control transferred to barrels 2
Functional description of each sub-test.
Use the following figures for that description :

- Figures concisely summarizing all tests.
Figures mentioned in «ACTIONS (INJECTION)» column of following tables. These figures
illustrate the injection points of test voltages.
- Figures mentioned in test parameter list.
The drawing symbols only associated with test system are shaded on the figures.
Examples of drawing symbols used :
Pt16 / <m
\m? Test parameter 1 6.
TS.
Test voltage applied to a safety system through
t70
test switch (TS) during sub-tests 70 and 71 .
'37 /*!& Action on a circuit (through a means other than

....
t40 Iwssy test switch) during sub-tests 37 and 40.
Action on a circuit (through a means other than

Mt24 test switch) allowing the function to be set in
Mt25 condition during sub-tests 24 and 25.
AC
BREGUET
M
AVIATION^^BP^-c^^
MIRAGE
.........
F
lr>
^£^^^> Restricted MANUAL 13
C Check chronograms
There are two types of safety systems :
(1 )Maintained-tripping safety systems (Maintained-tripping represented by a memory on figures)

Example : Test 02 - Power supply 1 (Figure 22).
When tripped, such safety systems must be reset through an appropriate signal (resetting signal).
For each of these safety systems :

Check that tripping takes place upon application of test signal and that the safety system
-
concerned remains in that condition.
- Check that resetting takes place upon application of resetting signal and that the safety system
concerned remains in that condition.
The following chronogram therefore applies to both tripping and resetting checks :
t' t"
I I I
II I .
I 1 1 1 1 1 »» '
to ri T t2 t3 t4
to : Injection of test signal.
t' : Test result reading disabled to take circuit response time into account.
t" : Test result reading enabled (reading range).
tl : Beginning of reading range.
t2 : End of reading range.
Test interruption and test signal suppression in the case where CORRECT result is not
obtained within reading range.
T : Appearance of CORRECT result and suppression of test signal.
The «T» moment takes place sooner or later within reading range, depending on circuit
response time.
t3 : CORRECT result duration check.
If CORRECT result is maintained, next test is carried out.
t4 : If CORRECT result is not maintained, test is interrupted.
(2) Momentary-tripping safety systems

Example : Test 06 - AUXILIARY servo-control safety systems (Figure 17).
When tripped, such safety systems become reset as soon as the test voltage is suppressed (See
following chronogram).
f t"
r* »+* M
I I I
1 ' !
I 1 1 1-
to tl T t2
to .Injection of test signal
t' : Test result reading disabled to take circuit response time into account.
t: Test result reading enabled (reading range).
: Beginning of reading range.
t1
t2 : End of reading range.
Test interruption and test signal suppression in the case where CORRECT result is not
obtained within reading range.
T : Appearance of CORRECT result and suppression of test signal.
The «T» moment takes place sooner or later within reading range, depending on circuit
response time.
AA
BREGUET AVIATION
D - List of sub- tests
SUB TEST
ACTIONS (INJECTION) CHECKS (RECEPTION)
No.
00 1st pass : Test logic zeroing Test voltage polarity : +15 V

00 2nd pass :
Test voltage polarity : 15 V
01 Resetting through test logic All CORRECT :

Electrical STABILATOR control
(Barrel 1).
- Electrical RUDDER control
(Circuit 1).
- AUXILIARY safety system
indication :
CORRECT
- REPETITION systems correct.
- No rate gyro precession.
POWER SUPPL>M
02 Figure 22 - 400 Hz safety system Tripping of STABILATOR and

tripped through test switch (t02). AUXILIARY safety systems.
We have : Su 1 = 0.
03 Resetting of 400 Hz safety system. Resetting of STABILATOR safety

We have : Su 1 = 1 . systems
Resetting through 400 Hz safety syste m.
04 Figure 22 -+15 V and 15Vcompar a- Tripping of STAB I LATOR and

tor tripped through test switch (t04) AUXILIARY safety systems.
We have : Su 1 = 0.
05 Resetting through test logic. Resetting of STABILATOR safety

systems.
POWER SUPPL>(2
06 Figure 22 - 400 Hz safety system TriDpingof RUDDER and AUXI¬
tripped through test switch (t06) LIARY safety systems.
We have : Su 2 = 0.
07 Resetting of 400 Hz safety system Resetting of RUDDER safety systems

Resetting through 400 Hz safety
system.
We have :Su2= 1.
10 Figure 22 - + 15 V and - 15 V compj ra- Tripping of RUDDER and AUXI¬

tor tripped through test switch (t10). LIARY safety systems.
We have : Su 2 = 0.
11 Resetting through test logic. Resetting of RUDDER safety systems.
AA
AVIONS MARCEL OASSAUL MIRAGE F
BREGUET AVIATION
SUB
TEST ACTIONS (INJECTION) CHECKS (RECEPTION)
No.
STABILATORS
12 Electrical STABILATOR control with

LT (Barrel 1).
13 Figure 6 - An error voltage is applied Tripping of STABILATOR safety systems

to servo amplifier corresponding to causing electrical STABILATOR control
barrel 1 of R/H STABILATOR servo- to take place on barrel 2.
control through test switch (t13).
This causes a bellcrank microswitch to
open.
14 Figure 6 - An error voltage is applied to Tripping of STABILATOR safety systems,

servo amplifier corresponding to barrel 2 causing mechanical STABILATOR
of L/H STABILATOR servo-control through control to take place.
test switch (t14).
open.
15 Resetting through test logic (Figure 20). Resetting of STAB I LATOR safety systems.
Blinding of M < 0.4 comparator to switch Electrical STABILATOR control with
over to ST (blinding maintained during ST (BarreM).
sub-tests 16 and 17).

servo amplifier corresponding to barrel 1 causing electrical STABILATOR control
of L/H STABILATOR servo-control through to take place on barrel 2.
test switch (t16).
open.

servo amplifier corresponding to barrel 2 causing mechanical STABILATOR control
of R/H STABILATOR servo-control through to take place.
test switch (t17).
open.
20 Resetting through test logic. Resetting of STABILATOR safety systems.

Blinding of M < 0.4 comparator sup¬
pressed to switch over to LT.
RUDD ER
21 Electrical RUDDER control (Circuit 1).
22 Figure 14 - Blinding of error locks M3

and M4 through test switch (t22).
Figure 12 - An error voltage is applied to Tripping of RUDDER safety systems,

circuit1 servo amplifier through test causing mechanical RUDDER control
switch (t22). to take place.
open.
AA
BREGUET AVIATION
SUB
No.
RUDDER (Cont'd)
Electrical RUDDER control (circuit 1).
24 Figure 14 - Blinding of bellcrank Tripping of RUDDER safety systems,

safety systems (M1-M2) through test causing electrical RUDDER control
switch (t24) (Blinding maintained to take place on circuit 2.
during sub-test 25)
Figure 12 - An error voltage is applied

to circuit 1 servo amplifier through
test switch (t24). This causes error
lock 1 to operate.
25 Figure 12 - An error voltage is applied Tripping of RUDDER safety systems,

to circuit 2 servo amplifier through causing mechanical RUDDER control
test switch (t25). This causes error to take place.
lock 2 to operate.

Electrical RUDDER control (Circuit 1).
27 Figure 14 - Pickoff comparator is tripped Tripping of RUDDER safety systems,

through test switch (t27). causing mechanical RUDDER control
to take place.
Electrical RUDDER control (Circuit 1).
AUXILIARY SERVC)-CONTROLS
31 AUXILIARY safety systems reset.

32 Figures 16 and 17 - PITCH error lock Tripping of AUXILIARY safety systems.
is tripped through test switch (t32).
33 Figures 16 and 17 - PITCH pickoff Tripping of AUXILIARY safety systems.

comparator is tripped through test
switch (t33).
34 Figures 16 and 17 - ROLL error lock Tripping of AUXILIARY safety systems.

is tripped through test switch (t34).
NOTE : AUXI LI ARY safety systems are moiTientary-tripping safety systems.
35 Figures 16 and 17 - ROLL pickoff Tripping of AUXILIARY safety systems.

comparator 13 tripped through test
switch (t35).
36 AUXILIARY safety systems reset.
AA
AVIONS MARCEL DASSAULtJO^ >L MIRAGE F
BREGUET AVIATION ^^^_^-^w-
SUB TEST
ACTIONS (INJECTION) CHECKS (RECEPTION)
No.
PITCH SAFETY SYSTEMS
Figure 7 - Safety system 1 is provided to check that both rate gyro voltages are
identical after demodulation. Such a safety system is only used during test. A
precession signal is sent to rate gyros and then it is ascertained that the compa¬
rator playing the part of safety system 1 delivers a «CORRECT» information.
Then, safety system 1 is checked for operation by sending a precession signal
to rate gyros while suppressing one comparator input. The comparator should
deliver a «FAILURE» information.
The same procedure applies to ROLL and YAW safety systems 1.
37 Figure 7 - Rate gyro precession (t37). Safety systems 1 and 2 reset.
40 Figure 7 - PITCH rate gyro precession Tripping of safety system 1 .

(t40). Also check that rate gyro preces¬
Pitch 2 input of safety system 1 is sion has taken place.
suppressed through test switch (t40).
41 Figure 7 - Safety system 2 is tripped Tripping of safety system 2

through test switch (t41 ).
We have P DAMP = 0 in STABILATOR
safety systems (Figure 9).
42 Figure 7 - Resetting through test logic Safety systems 1 and 2 reset.
ROLL SAFETY SYSTEMS
43 Figure 8 - Rate gyro precession (t43). Safety systems 1 and 2 reset
44 Figure 8 - ROLL rate gyro precession Tripping of safety system 1
(t44). Also check that rate gyro preces¬

Roll 2 input of safety system 1 is sup¬ sion has taken place.
pressed through test switch (t44)
45 Figure 8 - Safety system 2 is tripped Tripping of safety system 2.

through test switch (t45).
YAW SAFETY SYSTEMS
47 Figure 13 - Rate gyro precession Safety systems 1 and 2 reset.

(t47).
50 Figure 13 - YAW rate gyro precession Tripping of safety system 1
(t50). Also check that rate gyro

Pitch 2 input of safety system 1 is precession has taken place.
suppressed through test switch (t50).
AA
SUB¬
No.
YAW SAFETY SYSTEMS (Cont'd)
51 Figure 13 - Safety system 2 is tripped Tripping of safety system 2

through test switch (t51).
RATE GYRO ROTOR SPEED SAFETY SYSTEMS
53 Figures 7, 8 and 13 - Tripping of PITCH, Tripping of STABILATOR and

ROLL and YAW rate gyro rotor speed RUDDER safety systems,
safety systems (t53).
NOTE : Rate qvro rotor speed safetv systems are momentary-tripping

safety systems. I
ANTI-SLIP
54 Figure 13M - Blinding of L/H U/C shock- ANTI-SLIP engaged.
strut microswitch and rudder AFU load
microswitch through test switch (t54)
(Blinding maintained during sub-tests 55
and 56).
Chopper oscillator is cut off through
test switch (t54) (Cutoff maintained
during sub-tests 55 and 56).
55 Figure 13M Accelerometer precession in

following directions (t55) :
1st pass : R/H ANTI-SLIP (+ 15 V test). R/H ANTI-SLIP
2nd pass : L/H ANTI-SLIP (- 15 V test). L/H ANTI-SLIP
56 Figure 13M - RUDDER trim safety Tripping of RUDDER trim safety
system is tripped through test switch system
(t56).
57 Resetting through test logic. ANTI-SLIP engaged.
65 1st pass : Test logic servicing
65 2nd pass :
- Electrical STABILATOR control
(Barrel 1).
(Circuit 1).
AA
BREGUET AVIATION^-
SUB
No.
66 Figure 6 - An error voltage is applied Tripping of STABILATOR safety

to servo amplifier corresponding to systems, causing electrical
barrel 1 of R/H STABILATOR servo- STABILATOR control to take
control through test switch (t66). place on barrel 2.
This causes a bellcrank microswitch
to open.
Figure 12 - An error voltage is applied Tripping of RUDDER safety systems,

to RUDDER circuit 1 servo amplifier causing electrical RUDDER control
through test switch (t66). This causes to take place on circuit 2.
error lock 1 to operate.
67 Connect the autopilot. Autopilot connected («AP connected»

voltage).
PITCH AND ROLL TRIM SYSTEMS
70 Figure 18 - ROLL trim safety system is Tripping of ROLL trim safety system
tripped through test switch (t70) - Test voltage polarity ( 1 5 V )
(R/H) (- 15 V test).
71 Figure 18 - ROLL trim safety system is Tripping of ROLL trim safety system
tripped through test switch (t71 ) - Test voltage polarity (+15 V )
(L/H) (+ 15 V test).
72 Figure 18 - PITCH trim safety system is Tripping of PITCH trim safety system
tripped through test switch (t72) - Test voltage polarity ( 15 V)
(NOSE-UP) (- 15 V test).
73 Figure 18 - PITCH trim safety system is Tripping of PITCH trim safety system
tripped through test switch (t73) - Test voltage polarity ( + 15 V)
(NOSE-DOWN) (+ 15 V test).
NOTE , PITCH and ROLL trim safetv svste ms are momentary-tripping safety systems.
74 Last check of emergency systems,

i.e :
taking place on barrel 2.
- Electrical RUDDER control taking
place on circuit 2.
75 Resetting through test logic. All CORRECT with autopilot connected :

taking place on barrel 1.
taking place on circuit 1.
- Autopilot connected.
- REPETITION systems correct.
- No rate gyro precession.
76 Autopilot test enable.
AA
BREGUET AVIATION
| MANUAL CONTROL A UTOMA TIC CONTROL
Normal Optional i Partial failures Normal Optional
Electrical mode Electrical mode

Mechanical mode ^^"^ Mechanical mode ^^^ Mechanical mode ^^^
STA B^Êlectrical STABÊlectrical Mechanical mode
STAB - RUD STAB - RUD RUD^^Bectrical on 3 axes With AN Tl -SLIP Without ANTI-SLIP
With ANTI-SLIP Without ANTI-SLIP ^^^ mode ^^"^ mode ^^^ mode
^<^ RUD + ANTI-SLIP ^^ RUD ^^ STAB
PI TCH damper switch On On ! Off Off On Off On On PITCH damper switch
i .
YAW damper/ANTI-SLIP switch YAW damper ANTIS LIP YAW damper Off Off ANTI-SLIP YA W damper YAW damper/ANTI-SLIP switch
ANTI-SLIP
Autopilot AP connected AP connected Autopilot
Locked Locked ! Locked Locked Locked Locked Unlocked Unlocked Pitch auxiliary servo -control
Pitch auxiliary servo-control Mechanical control
Mechanical control Mechanical control Mechanical control Mechanical control Mechanical control Electrical control Electrical control (PAS)
(PAS) (contrul stick) (control stick) (control stick) (control stick)
(control stick) (control stick) (AP pitch channel) (AP pitch channel)
Roll auxiliary servo-control Locked Locked Locked Locked Locked Locked Unlocked Unlocked Roll auxiliary servo-control
Mechanical control Mechanical control Mechanical control Mechanical control Mechanical control Mechanical control Electrical control Electrical control (RAS)
(RAS)
(control stick/ (control stick) (control stick) (control stick) (control stick) (control stick) (AP roll channel) (AP roll channel)
j
Electrical control Electrical control Mechanical control Mechanical control Electrical control Mechanical control Electrical control Electrical control
Stabilator servo-controls p P DAMP (PAS) p + P DAMP + R DAMP p + P DAMP + R DAMP Stabilator servo-controls
p P DAMP p P DAMP (PAS)
1
(PAS)
i
Stabilator bellcranks Unlocked Unlocked Locked Locked Unlocked Locked Unlocked Unlocked Stabilator bellcranks
Electrical control Electrical control Electrical control

Electrical control Electrical control Electrical control Mechanical control Mechanical control
Rudder servo-control Pilot + Y DAMP AP rudder channel + AP rudder channel Rudder servo-control
Pilot + Y DAMP Pilot YDAMP ANTI-SLIP Pilot YDAMP Rudder pedals Rudder pedals
+ ANTI-SLIP Y DAMP + ANTI-SLIP + Y DAMP
Rudder bellcrank Unlocked Unlocked Unlocked Unlocked Locked Locked Unlocked Unlocked Rudder bellcrank
Automatic pitch trim system Operating Operating Automatic pitch trim system
Automatic roll trim system Operating Operating Automatic roll trim system
FIGURE 27 -SUMMARY TABLE OF VARIOUS AIRCRAFT CONTROL MODES

AA
11-73 Restricted 1-16 6 FIGURE 27 1-166 FIGURE 27 1-166
BREGUET AVIATION û
INTEGRATED TEST SYSTEM PARTICULARS
When no autopilot is installed, the integrated test is interrupted at test numbers 06 and 26. The
test is continued by depressing the «RESTART» button. Test completion takes place normally at test
number 35.
AA
AVIONS MARCEL DASSAULT L^-^zTV^
BREGUET AVIATION .^^F^J^"^
MIRAGE F
TROUBLE SHOOTING OF FLIGHT CONTROL ELECTRONICS
1 - PRINCIPLE
Trouble shooting of flight control electronics is performed by means of the flight control trouble
shooting unit.
This unit provides for the following :

- utilization of integrated test sequence related to safety systems
- checking of functional channels.
The trouble shooting procedure consists in starting an integrated test sequence whatever the failure
reported may be.
Should the integrated test sequence be interrupted by the failure, the operator will refer to the
corresponding trouble shooting sheet, depending on the indications given by the test display unit.
Should the integrated test sequence be not interrupted by the failure, the operator will refer
to the inspectionsheets covering the channel concerned (see overall check of flight control electronics),
depending on the indications given by the pilot.
Once a defect is noticed, its cause is either detected or confirmed by means of the following
equipment :
-trouble shooting unit (flying aids amplifier failure),

- meter (aircraft wiring failure)
- set of cut-off boxes (peripheral unit failure or faulty connection between peripheral unit and
other equipment items).
After replacement of the faulty component, the operator should check the channel concerned and
the integrated test sequence for proper operation (doors closed).
CAUTION :
TAKE ALL SAFETY MEASURES APPLICABLE TO THE SYSTEM CONCERNED (SEE 01-0)
IN THE CASE WHERE TROUBLE SHOOTING OPERATIONS ARE TO BE PERFORMED (USE
OF TEST EQUIPMENT, REPLACEMENT AND REMOVAL/INSTALLATION OPERATIONS).
- Flight control trouble shooting unit MEM 028-34, including :
-test set 091.108-32,

- accessory kit 091 .1 16-31
-Meter M EC 084.
- Set of cut-off boxes MET 064.
- Hydraulic power supply.
- 1 15-200 V/400 Hz electrical power supply.
3- UTILIZATION OF FLIGHT CONTROL TROUBLE SHOOTING UNIT MEM 028
A Constituent items
The flight control trouble shooting unit consists of two units : one test set and one accessory kit,
which are to be used as described hereafter.
AE
AVIONS MARCEL DASSAULT ' /V£ MIRAGE F
B Utilization of test unit
(1) Connection
Three electrical receptacles (S34-S35-S36) are provided for connecting the test unit to the test
connectors of flying aid amplifier 48C, using the test cord.
(2) Checking of functional channels
(a) Stimuli
The «STIMULI» function generator includes :

- A «WAVE FORM» selector (SW3), associated with stepping signal polarity selector switch SW7.
- A «FREQUENCY» selector (SW4) (0.1 to 2 Hz).
- An «AMPLITUDE» rheostat (R1) (Stimulus adjustment).
This generator is protected through fuse F1 and is controlled from «ON-OFF» switch SW8.
The Stimulus is then injected to the channel to be checked through «CHANNEL SELECTION»
switch SW5 and switch SW2 (RUDDER channel).
NOTE : Generator
tripping takes place each time switch SW5 is set to a position. Resetting takes place once
switch SW8 is set to «OFF» (tripping self-holding circuit disabling).
The operator is then compelled to perform new generator calibration for the next channel to
be checked.
(b) Measurements
Measurements are taken by means of both selector switches SW6 and SW19 which are used to
direct the signals to be measured to the voltmeter.
This voltmeter is provided with a central zero point and two graduated scales :
- upper scale : - 100 to + 100 %
- lower scale : 3 to + 3 V.
The «SENSITIVITY» switch (SW1) is used to select voltmeter sensitivity.
Switch SW28 allows AC or DC signals to be measured.
Sockets E1, E2, E3, E4, E5 and E6 are used, if required, to take certain measurements wanted
by the operator.
- Sockets E1 and E6 allow any signals selected through SW5,SW6andSW19 to be measured with
accuracy. Only good-quality instruments with high input impedance (Z > 10 megohms) should be
connected to these sockets.
- Sockets E2 and E5, which are connected in parallel with the voltmeter, can be used with all
measuring instruments. For instance, they can be used to watch the shape of the selected signal on an
oscilloscope.
- Sockets E3 and E4 are connected to the output of the «STIMULI» function generator, directly
after fuse F1 and «ON-OFF» switch SW8
AC
BREGUET
[LJ>-tV<
AVIATION^cP=^<«
MIRAGE F
^C**^*^ Restricted MANUAL 13
(c) Miscellaneous controls
The «off» position of all switches is the upward position.
Throwing one of these switches to its downward position causes the associated function (indicated
by switch labelling) to be selected.
Switch SW9
Grounding of «pitch damper» output.
Switch SW10
Grounding of «yaw damper» and «antislip» outputs.
Switch SW1 1
Grounding of PITCH, ROLL and RUDDER autopilot inputs.
Switch SW1 2
Application of 1 5 V to vibrators, causing the latter to stop operating.
Switch SW1 3
Shorting of rudder AFU microswitch and LH U/C shock strut microswitch.
Switch SW 14
Shorting of PITCH releasable bellcrank long-travel and short-travel microswitches and associated
electrically-operated selector valve pressure switch.
Switch SW1 5
Shorting of RUDDER releasable bellcrank microswitches.
Switch SW1 6
Direct energizing of PITCH and ROLL auxiliary servocontrol solenoid valves.
Switch SW1 7
Self-testing of air data computer, causing the! computer to be positioned at :
M = 0.81 8 and H = 23,380 ft.
Switch SW1 8
Ground providing for AP MACH > 1.05 configuration.
Button SW20
Depressing this button causes the following cross-connections to take place between channels :
- servo amplifier 1/torque motor 2 (RH and LH STABILATORS and RUDDER),
- servo amplifier 2/torque motor 1 (RH and LH STABILATORS and RUDDER),
- + selector valve 1 /selector valve 2 (STAB I LATORS),
- + selector valve 2/selector valve 1 (STABILATORS).
AD
BREGUET AVIATION,^. "'^J^f
w tf ~>
MIRAGE F
^. Restricted MANUAL 13
It substitutes the + 28 V test voltage for the + 28 V (C1 and C2) voltage for PITCH and YAW
damper engagements so as to prevent the aircraft from flying with crossed channels.
Channel crossing therefore allows the main items of one channel (channel 1) to be substituted for
those of another channel (channel 2) so as to provide for trouble shooting cross-checks
Light DS1 :
This light comes on to indicate channel crossing.
Light DS3 and button SW25 («RESET») :
The pickoff 1 and pickoff 2 signals are compared in each channel (as selected through SW5).
Light DS3 comes on when the difference in voltage remains hiqher than permissible threshold
value for a given time (for instance this allows pickoff noises to be detected). Such an illumination,
which is memorized, is washed out by means of switch SW25.
Switch SW26 :
This switch allows the test unit to be supplied from system 1 or 2 (400 Hz three-phase AC and
28 V DC powers).
The application of such powers is indicated by lights DS49, DS50, DS51 and DS52 coming on.
Any missing phase will cause both associated lights to go out.

Button SW27 :
This button is connected in parallel with «SERVO» button 54C (Servo reset).
Button SW29 :
This button allows the vibrator voltage to be measured, by incorporating in measurement circuit,
a filter eliminating residual AC voltages.
(3) Utilization of integrated test system
The integrated test sequence is started in the cockpit by means of test display unit 97C.
During that sequence, the sub-test numbers (00 to 76) are displayed on the test unit «SUB TEST»
indicator (DS2).
Should the test sequence be interrupted, refer to the trouble shooting sheet corresponding to the
sub-test number displayed, taking into account the condition of lights DS4 to DS30 (on or out).
The following is at operator's disposal for trouble shooting purposes :

«RESTART» button SW23, allowing the integrated test sequence to be restarted when it has
been interrupted. Such a restart is performed in either «MANUAL» or «NORMAL» mode (depending
on the position of switch SW22), and with either the «TEST», «SUB-TEST» or «REPEAT» sequence
selected (depending on the position of switch SW24).
- «BACK STEP» button, having an action only in the case where switch SW22 is set to
«MANUAL». In that case, it allows sub-tests already carried out to be selected again when the
integrated test sequence is being interrupted. Each action on button SW21 allows the former sub-test to
be selected.
(4) Utilization of lights (six columns)

(a) Integrated test system not operating
There are two cases of light illumination logic :
- Light on when the function test result is «FAILURE»
- Light on when the function test result is correct «FUNCTION».
AC
BREGUET AVIATION
From left to right :

- 1st column lights on : «FAILURE»
- 2nd column lights on : «FUNCTION»
- 3rd column lights : always out
- 4th column lights on : «FAILURE»
- 5th column lights on : «FUNCTION»
- 6th column lights on : «FUNCTION»
(b) Integrated test system operating
Test parameters are displayed by the first three columns of lights.
Steady illumination of one or several light(s) in these columns only takes place when the
integrated test sequence is being interrupted.
Such an illumination indicates that the condition of the parameter corresponding to the
illuminated light is not correct for the sub-test concerned.
This sub-test is displayed on indicator DS2.
The sub-test number and defective test parameters allow the operator to consult the trouble¬
shooting sheet covering the anomaly noticed.
The 4th, 5th and 6th column lights operate in the same manner (integrated test system operating
or not).
NOTE : This explanation clearly indicates that, the repetition of cockpit failure warning panel
indications through lights DS4 and DS9 is only valid when the integrated test system is not
operating.
C Utilization of accessory unit in aircraft
Only the «A.D.C. SETTING» section is being used.
(1) Connection
Electrical receptacle P52 is provided for connecting the accessory unit to the air data computer
test connector, using the «air data computer» cord.
(2) Controls
An «ON-OFF» switch (SW54) is provided to allow a given airspeed and a given altitude to be
simulated through two control components.
Each of these control components is provided with a dial graduated in :
- Mach number (M) for the airspeed (MACH),
- veet (ft) for the altitude (Hp).
CAUTION
FOLLOWING ALTITUDE AND AIRSPEED SIMULATION, GENTLY BRING THE ALTITUDE
AND AIRSPEED GRADUATED DIALS OF THE ACCESSORY UNIT BACK TO ZERO BEFORE
SIMULATION IS INTERRUPTED BY SETTING SWITCH SW54 TO «OFF».
AE
AVIONS MARCEL DASSAULT L-^-^^v
BREGUET AVIATION ^dZ^-JZ-C^
/V\II\M\_7C
.,..,,,.,
I
, -,
4- UTILIZATION OF MEASURING UNIT MEC 084
A General
The measuring unit has the same locating and installation characteristics as flying aid amplifier
48C.
B- Utilization
The unit is installed instead of the flying aid amplifier and provides for testing of aircraft system
(electrical connectors).
5- UTILIZATION OF DISCONNECTING BOXES (SET MET 064)
A Constituent items
The set of disconnecting boxes consists of 19 boxes :
one box MEC 065, with 3-contact inverted plugs

- two boxes MEC 066, with 6-contact plugs
- two boxes MEC 067, with 6-contact inverted plugs
- two boxes MEC 068, with 6-contact inverted plugs (codes W)
- two boxes MEC 081, with 10-contact plugs
two boxes MEC 069, with 10-contact inverted plugs
- one box MEC 070, with 10-contact plugs (code W)
- one box MEC 071, with 10-contact inverted plugs (code W)
- one box MEC 072, with 19-contact plugs
- two boxes MEC 073, with 19-contact inverted plugs
- one box MEC 074, with 32-contact plugs
- one box MEC 075, with 32-contact plugs (code X)
- one box MEC 076, with 41 -contact plugs.
NOTE : Considering that the electrical receptacles fitted to the equipment items and provided with
male contacts are «normal» receptacles, those provided with female contacts are called
«inverted» receptacles:
The disconnecting box plugs to be connected to such «inverted» receptacles are called
«inverted» plugs.
B- Utilization
The set of disconnecting boxes allows access to be gained to ail D.E.D. equipment items.
It provides for the following :
- Testing of all equipment item input and output data and checking of wiring.
AC
AVIONS MARCEL DASSAULT L>^z7S^
BREGUET AVIATION ^^=^^
MIRAGE F
6 - PREPARATION OF TROUBLE SHOOTING UNIT
A Installation
-THE AIRCRAFT SHOULD BE STANDING ON ITS WHEELS WITH SLATS AND FLAPS
RETRACTED.
- Remove air intake blanking covers.

- Place the test unit (cover removed) on a working bench located on RH side of aircraft.
- Check and reset (if required) the measuring instrument.
- Remove the test cord from the accessory unit.
B Connection
CAUTION :
BEFORE PERFORMING ANY CONNECTION, CHECK THAT ALL TEST UNIT SWITCHES
ARE PLACED IN UPWARD POSITION (OFF).
-Open equipment bay door 13-00.

-Using the test cord, connect the «TEST UNIT» to the «FLYING AID AMPLIFIER». Make sure
that connectors S34, S35 and S36 are connected properly.
CAUTION :
THE TEST CORD SHOULD BE LOCATED AWAY FROM SLATS AND SHOCK-CONES.
- Connect the external electrical power receptacle.

- Connect the hydraulic power supply to systems 1 and 2.
CAUTION :
TAKE ALL SAFETY MEASURES APPLICABLE TO SYSTEM CONCERNED (See 01-0).
C Operation
- Energize the aircraft electrical system.

- Apply pressure in hydraulic systems.
7- PRELIMINARY CHECKS
- In the cockpit, check controls for proper hydraulic operation (control stick and rudder pedals).
- Switch on the gyro center.
- Check that the flag has disappeared from the spherical indicator.
- Set the pitch damper switch to «PITCH».
- Set the yaw damper/anti-slip switch to «ANTI-SLIP».
- Set the «NIGHT-DAY» lighting selector switch to «DAY».
AC
BREGUET AVIATION
MIRAGE F
8 - TROUBLESHOOTING
A Trouble shooting
A failure being reported by the pilot, the operator shall proceed as follows :
(Optional)
Preliminary check
sheet (VP)
Inspection sheet
Cross check sheet
AC
07-76 Restricted 1-207 1-207
AVIONS MARCEL DASSAULT__>'iirVL.
BREGUET AVIATION ^dZ^^^^
MIRAGE. F
_
B Starting of integrated test sequence
CAUTION :
DO NOT PERFORM ANY OTHER OPERATION DURING INTEGRATED TEST.
Before starting the automatic test sequence :

- check the hydraulic fluid in the systems for condition (bleed if required).
- reset (SW27).
- allow 5 seconds to elapse and check condition of lights DS4 to DS57.
(1) Condition of lights
- 1st column (DS4 to DS12) : DS10 on.

- 2nd column (DS13 to DS21) : DS13 and DS16 on.
- 3rd column (DS22 to DS30) : Ail out.
- 4th column (DS31 to DS39) : All out.
- 5th column (DS40 to DS48) : All out.
- 6th column (DS49 to DS57) : DS49 to DS53 and DS55 on.
If the above configuration is obtained, start the test sequence from the beginning.
(2) Starting of complete test sequence (from the beginning).
Switches SW22 and SW24 are respectively set to «NORMAL» and «SUB-TEST».
Set the test display unit switch (in cockpit) to «ON» :

-the automatic integrated test sequence takes place.
-the sub-test numbers are displayed on DS2.
- light DS48 comes on from test 20 (2nd-pass test). Sub-test numbers start again from 00.
The sequence is interrupted at sub-test 67 (test 35).
Connect the autopilot and engage the altitude hold function ; the test sequence takes place up to
the end.
DS2 displays «76» and the test display unit «88».
(3) Starting of a test sequence from the first sub-test of a test series.
Set SW22 to «MANUAL» and SW24 to «TEST».

-
Set the test display unit switch (in cockpit) to «ON». DS2 displays «00».
-
- Depress «RESTART» button (SW23) as many times as necessary to display the desired sub-test
number on DS2.
- Set SW22 to «NORMAL» and SW24 to «REPEAT».
- Depress «SAFETY RESET» button (SW27) and wait 10 seconds.
- Depress «RESTART» button (SW23) ; the automatic test sequence takes place from the sub-test
number selected.
AB
BREGUET AVIATION __
JLJ^t'M.
_ ,
MIRAGE F
(4) Interruption of test sequence at a sub-test number other than 67 or 76.
A sequence interruption is due to flying aid amplifier failure.
The sub-test number (displayed on DS2) and the illumination of one or several light(s) allow
corresponding trouble shooting sheet to be referred to.
The instructions given on that trouble shooting sheet contain certain steps which may require
several operations :
Restart :
- SW24 to «SUB-TEST».
- depress «RESTART» button SW23.
- in «NORMAL» mode, the test is restarted from the following sub-test.
- in «MANUAL» mode, the test continues with the next sub-test.
Reset :
- depress «SAFETY RESET» button SW27.
Repeat :
-SW22 to «MANUAL» and SW24 to «REPEAT»,

wait 10 seconds.
- restart (the sub-test is repeated).
Repeat in «NORMAL» mode :
- SW22 to «NORMAL» and SW24 to «REPEAT».

- wait 1 0 seconds.
- restart (the sub-test is repeated and the test sequence starts again if this sub-test is correct).
Revert :
-SW22 to «MANUAL».
- depress « BACK STEP» button SW21 (the test reverts to preceding test).
Cross channels :
- depress button SW20 (light DS1 comes on).
Uncross channels :
-light DS1 is on.

- depress button SW20 (light DS1 goes out).
Interrupt test :
- set the test display unit switch to «OFF».
AC
AVIONS MARCEL DASSAULT JLJ>~tz^±
BREGUET AVIATION ^^P^^^^
MIRAGE .
F
C Trouble shooting sheets (See following flowcharts)
Trouble shooting sheets are classified in accordance with increasing sub-test numbers.
If several failure configurations exist for a given sub-test number, a summary is given to help the
operator to find the sheet corresponding to the aplicable failure configuration.
A check is performed after each component replacement (starting of an integrated test sequence).
D Preliminary check sheets (VP) (See flowcharts before trouble shooting sheets)
As preliminary check sheets (VP) are not common to all trouble shooting sheets, the instructions
in them will be carried out only if one of these trouble shooting sheets requires it.
In themselves, they constitute trouble shooting «sub-sheets». If one of these sheets requires
replacement of an element, a check is performed (starting of an integrated test sequence).
E Inspection sheets (See overall check of flight control electronics)
As the integrated test only applies to safety systems, it is sometimes necessary to refer to the
inspection sheets to detect a failure. This results in checking the defective component through
appropriate means and in replacing such a component.
A complete check of repaired channel is performed after each component replacement.
NOTE : Power supplies should be checked (Sheet 0, paragraphs 1 and 2) before using the inspection
sheets.
F Cross check sheets (LD) (See flowcharts after trouble shooting sheets).
When trouble shooting does not permit to find exactly which component among several ones is
defective, cross check by substitution process.
The trouble shooting sheet lists the units likely to be defective, in a preferential order for
substitution.
9- FINAL STEPS
- Set all test unit switches to off position.

- Switch off gyro center.
- Stop hydraulic and electrical power supplies.
- Disconnect test unit .
- Close doors.
- Reinstall air intake blanking covers.
- Perform integrated test (See 13-0).
AC
05-85 Restricted 1-211 M
REGUET AVIATION
MIRAGE F
Preliminary checks
(1) VP1 sheet
COMPARISON OF PICKOFFS
Watch light DS3, while setting
SW5 to the position (s)
defined by the displayed
sub-test
Seetrouble
Check wiring shooting
between amplifier sheet again
48C and pickoffs
of the channel
selected by SW5
No Yes
Replace the unit

Remedy supporting the
defective pickoff
I Checks
I
AA
11-75 Restricted 1-211Q
BREGUET AVIATION
MIRAGE F
(2) VP2 sheet CHECK OF PICKOFF ADJUSTMENT
In cockpit, set to mechanical

configuration through
«engage switch»
I
SetSW6/3
SW28M
SW1/300mV
SWS to the
position(s) defined
by the displayed
sub-test
Yes No
L 1
Check wiring between Reengage in
amplifier 48C and the pickoffs cockpit
of the channel selected by SW5
See trouble shooting

No Yes sheet again
I I
Remedy Adjust pickoff s
Yes No
1
Replace the unit
supporting
the pickoff
I
Checks
AA
BREGUET AVIATION
MIRAGE F
(3) VP3 sheet
CHECK OF G YRO ROTORS
See trouble shooting Cross check sheet

sheet again 50C - 49C -
» aircraft wiring
1
Checks
AA
11-75 Restricted 1-211W
BREGUET AVIATION
Aw'* MIRAGE F
No display
Digital display not available Digital display not available

in cockpit and available on test set in cockpit and on test set
I
A/C system failure
(wiring or unit 97C)
Absence of + 5.5 V Test
Cross channels
Yes
I
Replace amplifier 48C
A/C system failure

Replace fuse F13
(wiring or unit 97C)
Check wiring between

amplifier 48C and unit 97C
L 1
Remedies Replace unit 97C
1 JJ
Checks
AA
BREGUET AVIATION îr
Interruption at any sub-test

DS 4 to DS 30 out
I
Starting of new integrated
test sequence
I
Inspection sheet Revert to the 1st sub-test
corresponding to the of failed test
function defined by
the sub-test number
I I
Repeat
Failure detection
I
Yes
Remedy
Restart in «MANUAL» mode while watching

condition of DS lights at each sub-test
No Yes
See interruption at
this sub-test
Checks
I
AA
BREGUET AVIATION
MIRAGE F
Interruption at 00
I
Interruption at 01
I
Lights on
_ LIZI i
DS6
DS12 DS20 DS21 DS4 DS7 only Other cases
hzhzj
See See See
I
Restart
up to
r~^
Restart
up to
Restart
up to
interruption interruption interruption sub-test sub-test sub-test
at 01/1 at 01/2 at 01/3 12 21 43
i i i_
Restart test
Repeat in Normal mode (sequence will stop at
another sub-test)
AA
BREGUET AVIATION
MIRAGE F
Interruption at 01/1
(1st pass)
No Yes
I
A/C system failure
(U/C microswitch line)
Replace amplifier 48C Remedies
I I
Checks
(2nd pass)
I
A/C system failure
(Air data computer 17F)
AA
BREGUET AVIATION
MIRAGE F
I
DS20on
(Pt22)
V
SW17 to "ADC TEST"
V
Allow 40 seconds to elapse -
(approx.)
No Yes
Test air data comp.

using button on air data Allow 10 seconds to elapse
(approx.)
comp. 17F
ï
Allow 40 seconds to elapse
ï
(approx.) SW17to «OFF»
Yes No
Failure of amplifier
Replace air data comp. 17F Repeat in «NORMAL» mode
48C or A/C syst.
T
Cross check
I
Checks
AC
11--75 Restricted 1-216
AVIONS MARCEL DASSAULT /_-^~_r
BREGUET AVIATION ^^ "^
MIRAGE F
Restrlcted MANUAL 13
DS 21 on
(Pt23)
SW17 to "ADC TEST'

(approx.)
No Yes

(approx.)
I
SW17 to «OFF»
Replace air data comp. 17F No Yes
I
Failure of amplifier
1
Repeat in
48C or A/C syst. «NORMAL» mode
Cross check
I Checks
AC
BREGUET AVIATION
Interruption at 02 to 11
without interruption at 01
I
I
Checks
Interruption at 12
\
Lights on
1
1 1 , t
OS 15 DS4, 13, 14 DS 4. 5, 13
(Pt8) DS13(and)DS14
(Pt6) or (Pt7) (Pt 4. 6, 7) (Pt4, 1,6)
Barrel 2 Mechanical
DS27(and)DS26
(Pt 9) or (Pt 10) configuration configuration
7 * I \
See interruption See interruption
at 12/1 at 12/2
I
Checks
AA
AVIONS MARCEL DASSAULT/ V* M MIRAGE F
BREGUET AVIATION^ ., ';_-<" ~s
(Barrel 2 configuration) y
DS 4, 13, 14 On
(Pt 4, 6, 7)
I
VP1 sheet for SW5/7 and 8
Yes
L
VP2 sheet for SW5/7 and 8
Yes No
L
Cross channels
I
Repeat
/Vo Yes
I
1
A/C system failure (stabilator
servo-control, barrel 1 (R/H or L/H)
J.
Uncross channels
Reset and watch

stabilator drift
(R/H or L/H)
I
(65C)
amplifier 48C and servo<ontrol
(66C)
No Yes
£
Remedies Replace servo-control 65C or 66C
ï
Checks
AA
BREGUET AVIATION
MIRAGE F
(Mechanics, configuration)
DS 4, 5, 13 on
(Pt 4, 1, 6)
Carry out instructions in VP2

sheet for SW5/7 and 8
SW14 to No Yes A/C system failure

« TAIL PLN MIC SHORT» (Long-travel microswitch line)
Check wiring between amplifier 48C

box 90C, bellcrank 70C and bellcrank 71 C
No No Yes
(mecha.)
Carry out instructions in cross

check sheet 90C - 70C -71C
Yes
i
T
Amplifier 48C
A/C system failure
or aircraft failure (wiring or connection box 90C
or selector valve 69C)
Check wiring between amplifier 48C,

box 90C and selector valve 69C
Carry out instruction in cross

Remedies
check sheet 90C - 69C
Check^
AC
11-75 Restricted 1-220 1-22C
BREGUET AVIATION
MIRAGE F
Interruption at 13
' '
Lights on
< '
' ' i '
DS4, 13, 14 . DS5, 14

(Pt4,6,7) (Pt 1. 7)
Barrel 1 configuration Mechanical configuration
\ i
i '

at 13/1 at 13/2
AA
BREGUET AVIATION
MIRAGE F
Interruption at 13/1 I
Uncross channels
w Barrel 1 configuration
DS4, 13, 14 on
(Pt4,6,7)
I
Repeat while watching
I
DS35
VP2 sheet
for SW5/7
I
Cross channels JL
No
Check of R/H stabilator
I
Repeat
pickoff
SW5/7-SW6/3-SW1/3
ï
pickoff deviation
Yes No
i
A/C system failure Yes No
V
(wiring or selector valve
of R/H servo-control 66C) L
Check mechanical stops
1 See sheet 7, index 3
Uncross channels
ï
Check wiring between amplifier
l\'o Yes
48Cand servo-control 66C £
Check electrical stops
See sheet 7, para. 1 and
No
No A/C system failure

(wiring or selector valve 69C)
A
Remedies I
48C and selector valve 69C
Replace bellcrank 70C

No Yes
£
Remedies
I
Replace selector
Replace
amplifier 48C
valve 69C
t ï I
Checks
AA
09-76 Restricted 1-222 1-22!
BREGUET AVIATION,, \.
.'Y/v MIRAGE F
w Mechanical configuration
DS 5 and 14 on
(Pt 1, 7)
1
VP1 sheet
SW5/7and8
I
Cross channels
I
SW14 to
«CC MICRO»
I 1
Check R/H stabi¬
Reset
lator channel SW5/7
I
Check L/H stabi¬
lator channel SW5/8 -
SW6/4 SW1 /300 mV
Yes
A/C system failure (wiring A/C system failure (wiring

or L/H servo<ontrol or R/H servo-control
(65C) (66C)
I I L
Carry out instructions
Uncross channels Uncross channels in cross check sheet
48C-90C
I
ï
an.plifier 43Cand amplifier 48C and
servo-control 65C servo-control 66C
Remedy Replace L/H servo-contro!65C Remedy Replace R/Hservo-contro/66C
Checks
AC
BREGUET AVIATION
MIRAGE F
Interruption at 14
Lights on
'
1 r <
1r
DS 26 only or
DS5.6. 14 DS27
DS 26 and 28
(Pt 1, 2, 7) (Pt9)
(Pt 10, 14)
} ' \ '
v
Replace amplifier 48C See interruption at 14/1 See interruption at 14/2
AA
BREGUET AVIATION
MIRAGE F
Repeat without resetting and while watching
DS35
Barrel 2 configuration
DS 5, 6, 14 on
(Pt 1, 2, 7)
Cross channels
Check channel response
I
Revert to 12
SW5/8 - SW6/4 SW1/3V
Repeat without resetting, and while watching

pickoff 2 voltage
Repeat in «NORMAL» mode
Yes No (interruption at 14) Check electrical stops

See sheet 8 para. 1 and 4
A/C system failure

(wiring or L/H servo-control 65C)
A/C sjfstem failure

Cross channels
(wiring or ll/H bellcrank 71 C)
Check wiring between amplifier 48C Check wiring between connection

and servo-control 65C box 90C qnd bellcrank 71 C
Checks
AC
09-76 Restricted 1-225 1-22
AVIONS MARCEL OASSAULT/.
BREGUET AVIATION^, ^ ;>:K MIRAGE F
I
Only DS 27 on
(Pt9)
Micro-pressure hydraulic
system incorrectly
purged, or amplifier
48C failed
1
Check the number
of stabilator enga¬
gements («N»)
by actuating the
stabilator switch
in the cockpit
Yes
£_ ___
Replace amplifier 48C A/C system failure

(Wiring or connection box 90C
or selector valve 69C)
I
Check wiring between amplifier 48C,
connection box 90C and selector valve 69C
Yes
__.
Carry out instructions
Remedy in cross check sheet - box
90C - S. V. 69C
I ï
Checks
AA
BREGUET AVIATION
MIRAGE F
Interruption at 15
(Mechanical
l
configuration)
A
DSSand 13 on DS 15 on
(Pt1-6) (Pt8)
\
SW14to«TAIL A/C system failure

PLN MICRO SHORT» (wiring or connection
box 90C or bell¬
I
Repeat without resetting
cranks 70C-71C)
Check wiring
. ,,. AO~ . nnr>* R/H bellcrank 70C
Amplifier 48C-+ box 90C ^ ..... , __
"* L/H be crank 71 C
Incorrect adjustment, or failure

of pickoffs on bellcranks
70C-71C
No
i
Replace
I L
Carry out instructions in cross
Remedy check sheet - Box 90C,
48C
bellcranks 70C - 71 C
I 1 I
Checks
AB
BREGUET AVIATION
MIRAGE F
Interruption at 16
Lights on
- t .
DS4,
ï13, 14
1
DS5, 14
(Pt 4, 6, 7) (Pt 1, 7)
Barrel 1 configuration Mechanical configuration
See interruption at 16/1 See interruption at 16/2
AA
BREGUET AVIATION ^<^
MIRAGE F
I Barrel
DS 4, 13, 14 on
1 configuration Uncross channels
(Pt 4, 6, 7)
DS34
Check R/H stabilator pickoff

SW5/7-SW6/3-SW1/3
I
the pickoff deviation
No No
A/C system failure

Check the electrical stops
(wiring or S. V. of
See sheet 7, para. 1 and 4
L/H servo-control 65C)
Yes
Uncross channels
I
A/C sys, em failure
(wiring oi connection
A
box 90'%Z or L/H
bellcrank 71 C)
and servo-control 65C
Check wii ing between Replace

amplifier 48C box 90C L/H bellcrank 7 1 C amplifier 48C
Yes
Replace box 90C

Remedies Replace servo-control 65C Remedy
or bellcrank 71 C
I I Checks
1
AA
09-76 Restricted 1-229 1-22!
BREGUET AVIATION
MIRAGE F
W Mechanical configuration
DS5and 14 on
(Pt 1, 7)
ï
VP1 sheet
SW5/7and8
I
Cross channels
SW14to«TAILPLN
MICRO SHORT»
ï
Reset
I
Check L/H stabilator channel
SW5/7 - SW6/4 SW1/300 m V
No
1
Check R/H stabilator channel
SW5/8
Yes ^ R/H pickoff 2

U>50\
A/C system failure Replace

A/C system failure
(wiring or Amplifier 48C
(wiring or
R/H servo-control 66C) L/H servo-control 65C, barrel 2)
1
Uncross channels
1
Uncross channels
1
I
amplifier 48Cand servo 66C amplifier 48Cand servo 65C
Replace R/H Replace L/H

Remedy servo-control Remedy servo-control
66C 65C
I I I I
Checks
AB
BREGUET AVIATION
MIRAGE F
1
Interruption at 17
I (Barrel 2) configuration
Repeat without resetting,
and while watching DS 34
I Interruption at 20
DS 5, 6, 14 on
(Pt 1, 2, 7)
Uncross channels
i
I No Yes
Cross channels
I Check channel response

Revert to 15
SW5/7 - SW6/4 - SW1 /3 V
Restart an integrated
I I test sequence
Repeat in «NORMAL» mode Repeat without resetting, and

while watching pickoff 2 voltage
Yes No (Interruption at 17)

Yes No
Check electrical stops

See sheet 7 - Para. 1 and 4
A/C system failure No Yes

(wiring or R/H servo-control 66C)
I
A/C\ystem failure Replace
Uncross channels
(wiring or fl/H bellcrank 70C) 48C
I
I
Check\ wiring between
amplifier 48Cand servo-control 66C box 90C and R/H bellcrank 70C
No Yes No Yes
L I L 1
Remedies Replace servo-control 66C Remedies Replace bellcrank 70C
I 1 I I
AA
J
11-75 Restricted 1-231 1-231 1-231
BREGUET
/ .'^-"
AVIATION^^-C "-
MIRAGE F
Interruption at 21
I
Lights on
I Circuit 2
configuration
DS7, 16, 17
IMech
Mechanical
DS 7, 8. 22
figuration
confi]
DS22or 16 or 17
(Pt 5. 12, 13) (Pt5,3, 11) (Pt 11, 12, 13)
See interruption at 21/1 See interruption at 21/2
AA
BREGUET AVIATION
MIRAGE F
I Circuit 2 configuration
DS 7-16-17 on
(Pt 5, 12, 13)
I
VP1, then VP2 sheets
forSW5/6
I
Cross channels
I
Repeat
No Yes
L
I
A/C system failure
(Wiring or servo-control 59C, circuit 1)
I
and servo-control 59C
No Yes
I
Remedy
1
Replace servo-control 59C
I Checks
I
AA
BREGUET AVIATION
MIRAGE F
y i Mechanical configuration
DS 7, 8, 22 on
(Pt5,3,11)
VP1, then VP2 sheets

forSW5/6
No Yes
A/C system failure

(Rud. microswitch line)

amplifier 48Cand bellcrank 62C
AA
AVIONS MARCEL DASSAULTJ.
BREGUET frit
AVIATION^ -u.'-
Restricted
MIRAGE
MANUAL
F
13
Interruption at 22
Lights on
Circuit 1 Circuit 2
Configuration Configuration
DS 8-722-16 DS 8-22-17-28
(Pt3,5, 11, 12) (Pt3, 11, 13, 14)
-1_
Replace amplifier 48C See interruption at 22/1 Replace amplifier 48C
AA
BREGUET AVIATION .<î:
MIRAGE F
Interruption at 22/1 1
Uncross channels
Circuit 1 configuration
DS 8, 7, 22, 16 on
(Pt 3, 5, 1 1, 12)
I
DS36
VP2 sheet
forSW5/6
No Yes
I I
Cross channels
Check rudder channel
SW5/6 - SW6/3 - SW1/3V
Repeat I
pickoff voltage
Yes
No
Check electrical
stops
See sheet 6, para. 1 and 4
_i_
No
A/C system failure
(wiring or servo-control 59C)
I
Yes
-+*
48C and servo-control 59C

A/C system failure
(wiring or bellcrank 62C)
No Yes
I
L
Remedies
I
Replace servo-control 59C
Replace
amplifier 48C
amplifier 48Cand bellcrank 62C
Replace
amplifier 48C
No Yes
L 1
Remedy Replace bellcrank 62C
I
Checks
AA
11-75 Restricted 1-236 1-236
Interruption at 23
i Interruption at 24 Interruption at 25 Interruption at 26
A
i Mechanical
confguration
I I 1
I
test sequence test sequence
DS7,8, 17,22 cn
(Pt5,3, 13, 11
I
I
>
I Checks
SW5/6
I
m I
Cross channel:
I
Repeat
I
Wait 5 seconcs
No Yes
No Yes
Replace A/C system failure A/C system failure

amplifier 48C (Wiring or rud. pickoffs (62C)) (wiring or servo-control 59C, circuit 2)
I
I
amplifier 48C and bellcrank 62C amplifier 48C and servo-control 59C
No Yes No Yes
Replace pickoffs Replace

Remedy Remedy
on bellcrank 62C servo-contro/59C
I I
Checks
I I
AA
BREGUET AVIATION^ -g.^-
Interruption at 27
I Circuit 1 configuration
DS 7, 8, 22 on
(Pt5,3,11)
I
Dynamic check
of pickoffs
SW5/6 SW3/+
I
Select RI = 100
SW8/ON
Yes No
L 1
A/C system failure
(wiring or pickoff 1)
I
amplifier 48C and bellcrank 62C
No Yes
A
Replace pickoff
Remedy
on bellcrank 62C
A
Checks
AC
BREGUET AVIATION
MIRAGE F
AC
11-75 Restricted 1-239 1-23!
AVIONS MARCEL DASSAULT/'
BREGUET AVIATION^, -T.---
-*-*'
'-
MIRAGE F
Interruption at 32
I
I
Checks
Interruption at 33
i
DS28on
(Pt14)
ï
Comparison of pitch
pickoffs SW5/4
I
SW25 impulse
I
Move control stick
to pitch position
No Yes
1
(Wiring or pitch pickoff 78C)

amplifier 48C and pickoff 78C
No Yes
i
Remedy
1
Replace pickoff 78C
_i_ I
Checks
AA
BREGUET AVIATION
MIRAGE F
i
Interruption at 34 Interruption at 36
I
I
Move the stick in all
directions, then allow the
Stick to return to neutral
i position
ï
Checks
m
i Restart an integrated
test sequence
Interruption at 35
I
DS 28 on
(Pt 14)
I
Comparison of roll
pickoffs SW5/5
£
SW25 impulse
I
Move control stick
to roll direction
No Yes
£ £
(wiring or roll pickoff 80C)
I
No Yes
i. 1
Remedy Replace pickoff 80C
J I
Checks
AA
BREGUET AVIATION
MIRAGE F
Interruption at 37
DS23on DS5on
(Pt16) (Ptl)
I
Measurement of rate
I
gyro deviation VP3 sheet
SW5/9 SW1/15
I
SW6/5
Note x value
I
I
SW6/6
Note y value
Cross check sheet

50C-49C
Wiring between 48C - 49C - 50C
_Z_
Checks
AA
BREGUET AVIATION
MIRAGE F
Interruption at 40
I
DS 23 on
(Pt16)
£
Check rate gyro, and test
SW5/9 SW6/5
SW3/+-SW1/15V
Functional check
SW8 ON- Select R1 = 999
No Yes
l
Cross check sheet
50C - 49C Replace
Wiring (precession line) amplifier 48C
Checks
AC
BREGUET AVIATION
MIRAGE F
Interruption at 41
Check
Interruption at 42
test sequence
AA
BREGUET AVIATION
Interruption at 43
ï
DS24on
1
DS6on
(Pt17) (Pt2)
I
Measurement of rate
1
gyro deviation VP3 sheet
SW5/10 SW 1/3V
I
SW6/5
I
Note x value
I
SW6/6
Note y value
Yes No
L 1
Cross check sheet Replace amplifier 48C
50C 49C
Wiring between 48C 49C 50C
Checks
AA
AVIONS MARCEL DASSAULTX->~_r
BREGUET AVIATION . ^*^ -
MIRAGE F
Interruption at 44
ï
DS24on
(Pt17)
I
Check rate gyro and test
SWS/10 - SW6/S
SW3/+ - SW 1/3V
No Yes
L
Interrupt test
ï
Functional check
SW8/0N - Select R1=999
No Yes
J'
L
Cross check sheet
50C-49C-
Wiring (precession line)
Replace
amplifier 48C
Checks
AC
BREGUET AVIATION
MIRAGE F
m
I
1
Restart an inte¬
i
Replace amplifier 48C grated test
sequence
Check
i
ÉR
I
Interruption at 47
Lights on
See intenuption at 47/1 See interruption at 47/2
AA
BREGUET AVIATION
I
DS25on
(Pt18)
I
Measurement of rate
gyro deviation
SW 5/11 SW 1/15
1
SW6/5
Note x value
Yes No
Cross check sheet Replace amplifier 48C

50C-49C
Wiring between 48C 49C 50C
Checks
AA
BREGUET AVIATION
MIRAGE F
I
DS8on
(Pt3)
l
VP3 sheet
1
VP1 sheet
forSW5/11
I
Replace
amplifier 48C
Checks
AA
BREGUET AVIATION
MIRAGE F
Interruption at 50
I
DS25on
(Pt18)
I
Check rate gyro and test
SW 5/11 -SW 6/5
SW3U-SW 1/15V
Interrupt test
I
Functional check
SW8/ON Select R1=999
No Yes
-I_
Cross check sheet
50C-49C
Wiring (precession line)
AC
BREGUET AVIATION
Interruption at 53
yr
Cross check sheet
48C-49C-50C
Wiring between 48C,
49C 50C
}f
Check
AA
BREGUET AVIATION
MIRAGE F
Interruption at 54
E
DS 19 on
(Pt25®Pt26)
1
Only DS 11 on
(Pt29)
SW10
ANTISKID
YAWSHORT
No
L
Repeat
A/C system failure

(wiring or trim relay)
I
relay 198C, amplifier 48C
and relay 199C
Yes
_L
Replace relay 198C
Remedy
or relay 199C
Checks
AC
BREGUET AVIATION ^b
MIRAGE F
Interruption at 55
I
L 1
Only DS 11 on DS 19 on
(Pt29) (Pt25®Pt26)
Replace amplifier 48C See interruption at 55/1
AA
BREGUET AVIATION
MIRAGE F
DS 19 on
(Pt25*Pt 26)
No Yes
Cross check sheet Functional check

48C - Wiring of switch 56C SW5/12 - SW6/8 SW1/15
SW3/+ - Select R1=900
SW8/ON
No
Cross check sheet

50C 49C
Wiring between SOCand 49C
No
No
A/C system failure

(wiring or relays
198C, 199Cor200C,
or fuse breaker 197C) Replace amplifier 48C
Check wiring
I198C\
199C\ * fuse breaker
200C1
No Yes
I 1
Check fuse breaker 197C
Remedy Cross check sheet
Relays 198C, 199C, 200C
I Checks
I
AC
09-76 Restricted 1-254 1-25^
BREGUET AVIATION
MIRAGE F
i
Restart an
Replace amplifier 48C integrated
test sequence
New interruption
at 57
Replace 48C
I Interruption
65 (2nd pass)
Interruption at 60 - 64
«{ 66
1
I
I
i
test sequence
AA
BREGUET AVIATION
MIRAGE F
No Yes
DS9on
Normal
DS 10 out
See interruption DS5orDS8

at 67/2 on

at 67/1 at 74
AA
BREGUET AVIATION
MIRAGE F
DS9on(Pt20)
DS10out(Pt21)
Functional check
SW5/5-SW6/4
SW1/15V
AC
AVIONS MARCEL DASSAULT/ ._>_£- MIRAGE F
BREGUET AVIATION, ^ '
DS Won
(Pt21)
Functional check
SW5/3 - SW6/4
SW1/3V
A/C system failure Replace

(Wiring or A FU pickoff 76C) amplifier 48C

AC
BREGUET AVIATION
MIRAGE F
Restricted 1--258M
BREGUET AVIATION
MIRAGE F
Interruption at 70-71
DS30on DS9on DS 5orDS8

(Pt28) (Pt20) on
Replace Functional check See interruption

amplifier 48C SW5/5-SW6/3 at 74
SW1/3V
No Yes
_
1
Disengage A. P.
No
1
Cross check sheet
A.P. failure
Wiring-roll pickoff 80C
I
Remedy
Checks
AC
BREGUET AVIATION
Interruption
at 72-73
DS 30 on DS9-DS10on DS5orDS8
(Pt28) IPt20-Pt21) on
See interruption
at 74
AA
BREGUET AVIATION
MIRAGE F
Interruption at 74
I
L 1
DS5on DS8on
(Ptl) (Pt3)
Mechanical configuration Mechanical configuration

(stabilators) (rudder)
i '

at 13/2 at 24
Interruption at 75
I
Restart an
integrated test
sequence
AA
BREGUET AVIATION
Cross check sheet (L.D.)
Replace the 1st item

of equipment mentioned
on the trouble
shooting sheet
Start an integrated
test sequence from
the beginning
Reinstall the item of

equipment previously removed.
Replace the following
item mentioned on the
trouble shooting sheet
Continue
the check
AA
BREGUET AVIATION ^£
/L-^^ril
^.^ _
MIRAGE F
OVERALL CHECK OF FLIGHT CONTROL ELECTRONICS
1 - SCOPE
To check the flight control electronics for operation. Mechanical operation and setting of flight
control systems are assumed to be correct before performing this check.
2- PRINCIPLE
The operation consists in performing the integrated test (to check safety systems), as well as a
complete check of each channel, proceeding in accordance with the instructions given on inspection
sheets.
After replacing flying aids amplifier 48C, it will be necessary to perform the integrated test and to
use the sheet related to the defective function.
- Same equipment as for trouble shooting

- Additional equipment :
- stop-watch.
4- PREPARATION
Similar to trouble shooting.
5- USE OF FLIGHT CONTROL TROUBLE SHOOTING UNIT
See trouble shooting.
AC
AVIONS MARCEL DASSAULT _
BREGUET AVIATION û^"^
V:tfO* MIRAGE
........ .,
F
J&^^C^ Restricted MANUAL 13
6- CHECKS
A Integrated test
Carry out an integrated test sequence (See trouble shooting).
B Inspection sheets (See following tables)
NOTE : The power supply check (Sheet 0, paragraphs 1 and 2) should be performed before using the
inspection sheets.
List of sheets :
Sheet 0 : Power supplies - Damper engagements Repetition mechanism

Sheet 1 : ARTHUR device
Sheet 2 : Shock-cone control system
Sheet 3 : Pitch AFU and trim system
Sheet 4 : Pitch auxiliary servo-control servo-system
Sheet 5 : Roll auxiliary servo-control servo-system and trim system
Sheet 6 : Rudder servo-control servo-system
Sheet 7 : R/H stabilator servo-control servo-system
Sheet 8 : L/H stabilator servo-control servo-system
Sheet 9 : Pitch damping system
Sheet 10 : Roll damping system
Sheet 1 1 : Yaw damping system
Sheet 12 : Anti-slip system Rudder trim system
7- FINAL STEPS
- Set all test unit switches to off.

- Stop hydraulic and electrical power supplies.
- Disconnect test unit.
Close doors.
- Reinstall air intake blanking covers.
- Perform integrated test (See 13-0).
AC
BREGUET AVIATION^fTi
S, MIRAGE F
POWER SUPPLIES - DAMPER ENGAGEMENTS REPETITION MECHANISM SHEET :0 PAGE 1/2
CHECKS SELECTIONS SIGNALS MEASUREMENTS LIGHTS (DS)

Item Position Item Position Amplitude-RI Item Position Reading On
Min. Max.
1 - Preliminary steps SW6 PWR S PLY
SW28
SW1 30 V
1.1- System 1 check SW26 PWR S PLY 1
- AC power generation (F1-F2-F3) 49

(PhA-PhB-PhC) 50
51
- DC power generation (F7) 52

- PITCH damper engagement 55
YAW damper engagement 56
1.2- System 2 check SW26 PWR S PLY 2
AC power generation (F4-F5-F6) 49

(PhA-PhB-PhC) 50
51
DC power generation (F8) 52

PITCH damper engagement 55
YAW damper engagement 56
2 - Power supplies SW26 PWR S PLY 1
2.1 - + 15 V circuit 1 (F12) SW19 + 15V CI + 14V + 16V

2.2- + 15 V circuit 2 (F10) SW19 + 15V C2 + 14V + 16V
2.3 - Differential volt. + 15 V circuit 1 . SW19 15V Cl DIFF.V

(Fuse- 15 CI =F11) SW1 300 mV 150mV + 150mV
2.4- Differential volt. + 15 V circuit 2. SW19 15V C2 DIFF.V 150mV + 150mV
(Fuse- 15C2 = F9)
AC
09-75 Restricted 1-503 1-503
BREGUET AVIATION
POWER SUPPLIES - SYSTEM ENGAGEMENTS - REPETITION MECHANISM SHEET :0 PAGE :2/2

Item Position Item Posit on Amplitude-RI Item Position Reading On Out
Min. Max.
12-15
3 - Repetition mechanism 20-21
47
3. 1 - Mach mechanism at M = 0 SW1 3V

SW6 OUT MULTR
SW19 MACH + 44% + 62%
3.2 - Altitude mechanism at H = 0 SW19 ZP + 42% + 60%
3.3 -Altitude mechanism at H = 23,380 ft SW1 15V
SW17 ADC TEST 21

20
After 30 jeconds approx. + 34% + 40% 20-21 15
3.4- Mach mechanism at M = 0. 81 8 SW19 MACH + 34% + 40%
SW17 Off
AD
09-75 Restricted 1-504 1-504
BREGUET AVIATION ./"C
«ARTHUR» DEVICE SHEET :1 PAGE : 1/2

Item Position Item Position Amplitude-R1 Item Position Reading On
Min. Max.
SW28
1 - Preliminary step Check repetition mechanism (Refer to sheet 0 - page 2/2)
2 - ARTHUR device control system SW5 ARTHUR SW1 3V

SW6 SNSR. 1
2. 1 - Low ratio Set the ARTHUR selector switch to "LOW" - 15% - 25%
2.2 - High ratio SW1 15 V

Set the ARTHUR selector switch to "HIGH".
Wait for the pickoff voltage to reach its ma imum value (ARTHUR device extreme position) - 68% - 78%
Note the value obtained
Set the ARTHUR selector switch to "LOW".

Wait for the pickoff voltage to reach its mirjimum value.
Set the ARTHUR selector switch to "HIGH"

while simultaneously starting a stop-watch.
Stop the stop-watch when the pickoff voltace reaches the value noted above (ARTHUR device extreme position)
I .1
Time required for low ratio-to-high ratio switch-over : 5 sec. 15 sec,
2.3 - Auto mode Set the ARTHUR selector switch to "AUTO"

while simultaneously starting a stop-watch.
Pickoff SW1 3 V
Stop the stop-watch when the pickoff voltage reaches the value noted in "LOW" mode.
I I
Time equired for high ratio- to- low ratio switch-over : 3 sec. 15 sec
Low-rlatio pickoff voltage : -18% - 22%
ARTHUR amplifier output SW1 15 V
SW6 TM.l - 46% -58%
SW6 TM.2 + 46% +58%
AC
909-1 90S- 1 pej-f-jsa. 18-10
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AVIONS MARCEL DASSAULT L -Âji MIRAGE F
BREGUET AVIATION y^jS^""' ^^-C^
^Z^^*Cb> Restricted MANUAL 13
SHOCK CONE CONTROL SYSTEM SHEET : 2 PAGE : 1/2

Item Position Item Position Amplitude-R1 Item Position Reading On Out
Min. Max.
1 - Preliminary steps CAUTION : REMOVAL OF AIR INTAKE BLANKING COVERS IS IMPERATIVE

ALL Off
SW5 SHOCK CONE
2 - Shock-cone control system SW28

SWl 15V
SW6 SNSR 1
2.1- Retraction Set the shock cone control switch to "IN"

Release the control switch when the shock canes are fully retracted - 16% - 18%
III
1 1 1
2.2 - Extension Set the shock cone control switch to "OUT"

Release the control switch when the shock canes are fully extended - 76% -90%
Note the value obtained (extreme extended aosition)
1 II
Set the shock cone control switch to "IN"
Release the control switch when the shock canes are fully retracted
III
Set the shock cone control switch to "OUT"
while simultaneously starting a stop-watch
1 1 1
Stop the stop-watch when the pickoff voltage reaches the value noted above (extreme extended position)
Release t ie control switcl
lii II
Time required from RETRACTED position to EXTENDED position : 9 s 21 s
SW6 TM 1
2.3- Auto mode at M = 0 Upon AUTO mode selection, watch the TM voltage during shock cone movement
Ampl if ier output
Depress the shock cone control pushbutton
During shock cone movement : - 70% -90%

Shock cones stopped : - 6% -20%
i
SW6 TM2 + 70% + 90%
SW6 SNSR1 - 16% - 18%
Pickoff
i
AD
BREGUET AVIATION y^H
SHOCK CONE CONTROL SYSTEM Sheet :2 Page : 2/2
CHECKS SELECTIONS GNALS MEASUREMENTS LIGHTS (DS)

Item Position item Position Amplitude-R1 Item Position Reading On Out
Min. Max.
3 - Shock cone law Use the «A.D.C. SETTING» section of the accessory kit to
perform that check I SW19 MACH
SW54 ON
Rotate the «MACH» dial up to the point of M -1.27 SW6 SNSR 1
origin of the law SW6 OUTMULTR + 54% + 58%
Rotate the «MACH» dial to obtain M 2*1.52 + 66%

SW6 SNSR 1 -43% 47%
Rotate the «MACH» dial to obtain M ^ 1.71 SW6 OUTMULTR + 74%

SW6 SNSR 1 -50% -54%
Rotate the «MACH» dial to obtain M-2 SW6 OUTMULTR + 86%

SW6 SNSR 1 -58% -62%
4- Drift SW6 TM1

SW1 3V 50% + 50%
SW6 TM2 50% + 50%
SLOWLY rotate the «MACH» dial to obtain
MACH 0
SW54 OFF
Reset the shock cone control button to manual node
AB
BREGUET AVIATION
MIRAGE F
PITCH A.F.U. AND TRIM SYSTEM Worksheet : 3 Sheet : 1/2

Item Position Item Posiion Amplitude-RI Item Position Reading On
Min. Max.
1 - Preliminary steps ALL Off SW8
SW5 AFU
SW9 PITCH SHORT SW1 3V
SW10 ANTISKID SW28
YAW SHORT
SW11 AP SHORT 10
SW27 Impulse
Stimuli 400 SW6 PWR SPLY

SW19 STIMULI
SW3
SW8 CN -78% -84%
SW3. + 78% + 84%

SW8 0:F
2 - Trim threshold 18
2.1 -Preparation This operation serves to check for friction of A :U about neutral position by noting pickoff voltage
with balanced linkage.
SW6 SNSR1
SW1 3V
Bring stick to full nose-down then allow it to return slowly to neutral position,
Keep hold of stick and take care not to apply apy nose-up effort -16% + 16%
Bring stick to full nose-up then allow it to returh slowly to neutral position,
Keep hold of stick and take care not to apply af»y nose-down effort 16% + 16%
SW16 ELECAUXSC 18
2.2 Pickoff voltage SW6 SNSR1

SW1 300 mV -60% + 60%
2.3 - Threshold SW3

SW4
I 01
50
SW8 ON
CAUTION : THIS OPERATION DEPENDS ON THE REST POSITION OF THE PITCH AFU. FOR DISENGAGEMENT
OF THE PITCH TRIM COMPARATOR AND LIGHTING-UP OF THE LIGHTS, READ THEN APPLY THE PROCEDURE
BELOW. Il II
Apply the stepping SW7 The pickoff voltage oscillates between + 40 % and + 60 %
signal through before becoming steady 40 flashing
If light 40 does not flash, go to next operation.
Then restart when nose-up threshold has been reached.
Rapidly select SW7 4 The pickoff voltage oscillates between 40 % and 60 %
before becoming steady 41 flashing
If light 41 does not flash, restart operation from
beginning (trim threshold for nose-down).
SW7 ____.
AC
BREGUET AVIATION
PITCH A.F.U. AND TRIM SYSTEM Worksheet : 3 Sheet : 2/2

Item Position Item Position Amplitude-RI Item Position Reading On Out
Min. Max.
3 - Trim safety system SW4 400 SW1 3V
SW7 F 9-10
SW7 off 9-10
SW7 9-10
SW7 off 9-10
4 - Pickoff SW1 300 mV - 60 % + 60 %

l " i
Note this valuer x
SW6 SNSR 2 x - 70 % x +0%
SW16 off 10 18
SW8
AB
05-85 Restricted 1-509M 1-505
BREGUET AVIATION îi
MIRAGE F
PITCH AUXILIARY SERVO-CONTROL SYSTEM SHEET: 4 PAGE : 1/3

Min. Max.
1 - Preliminary steps ALL Off SW8 OF:

SW5 AUX PITCH SWl 3V
SW9 PITCH SHORT SW28
SW10 ANTI SKID
YAW SHORT
SW11 AP SHORT
SW27 Impulse
400 SW6 PWR S PLY
SWl 9 STIMULI
SW3 +
SW8 Or| + 78% + 84%
SW3 - 78% - 84%
SW8 OF
2 - Pickoffs
SWl 15 V
2.1 - Nose- up stop SNSR.l
SW6
Trim and then slowly move the control stick ijackwards (NOSE-UP)
until maximum pickoff voltage is obtained (rn^ver exceed - 70%). 60% -68%
SW6 SNSR.2 60% -68%
2.2 - Nose- down stop SW6 SNSR.l
Trim and then slowly move the control stick forwards (NOSE-DOWN)
until maximum pickoff voltage is obtained (n0ver exceed + 70%). + 60% + 68%
SW6 SNSR.2 + 60% + 68%
Release the control stick SW6 SNSR.l

Trim pitch until approaching zero.
SWl 300 mV
- 30% + 30%.
Trim pitch to obtain between =
Note this value =
SW6 SNSR.2 x-30% x + 30%
AC
09-82 Restricted 1-510 1-510
BREGUET AVIATION
PITCH AUXILIARY SERVO-CONTROL SERVO-SYSTEM SHEET: 4 PAGE :2/3

Item Position Item Positi on Amplitude-RI Item Position Reading On Out
Mini Maxi
3 - Static check SW3 SWl 3 V
SW6 SNSR. 1
3.1 - Servo-control position (Pickoff voltage) Perform pitch triming to obtain a value comprised within following range : + 33% + 66%
3.2 - Gain SW8 ON SWl 15 V
SW6 TM.l
Act on Rl to obtain + 60%
Note Rl = x |
Act on Rl to obtain - 60%
Note Rl = y
<_R1 = l*-y| 20-26
3.3 - Residual AC voltage Act on Rl to obtain between - 10% + 10%
VIBRATOR SW28
SWl 2 SHORT SWl 3 V 0 10%
SWl 15 V
3.4 - Vibrator SWl 2 Off SW29 On 16% 50%
SW29 Off
SW28
3.5 - Disengagement through load 31
SW16 AUX ELECT 18
Move the control stick to "NOSE-UP" position until obtaining 31
Release the control stick + 31
Move the control stick to "NOSE-DOWN " position until obtaining 31
Release the control stick 31
SWl 6 Off 18
3.6- Lock If required, act on Rl to obtain 32

Increase Rl up to safety system tripping 32
Note Rl = xl
Act on Rl to obtain 32
Decrease Rl up to safety system tripping 32
Note Rl = yl
ARI =|xl -yl| 38-48
SW8 OFF
AC
11-75 Restricted 1-511 1-511
BREGUET AVIATION
MIRAGE F
PITCH AUXILIARY SERVO-CONTROL SYSTEM SHEET: 4 PAGE : 3/3

Min. Max.
4 - Dynamic check SWl 6 ELECT AUX SC 18 32
4.1 - Servo-control drift SWl 3V

SW6 TM.l - 70% + 70%
Note value = x%
SW3 80
4.2- Servo-control threshold
SW4 01
SW8 ON (x-60)% (x+60)%
"x + threshold" limit
condition : - 98% + 98%
4.3 - Lock SW3 SWl 15 V

SW4 05
400
SW7 + 32
SW7 Off
SW7 32
SW7 Off
SW4 1
SW7 + 32 flashing
SW7 Of I
SW7 -32 flashing

SW7 Off
5 - Servo- control position SWl 3 V

SW3 SW6 PWR SPLY
SWl 9 STIMULI
5.1 - Nose-up command (+) Act on Rl to obtain. + 24%

SW6 SNSR.l - 46% - 50%
5.2 - Nose-down command (-) SW3 .+ 46% - 50%
SW8 OFF
AC
09-76 Restricted 1-512 1-512
BREGUET AVIATION
MIRAGE F
ROLL AUXILIARY SERVO-CONTROL SYSTEM AND TRIM SYSTEM SHEET: 5 PAGE : 1/4

Item Position Item Positi an Amplitude-RI Item Position Reading On Out
Min. Max.
1 - Preliminary steps ALL Off SW8 OFF

SW5 AUX ROLL SWl 3V
SW9 PITCH SHORT SW28
SW10 ANTI SKID
YAW SHORT
SW11 AP SHORT
SW27 Impulse
Stimuli 400 SW6 PWR S PLY

SWl 9 STIMULI
SW3 +
SW8 ON .+ 78% + 84%
SW3 78% -84%

SW8 OFF
2 - Pickoffs
ELECT
2.1 - Pickoff null point SWl 6 AUX S.C. SWl 300 mV
SWl 6 Off SW6 SNSR.l ,-70% +70%.
Note this value = ' J
2.2 - RH stop. SW6 SNSR.2 x-30% x + 30%
SWl Î5V
SW6 SNSR.Î
Slowly move the control stick to the RIGHT ipntil maximum
pickoff voltageis obtained (never exceed - 70%). 60% - 68%
SW6 SNSR.2 60% - 68%
2.3 - LH stop SW6 SNSR.l
Slowly move the control stick to the LEFT until maximum

pickoff voltage is obtained (never exceed + 70%). + 60% + 68%
SW6 SNSR.2 + 60% + 68%
Release the control stick
AC
09-82 Restricted 1-513 1-513
BREGUET AVIATION
MIRAGE F
ROLL AUXILIARY SERVO-CONTROL SERVO-SYSTEM AND TRIM SYSTEM SHEET : 5 PAGE : 2/4

Mini Maxi
3 - Static check SW3 SWl 15 V
SW6 TM. 1
3.1- Gain ELECT

SWl 6 AUXS.C. 18
SWl 6 Off 18
SW8 ON
Act on R and SW3 (if required) to obtain a deviation of + 60%
Note Rl = x
Act on R and SW3 (if required) to obtain a d iviation of : .- 60%
Note Rl = y
ARI = x+y 20-26
Act on R and SW3 (if required) to obtain a d aviation of between - 10% + 10%
VIBRATOR
3.2 - Residual AC voltage SWl 2 SHORT SWl 3 V
SW28 10%
SWl 15 V
SWl 6 ELECT AUX SC 18
3.3 - Vibrator SWl 2 Off
SW29 ON 16% 50%
SW29 Off
SW28
3.4 - Disengagement through load 31

Move the control stick to "RIGHT-HAND" position until obtaining 31
Move the control stick to "LEFT-HAND" position until obtaining 31
SWl 6 Off 18
3.5- Lock If required and with slight touches of the control stick, act on pitch to obtain - .32
SW3 Act on Rl up to safety system tripping 32
Note Rl = xl
SW3 32
Act on Rl up to safety system tripping 32

Note Rl = yl
__R1 =xl+yl 80-90
AC
11-75 Restricted 1-514 1-514
BREGUET AVIATION^C " il
w*'
Restricted
MIRAGE
MANUAL
F
13
ROLL AUXILIARY SERVO-CONTROL SERVO-SYSTEM AND TRIM SYSTEM SHEET : 5 PAGE : 3/4

Min. Max.
4 - Dynomic check SW8 OF!:
4.1 - Servo-control drift SWl 6 ELECT AUX S.C SWl 3V

SW6 TM.l - 70% + 70% 18 32
Note value = x%
4.2 - Servo-control threshold SW3 ^7 80

SW4 01
SW8 ON (x - 60)% (x + 60)%
condition : - 98% + 98%
4.3 - Lock SW3 SWl 15V

SW4
240
SW7 + 32
SW7 Off
SW7 32
SW7 Off
SW4 2
SW7 + 32 flashing
SW7 Off
SW7 32 flashing
SW7 Off
5 - Servo-control position SW3 + SWl 3V

SW6 PWR SPLY
SWl 9 STIMULI
Act on RÎ to obtain + 24%
SW6 SNSR.l - 46% -50%
Check that the L/H aileron is DEPRESSED and that the R/H aileron and R/H spoiler are RAISED
SW3 + 46% + 50%
Check that the R/H aileron is DEPRESSED amjl that'the L/H aileron and L/H spoiler are RAISED.
AC
Restricted 1-515 1-515
09-75
BREGUET AVIATION yS\j.~-
v" MIRAGE F
ROLL AUXILIARY SERVO-CONTROL SERVO-SYSTEM AND TRIM SYSTEM SHEET: 5 PAGE :4/4

Min. Max.
6 - Trim system
6.1 - Trim threshold SW3 15

SW4 01
SW7 4. _,.._, j- imp iny i une * i
/IO
*tz
SW7 Off
SW7 iy miiic
A'i
HO
SW7 Off
Decrease Rl per one-division increments until light DS 42 or DS 43 does not come on any longer when the following
is injected through SW7 + or - 9- 13
SW4 2
SW7 _J_
inmning rime An
ixapiaiy
._i
scicoi
».
SW7 i
13
SW7 Off
6.2 - Trim safety system SW4 1 165

SW7 - oy
SW7 Off
SW7 .... oy
SW7 Off 205

o
SW7 y
SW7 Off Wait for light to go out 9
SW7 - 0
/
SW7 Off
SW8 OF :
AC
MIRAGE F
BREGUET AVIATION ^<T=
RUDDER SERVO-CONTROL SYSTEM SHEET: 6 PAGE : 1/5

Min. Max.
1 - Preliminory steps ALL Off SW8 OFF

SW5 RUDDER
SW2 RUDDER SWl 15 V
SW10 ANTI SKID SW28
YAW SHORT
SW9 PITCH SHORT 16
SW27 Impulse. 56
SWl 9 STIMULI
SW3
SW8 ON _- 76% - 82%
SW3 + _+ 76% + 82%
SW8 OF
2 - Pickoffs Set the yaw damper/anti-slip switch to "off in the cockpit SWÎ9 Î5VC2 DIFF.V 6-7-8
SWl 300 mV Note va ue = y%
SW6 SNSR.l (y-14)%|(y+14)%
Note this value =
SW6 SNSR.2 (z - 30)% (z + 30)%
~~5Wo~ SN5R.T
3 - Mechanical stops Set the yaw damper/anti-slip switch to "AN Tl -SLIP" in the cockpit ANTI- 56
SLIP
3.1 - Pickoff null point _- 34% + 34%
SWl 5 RUD MIC SHORT SW8 ON SWl 3 V
3.2 - LH rudder command (+) Act on Rl until maximum pickoff voltage is obtained
(just prior to pickoff voltage drop) 700 - 900- .- 90% - 98%
Note this value =
3.3 - RH rudder command (-) SW3 700
SW27 Impulse
Act onRl until maximum pickoff voltage is obtained

(just prior to pickoff voltage drop) 700 - 900. _+ 90% + 98%
i , 1
Note this value = x2
AC
BREGUET AVIATION^"u
MIRAGE F
RUDDER SERVO-CONTROL SERVO-SYSTEM SHEET: 6 PAGE : 2/5

Min. Max.
4 - Electrical stops SW8 OI:F 250 SWl 3 V
4.1- R/H rudder command (-) SWl 5 Off SW8 ON

Acton Rl until the system switches over to rr|echanical
configuration 750 - 825. .36 flashing
SW8 :F 6-7-8 16
RUD MICRO
SWl 5
SHORT
SW27 Impulse _16 6-7-8
SW8 O^J 7-17 16
SW27 Impulse .+ 84% + 92% 16 7-17
Note this value = y2
Difference between mechanical and electrical stops (x2-y2) 0% 6%
4.2 - L/H rudder command (+)
SWl 5 Off SW3
Act on Rl until the system switches over to mechanical

configuration 750 - 825 . .36 flashing
SW8 O tS-7^ ^h6
RUD MICRO
SWl 5
SHORT
SW27 Impulse
SW8 ON .7- 17 16
SW27 Impulse .-84% - 92% 16 7-17

Note this value = yi
Difference between mechanical and electrical stops (xl-yl) 0% 6%
250
SW8 Of|F
SWl 5 Off
AC
09-75 Restricted 1-517 1-51
AVIONS MARCEL DASSAULtJ. -^'A MIRAGE F
BREGUET AVIATION^, '"
RUDDER SERVO-CONTROL SERVO-SYSTEM SHEET: 6 PAGE : 3/5

Item Position Item Position Amplitude- R1 Item Position Reading On
Min. Max.
5 - Circuit 1 channel SW27 Impulse
5.1 - Servo-control drift SW6 TM1 - 60% + 60%

Note value = x%
5.2 - Threshold SW3 _£_y 180
SW4 0
SW8 O Nj (x-60)% (x+60)%
condition : - 98% + 98%
5.3 - AC voltage
VIBRATOR
Residual SWl 2
SHORT
SW8 OF SW28 ^v3T 0 10%
Vibrator SWl 2 Off SW29 On 8% 20%
SW29 af
5.4 - Channel response to a "+" step SW3 250 SWl 15
SW28 =
Servo amplifier Watch for maximum voltmeter deflection upon injection through SW8
SW8 ON + 15% + 40%
Pickoff position SW6 SNSR1

SWl 3 V - 27% -33%
SW8 OFF
5.5 - Channel response to a "-" step SW3 SWl 15 V

SW6 TM 1
SW8 C?N 15% -40%
Pickoff position SW6 SNSR1

SWl 3 V + 27% + 33%
AC
BREGUET AVIATION .«fC
MIRAGE F
RUDDER SERVO-CONTROL SERVO-SYSTEM SHEET : 6 PAGE : 4/5
CHECKS SEL ECTIONS SIGNALS MEASUREMENTS LIGHTS (DS)

Min. Max.
6 - Switch-over to circuit 2 SW8 OFF

SW3 _T 500
SW4 i
SW8 ON
i
6. 1 - No switch-over SW7 + i 6 17
SW7 OFF
6.2 - Switch-over SW8 OFF

SW3 +
SW8 ON 7-17
/ 1 / 16
250
7 - Circuit 2 channel SW8 OFF SW6 TM2
7.1- Servo-control drift -60% + 60%

VIBRATOR r~\
7.2 - AC voltaaes : Residual SWl 2 SW28 \J 0 10%
SHORT
Vibrator SW12 Off SW29 On 8% 20%
SW29 Off
7.3 - Channel response to a "+" step SWl 15V
SW28
Servo ampl if ier Watch or maximum voltmeter deflection upo n injection through SW8
SW8 ON - 4-
T 11 c\%.
J/O + 40%
Pickoff position SW6 SNSR 2
SWl 3 V - 27% - 33%

7.4 - Channel response to a "-" step SW8 OFF
SW3 SWl 15V
SW6 TM2
SW8 ON - l *?% -40%
SWl 3V + 27% + 33%

SW8 OFF
-1 "
AC
BREGUET AVIATION ^"
L -v'^ps
^N
MIRAGE F
i
RUDDER SERVO-CONTROL SERVO-SYSTEM SHEET :6: PAGE . 5/5
CHECKS SELlACTIONS SIGNALS MEASUREMENTS LIGHTS (DS)

Item Position Item Positibn Amplitude-RI Item Position Reading On Out
Min. Max.
8 - Switch-over to mechanical control SW3 J 500

SW4 1
SW8 ON
8-1 - No switch-over SW7 + - 7-17 16
SW7 Off
8.2 - Switch-over SW8 OF :
SW3 +
SW8 ON A 7,8 l 7
°/
SW8 OF
SW3
9 - Return to circuit 1 SW27 Impulse 16 7-17
10- Autopilot channel check SWll AP SHORT 300 SW6 SNSR 1
SW2 RUD AP SWl 300 mV
10.1 - Autopilot dis connected SW8 Or- J - 34% + 34%

SWl 3 V
10.2 - Autopilot connected SWl 6 ELEC AUX + 30% + 36% 18

SC
10.3 -Gain SW6 PWR SPLY
SWl 9 STIMULI
"-" command Act on Rl tc obtain - 100%

SW6 SNSR 1 + 19% + 25%
"+" command SW3 + - 19% - 25%
SW8 OFF
AC
12-74 Restricted 1-520 1-52(
AVIONS MARCEL DASSAULT _,
BREGUET AVIATION
MIRAGE F
R/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET: 7 PAGE : 1/4

Min. Max.
1 - Preliminary steps ALL Off SW8 O
SW5 STBD TAIL PLN
SW9 PITCH SHORT SWl 15V
SW10 ANTISKID SW28
YAW SHORT
SW27 Impulse 13 4-5-6
55 14
Stimul 550 SW6 PWR SPLY

SWl 9 STIMULI
SW3
SW8 O .- 70% - 76%
SW3 .+ 70% + 76%
SW8 O :F
2 - Pickoffs Set the pitch damper switch to off in the cockpit SWl 9 15V CI DIFF.V 4-5-6 55
SWl 300 mV Note value = y% 13
SW6 SNSR.l (y-20)%'(y+20)%
Note this value =
SW6 SNSR.2 (z - 30)% (z + 30)%
3 - Mechanical stops Set the pitch damper switch to "PITCH" in the cockpit. 55 4-5-6
3.1 - Pickoff null point -34% + 34% 13

SWl 4 TAIL PLN SWl 3V
MICRO SHORT
3.2 - Short-travel stops SW22 MANUAL
SW24 TEST
Switch-over to short travel Set the test display unit switch to "ON" iri the cockpit 2(00)
Restart up to sub-test 12 SW23 4 impulses. 2(12)
SW24 SUB TEST
Restart up to sub-test 15 SW23 3 impulses. .2(15)
AC
09-75 Restricted 1-521 1-521
BREGUET AVIATION
MIRAGE F
R/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET : 7 PAGE : 2/4

Min. Max.
4 - Electrical stops SW8 OFF 250 SWl 3V

4.1- Short-travel stops SWl 4 Off SW8 ON
Nose -up command (+) Act on Rl until the "MIN DEFL MIC" light comes on. 34
300 -380 38% 46%.

Note this value = ypl
I
Nose-down command (-) SW8 OFF 250 Difference between xpl
and ypl (xpl - ypl) : 3% 10%
SW3
SW8 ON
Acton Rl until the "Ml N DEFL MIC" light comes on. 34
300 -380 + 38% + 46%

Note this value = yP2
Difference between xp2
and yp2 (xp2 - yp2) : 3% 10%
4.2 - Long-travel stops
Nose -down command (-) Act on Rl up to barrel 1 channel tripping .
570-660
SW8 OFF
TAIL PLN
SW14 MICRO SHORT
SW27 Impulse 13
SW8 orji + 72% + 80%

Note this value = yg2
Difference between xg2
and yg2 (xg2 - yg2) : 3% 10%
AC
AVIONS MARCEL DASSAULT j_ -*-"- MIRAGE F
BREGUET AVIATION
R/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET: 7 PAGE : 3/4

Item Position Item Pos tion Amplitude-RI Item Position Reading On
Min. Max.
Nose -up command (+) SW8 OFF 250
SW3
SW14 Off SW8 ON

Act on U up to barrel 1 channel tripping.
570 - 660
SW8 0:F
SWl 4 TAIL PLN
MICRO SHORT
SW27 Impulse 13
SW8 O^l .- 72% -80%
t
Note this value = ygl

Difference between xgl
and ygl (xgl - ygl) : 3% 10%
SW8 O :F 250
SW14 Off
5 - Barrel 1 channel SW6 TM 1 - 60% + 60%
Note value = x%
5.2 - Threshold SW3
SW4 01
SW8 ON (x - 60)% (x + 60)%
condition : - 98% + 98%
VIBRATOR SW8 O
5.3 - AC voltages : Residual SWl 2
SHORT
SW28 ^7 0 10%

SW29 Off
SW28
Servo amplifier Watch for maximum voltmeter deflection ujj>on injection through SW8
SW3 +
SW8 ON. _+ 15% + 40%
SWl 3V -28% 36%

5.5 - Channel response to a "-" step SW8 OFF SWl 15V
SW3 SW6 TM 1
Servo ampl if ier Watch for maximum voltmeter deflection urion injection through SW8
SW8 ON. .- 15% -40%
AC
BREGUET AVIATION
R/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET : 7 PAGE: 4/4
CHECKS SELECTIONS SIC NALS MEASUREMENTS LIGHTS (DS)

Item Position Item Position Amplitude-R1 Item Position Reading On
Min. Max.
SWl 3V + 28% + 36%
6 - Switch-over to barrel 2 SW8 OFF

550
SW8 ON 4-14
250
SW8 OFF
7 - Barrel 2 channel
7.1- Servo-control drift SW6 TM2 - 60% + 60%

Note value = x%
7.2 -Threshold SW3
SW4 01
SW8 ON (x - 60)% (x + 60)%

condition : -98% + 98%
VIBRATOR
7.3 - AC voltages : Residual SWl 2
SHORT
SW8 OFF SW28 0 10%

SW29 Off
7.4 - Channel response to a "-" step SW3 SWl 15 V
SW28
Servo ampl if ier Watch or maximum voltmeter deflection upon injection through SW8
SW8 ON _- 15% -40%
SWl 3V + 28% + 36%
7.5 - Channel response to a "+" step SW8 OFF SWl 15V
SW3 4 SW6 TM2
Servo amplifier Watch or maximum voltmeter deflection ujj>on injection through SW8
SW8 O^ .+ 15% + 40%

SWl 3V -28% -36%
SW8 OFrF
AC
MIRAGE
BREGUET AVIATION <Hl Restricted MANUAL
F
13
L/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET : 8 PAGE : 1/4

Min. Max.
1 - Preliminary ste ps ALL Off SW8 OFF

SW5 PORT TAIL PLN
SW10 ANTI SKID SW28
YAW SHORT
55 14

SWl 9 STIMULI
SW3
SW8 ON - 70% - 76%
SW3 + + 70% + 76%
SW8 OFF
2 - Pickoffs Set the pitch damper switch to off in the cockpit 4-5-6 55
SW19 15V CI DIFF.V 13
SWl 300 mV Note value = y%
SW6 SNSR.2 (y - 20)% (y + 20,%
-i __ .
Note this value =
SW6 SNSR.l (z - 30)% (z + 30)%
3 - Mechanical stops
Set the pitch damper switch to "PITCH" in the cockpit 55 4-5-6
3.1- Pickoff null point -34% + 34% 13
SWl 4 TAIL PLN SWl 3V
MICRO SHORT
s' - Short-travel stops SW22 MANUAL
SW24 TEST
Switch-over to short travel Set the test display unit switch to "ON" in the cockpit 2 (00)
Restart up to sub-test 12 SW23 4 impulses 2(12)
SW24 SUB TEST
Restart up to sub-test 1 5 SW23 3 impulses 2(15)
AC
09-75 Restricted 1-525 1-525
BREGUET AVIATION
L/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET: 8 PAGE : 1M/4

Min. Max.
Nose-up command (+) 250 SW6 TM.l .- 60% + 60%

Note this value = x
SW8 ON
Increase Rl to ostain x + 10% x + 20%
SW6 SNSR.l .- 48% - 56%.
Note this value = xpl
Nose-down command (-) 250

SW3 SW6 TM.l
Increase Rl to obtain x - 20% x- 10%
SW6 SNSR.l + 48% + 56%.
Note this value = xp2
3.3 - Long-travel stops SW8 OIF

Return to long travel Set the test display unit switch to "OFF" in the cockpit.
Nose-down command (-) SW8 Ol 4 SW6 TM.l
Increase Rl to obtain x - 20% x - 10%
SW6 SNSR.l + 82% + 90%
Note this value = xg2
Nose-up command (+) 500

SW3 SW6 TM.l
Increase Rl to obtain x + 10% x + 20%
SW6 SNSR.l .- 82% - 90%.
Note this value = xgl
AB
AVIONS MARCEL DASSAULT L -*-^, p^
BREGUET AVIATION^r^.'""- ,--i' -o
_^^-^--^C^, Restricted MANUAL 13
L/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET :8 PAGE :2/4
CHECKS 1 SELECTIONS SIGNALS MEASUREMENTS LIGHTS (DS)

Item Position Item Pos tion Amplitude-R1 Item Position Reading On Out
Min. Max.
4 - Electrical stops SW8 OFF 250 SWl 3V

4.1 - Short-travel stops SW14 OFF SW8 CN
Nose-up command (+) - Act on Rl until the "MIN DEEL MIC" li!3ht comes on. 34
300 - 380 - 38% - 46%
Note this value = yp1
Nose-down command (-) SW8 C FF 250 Difference between xpl
and ypl (xpl - ypl) : 3% 10% 34
SW3
SW8 CN
- Act on Rl until the "MIN DEFL MIC" lii jht comes on. 34
300 - 380 + 38% + 46%
Note this value = yp2
Difference between xp2
and yp2 (xp2 - yp2) : 3% 10%
4.2 - Long-travel stops

Nose-down command (-) - Acte >n Rl up to barre 1 1 channel trippin ) 4 13
570 - 660
SW8 C FF
SWl 4 TAIL PLN

MICRO SHORT
SW27 Impulse 13 4
SW8 C NI -+ 72% + ftfr%
Note this value = yg2

Difference between xg2
and yg2 (>.g2 - yg2) : 3% 10%
AC
BREGUET AVIATION
MIRAGE F
L/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET : 8 PAGE :3/4

Item Position Item Positi jn Amplitude-RI Item Position Reading On
Min. Max.
Nose-up command (+) SW8 OFF 250
SW3 +
SWl 4 Off SW8 ON

- Act on Rl up to barrel 1 channel tripping
570 - 660
TAIL PLN SW8 OFF
SWl 4 MICRO
SHORT 13
SW27 Impulse
SW8 ON _- 72% 80%
Note this value = yg
Difference between xgl
and ygl (xgl - ygl) : 3% 10%
SW8 OFF 250

SWl 4 Off
SW6 TM 1 - 60% + 60%
5.1 - Servo-control drift Note value = x%
5.2 -Threshold SW3
SW4 01 (x - 60)% (x + 60)%

SW8 ON condition : -98% + 98%
VIBRATOR SW8 OFF
5.3 - AC voltages : Residual SWl 2 SW28 0 10%
SHORT
SW29 Off
SW28
Servo amplifier Watch for maximum voltmeter deflection upan injection through SW8
SW3 +
SW8 ON). _+ 1 5% + 40%
SWl 3 V 28% 36%
5.5 - Channel response to a "-" step SW8 OFF SWl 15V

SW3 SW6 TM 1
SW8 ON. ^15% -40%
AC
BREGUET AVIATION
MIRAGE F
L/H STABILATOR SERVO-CONTROL SERVO-SYSTEM SHEET : 8 PAGE : 4/4

Item Position Item Position Amplitude-R! Item Position Reading On
Min. Max.
SWl 3V + 28% + 36%
6 - Switch-over to barrel 2 SW8 OF

550
SW8 ON 4-14
250
SW8 OF
7.1 - Servo-control drift SW6 TM2 - 60% + 60%

Note value = x%
7.2 -Threshold SW3 ^4
SW4 01
SW8 ON (x - 60)% (x + 60)%

condition : -98% + 98%
7.3 - AC voltage : Residual SWl 2 VIBRATOR SW8 OF SW28 ^_r 0 10%
SHORT
Vibrator SW12 Off SW29 On 16% 30%
SW29 Off
7.4 - Channel response to a "-" step SW3 SWl 15V
SW28
Servo amplifier Watch or maximum voltmeter deflection upon injection through SW8
SW8 ON - 15% -40%
SWl 3V + 28% + 36%
7.5 - Channel response to a "+" step SW8 OFF SWl 15V
SW3 + SW6 TM2
SW8 ON + 15% + 40%
SW6 SNSR 2
Pickoff position SWl 3V -28% - 36%
SW8 OFF
AC
BREGUET AVIATION
PITCH DAMPING SYSTEM SHEET: 9 PAGE : 1/2

Item Position Item Posh ion Amplitude-RI Item Position Reading On
Min. Max.
SW5 PITCH GYRO
SW10 ANTI SKID SWl 15V
YAW SHORT SW28
SWll AP SHORT
SW27 Impulse 13
53-55
300 SW6 PWR SPLY
SWl 9 STIMULI
SW3
SW8 ON - 56% - 64%
SW3 + + 56% + 64%
SW8 OF1F
2 - Residual voltage
2.1- Rate gyro 1 SW6 GYRO 1
SWl 300 mV 34% + 34%
2.2 - Rate gyro 2 SW6 GYRO 2 34% + 34%
2.3 - Damper SW6 DAMPER 34% + 34%
3 - Gain Extend the flaps, using the slat/flap handle located in the cockpit 54
SWl 3V
3.1- Rate gyro signal : Rate gyro 1 SW8 ON SW6 GYRO 1 + 46%
Rate gyro 2 SW6 GYRO 2 + 46%
Rate gyro 1 SW3 -46%
SW6 GYRO 1 - 46%
SW3 Acf on Rl to + 50% + 50%
obtain
3.2 - Damper signal (flaps out) SW3 ^ SWl 15V
SW4 Oil SW6 DAMPER
1 G Maximum deflection (MD) - 13% - 20%

Side « »
2G SWl 8 APMACH>1.05
SWl 6 ELEC AUXSC (MD) - 26% -40% 18
3G SWl 8 Off (MD) - 40% -60% 53
* The maximum value read is of no interest for the operation.

AC
BREGUET AVIATION
MIRAGE F
PITCH DAMPING SYSTEM Sheet :9 Page : 2/2
CHECKS SELECTIONS SICNALS MEASUREMENTS LIGHTS (DS)

Item Position Item Posh ion Amplitude-RI Item Position Reading On
Min. Max.
3.3 - Damper signal (flaps in) Retract the flaps, using the slat/flap handle located in the cockpit
- At M = 0 and H =0 3G (MD) - 24 % - 36 %
1G SW16 Off SW1 3V (MD) - 40 % -58%
Connect the «ADC SETTING» section of the accessory kit
SW54 I ON | I
3.4 - At M = 1 .35 and H = 36,000 ft 1G Rotate the «Z.P.» dial to obtain H = 36,000 ft (MD) 60% -90%
2G Rotate the «MACH» dial to obtain M = 1.35 SW1 15V
SW18 AP MACH 1.05
SW16 ELECAUXSC (MD) 24% -36% 18
SLOWLY rotate «Z.P.» and «MACH» dials to dbtain :

MACH = 0
Z.P. = 0
Extend the flaps, using the slat/flap handle locajted in the cockpit 54
4 - Chopping
4.1 - Long travel (LT) 999 (MD) -62% -70%
SW16 Off
SW18 Off
4.2 - Short travel (ST)
Switchover to short travel Rotate the «MACH» dial to obtain M = 0.5 (MD) -30% -36% 15-21
SLOWLY rotate the «MACH dial» to obtain
MACH = 0 j
SW54 OFF '
Disconnect the «ADC SETTING» section of th accessory kit
5 - Channel check - switchover to long travel Drop Mach No

SW18 Off
5.1 -Servo-control response (pickoff position) SW6 SNSR 1
SWl 3V (MD) -32% -44%
5.2 - Direction SW3

Watch in which direction the voltmeter deflects when the stepping signal is applied through SW7
- Nose-down precession signal (+) SW7 + 0 +
- Nose-up precession signal ( ) Rapidly select SW7 0
SW7 Off
SW8 OFF
Retract the flaps, using the slat/flap handle located in the cockpit
AE
BREGUET AVIATION
MIRAGE F
ROLL DAMPING SYSTEM SHEET : 10 PAGE : 1/2
CHECKS SELECTIONS SIG NALS MEASUREMENTS LIGHTS (DS)

Item Position Item Positon Amplitude-RI Item Position Reading On
Min. Max.
SW5 ROLL GYRO
SW10 ANTI SKID SW28
YAW SHORT
SWll AP SHORT
SW27 Impulse 13
Stimul 300 SW6 PWR S PLY

SWl 9 STIMULI
SW3
SW8 ON - 56% -64%
SW3 + + 56% + 64%

SW8 OFfl
2 - Residual voltage
2.1 - Rate gyro 1 SW6 GYRO 1
SWl 300 mV -34% + 34%
2.2 - Rate gyro 2 SW6 GYRO 2 - 34% + 34%
2.3 - Damper SW6 DAMPER
Autopilot disconnected - 14% + 14%

Autopilot connected SWl 6 ELECT AUX SC - 34% + 34% 18
3- Ga in Extend the flaps, using the slat/flap handle oca ted in the cockpit 54
3.1 - Rate gyro signal r Rate gyro 1 SWl 3 V

SW6 GYRO 1
SW8 ON - 10%
Rate gyro 2 SW6 GYRO 2 - 10%
SW3 + 1 0%
Rote gyro 1 SW6 GYROl + 10%
SW3 Act onRl - 20% -20%
to obtain
1
The maximum value read is of no interest for the operation.
AC
05-86 Restricted 1-531 1-531
BREGUET AVIATION
MIRAGE F
ROLL DAMPING SYSTEM Sheet : 10 Page : 2/2
CHECKS SELECTIONS GNALS MEASUREMENTS LIGHTS (DS)

Min. Max.
3.2 - Damper signal (flaps out)
Autopilot not connected SW16 Off SW6 DAMPER - 4% + 4%
Autopilot connected SW16 ELECT AUX SC -70% -99% 18

SW3 + 70% -99%
3.3 - Damper signal (flaps in) Retract the flaps, using the slat/flap handle Io ated in the cockpit
- At M = 0 and H = 0 + 40% + 60%

SW3 -40% -60%
Connect the «ADC SETTING» section of the accessory kit
SW54 | ON | I
Rotate the «Z.P.» dial to obtain H = 36,000 -fjt

I I I
Rotate the «MACH» dial to obtain M = 1 .35 -14% -22%
I I SW3 | + 14% + 22%
SLOWLY rotate the «MACH» dial to obtain :
MACH = 0
4 - Chopping SW4 0.5 SW3
Long travel Rotate the «Z.P.» dial to obtain 60,000 ft SW1 15V
999 (MD) ±62% ±70% 20
SLOWLY rotate the «Z.P.» dial to obtain

Z.P. i = 0 l
SW54 I OFF I
Disconnect the «ADC SETTING» section of the accessory kit
I I I
Extend the flaps, using the slat/flap handle located in the cockpit 54
5 - Channel check 300

SW6 GYR0 1
SW1 3V (MD)
Actuate R1 to obtain -20% -20%
5.1 - Servo-control response (LH stabilator pickoff) SW6 SNSR 1
RH turn precession signal ( ) SW3 + 8% + 14%

LH turn precession signal (+) SW3 + - 8% -14%
SW3 V
5.2 - Stabilator response Check that the LH stabilator varies in opposite phase with the RH stabilator
SW8 OFF
Retract the flaps, using the slat/flap handle located in the cockpit
AE
BREGUET AVIATION
MIRAGE F
YAW DAMPING SYSTEM SHEET: 11 PAGE : 1/2
CHECKS SELECTIONS SIGMALS MEASUREMENTS LIGHTS (DS)

Min. Max.
ALL Off SW8 OFF
1 - Preliminary steps SW5 YAW GYRO

SW9 PITCH SHORT SWl 15 V
SWll AP SHORT SW28
SW27 Impulse 16
300 SW6 PWR S PLY

SWl 9 STIMULI
SW3
SW8 ON - 56% - 64%
SW3 + + 56% + 64%

SW8 OFH
2- Residual voltage
2.1 - Rate gyro 1 SW6 GYRO 1
SWl 300 mV 34% + 34%
2.2 - Rate gyro 2 SW6 GYRO 2 34% + 34%
2.3 - Damper SW6 DAMPER 34% + 34%
3- Gain Extend the flaps, using the slat/flap handle oca ted in the cockpit 54
3.1 - Rate gyro signal : Rate gyro 1 100 SWl 3 V

SW6 GYRO 1
SW8 ON + 14%
Rate gyro 2 SW6 GYRO 2 + 14%
SW3 -- 14%
Rate gyro 1 SW6 GYRO 1 - 14%
SW3 -Acton Rl to + 20% + 20%
obtain
3.2 - Damper signal (flaps out) SW3 ^d SW6 DAMPER
SW4 01 Maximum deflection (MD) -56% - 80 %
Side «-»
SW4 05 SWl 15 V (MD) - 16% - 24%
The maximum value read is of no interest for the operation.

AC
05-86 Restricted 1-533 1-52
BREGUET AVIATION
MIRAGE F
YAW DAMPING SYSTEM Sheet: 11 Page : 2/2
CHECKS SELECTIONS SIC ,NALS MEASUREMENTS LIGHTS (DS)

Item Position Item Posh ion Amplitude-RI Item Position Reading On Out
Min. Max.
3.3 - Damper signal (flaps in) Retract the flaps, using the slat/flap handle locate i in the cockpit 54
-AtM=nsnHH = n (MD) -16% -24%
SW4 01 SWl 3 V (MD) -38% -54%
Connect the «ADC SETTING» section of the acc« ssory unit

i
.
( 1 'i
- At M = 1 .35 and H = 36,000 ft Rotate the «Z.P» dial to obtain H = 36,000 ft (MD) -20% - 28 %
1 1 1
Rotate the «MACH» dial to obtain M = 1 .35
SW4 05 (MD) -42% -64%

I
SLOWLY rotate «Z.P» and «MACH» dials to obtc in :
MACH = 0
ZP =0
Disconnect the «ADC SETTING» section of the a :cessory unit
Extend the flaps, using the slat/flap handle locate< in the cockpit
1
4 - Chopping SW1 15V

WW -74% -84%
5 - Channel check
5.1 - Servo-control response SW6 SNSR 1
SW1 3V(MD) -64% -74%
5.2 - Direction SW3
SW27 Impulse
- Watch in which direction the voltmeter deflects i vhen th e stepping signal i s applied thr ough SW7
- RH precession signal (+) SW7 + n +
- LH precession signal ( ) - Rapidly select SW7 n
SW7 Of f
SW8 OF
Retract th e flaps, using the s lat/flap hancile locate i in the cockpit
AD
BREGUET AVIATION
MIRAGE F
ANTI-SLIP SYSTEM-RUDDER TRIM SYSTEM SHEET :12 PAGE : 1/3

Item Position Item Position Amplitude-R! Item Position Reading On Out
Min. Max.
1 - Preliminary steps. ALL Off SW8 OF

SW5 ACCELERO
SW9 PITCH SHORT SWl 15 V
SWll AP SHORT SW28
56 46-57
Stimuli 500 SW6 PWR S PLY
SWl 9 STIMULI
SW3 +
SW8 ON + 72% + 78%
SW3 - 72% - 78%

SW8 OF
2 - Anti-slip residual voltage SW6 ANTI SKID
2.1 - Anti-slip SWl 300 mV 30% + 30%

2.2 - Accelerometer SW6 ACCELERO 90% + 90%
3 - Accelerometer gain 200 SWl 15 V

i
SW8 ON .-27% - 33%

SW3 + 27% + 33%
4 - Integrator response Act on Rl to obtain :. .+ 30%

SW6 ANTI SKID
4.1 - R/H anti-slip signal Start a stop-watch upon anti-slip system engagement through SWl 3
and watch voltmeter deflection.
Stop the stop-watch when deflection reaches- 50%
LDG GR _ .46-57
SW SHORT Start stop-watch : 0
Stop stop-watch : 50%
Stop-watch running time 6 sec. 9 sec.
19-44 flashing
AC 1-53
BREGUET AVIATION^Û
MIRAGE F
,
ANTI-SLIP SYSTEM - RUDDER TRIM SYSTEM SHEET : 12 PAGE : 2/3

Min. Max.
- Rudder pickoff voltage for integrator SW6 SNSR1

extreme "-" setting SWl 3 V + 30% + 42%
- Discharge SWl 15V
SW6 ANTI SKID
- Watch voltmeter deflection upon anti-slip system disengagement
through SWl 3
- Start a stop-watch when deflection reaches - 50%
- Stop the stop-watch when deflection readies - 20%
SWl 3 Off --
46-57
Start stop-watch : - 50%
Stop stop-watch : - 20%
Stop-watch running time : 6 sec. 9 sec.
- Full discharge SW10 ANTI SKID

YAW SHORT 0
4.2 - L/H anti-slip signal SW10 Off SW3 -
- Starta stop-watch upon anti-slip system e igagement through SW 3

- Stop the stop-watch when deflection read \\es + 50%.
- Charge SWl 3 ir»o OR 46 -57
SW SHORT
Start stop-watch : 0
Stop stop-watch : + 50%
- Rudder pickoff voltage for integrator

extreme "+" setting SW6 SNSR 1
SWl 3 V -30% - 42%

- Discharge SWl 15V
SW6 ANTI SKID
Watch voltmeter deflection upon anti-slip system d isengagement
through SWl 3 ;
Start a stop-watch when deflection reaches + 50%,

Stop the stop-watch when deflection reaches + 209 3
SWl 3 Off i _ 46-57

Start stop-watch : + 50%
i Stop stop-watch : + 20%
YAW SHORT 0
AC
09-76 Restricted 1-536 1-53<
BREGUET AVIATION ^-'^
;>i* Restricted
MIRAGE
MANUAL
F
13
ANTI-SLIP SYSTEM-RUDDER TRIM SYSTEM SHEET : 12 PAGE :3/3

Min. Max.
5 - Integrator response with autopilot SW10 Off

connected SWl 6 ELECT AUX SC 18
Start a stop-watch upon anti-slip system en cagement through SWl 3

Stop the stop-watch when deflection reac he s + 50%.
Charge SWl 3 LDG GR 46-57

SW SHORT
Start stop-watch : 0
Discharge Watch voltmeter deflection upon anti-slip sVstem disengagement

through SWl 3.
Start a stop-watch when deflection reaches + 50%.
Stop the stop-watch when deflection reache
les + 20%.
SWl 3 Off 46-57

Start stop-watch : + 50%

YAW SHORT
SWl 6 Off
6 - Trim threshold SW10 Off SW3

SW4 05
As soon as the anti-slip system is engaged tf rough SWl 3,

act on SW7 through very short impulses up to first illumination of the following : 44 or 45
Then, read the anti-slip voltage.

6. 1 - R/H trim threshold (+) SWl 3 LDGGR
SW SHORT
Short impulses SW7 16% 24% 44
6.2- L/H trim threshold (-) Short impulses SW7 16% 24% 45
SW8 Offi
AC
09-75 Restricted 1-537 1-53;
AVIONS MARCEL DASSAULT ZL^>-"~ru. MIRAGE F
BREGUET AVI MiON^T^-><f^> a n i a i io
^^ Restricted
àa
MANUAL 13
_.
CHECK OF AUXILIARY SERVO-CONTROL POSITION PICKOFF STOP

CLEARANCES
1- SCOPE
This operation covers the pickoff stop clearance checking procedure to be followed after pickoff
replacement or change in pickoff link-rod length.

- 1 15/200 V 400 Hz electrical power supply.
B Spares
Locking pin 23310 AA 015 015 for servo-control slide valve-to-linkage attachment.
3- MATERIALS
-Oil AIR 3512.
A Open the following doors :
- 14-04i (pitch system)

- 14-08i (roll system).
B Connect the electrical power supply to the external power receptacle.
C Connect the hydraulic power supply to systems 1 and 2.
CAUTION :
5- PRECAUTIONARY MEASURES APPLICABLE TO POSITION PICKOFF LINK-ROD
- Each time an operation is being performed on the position pickoff link-rod, check the latter for
condition and clean its end-fittings using a dry rag (mandatory).
- Slightly oil each end-fitting mechanism and operate the pistons several times by hand so as to
facilitate oil ingress inside the mechanism.
- Check the piston for correct sliding motion. No abnormal binding point, scratches (piston) or
peening (ends) should be noticed ; otherwise, replace the link-rod assembly.
When connecting the link-rod, make sure that the locking spring operates properly.
Move the link-rod by hand so as to check that the end-fitting is properly locked onto the pickoff
lever and the linkage.
Replace the complete link-rod in the case where any defect is noticed.
AC
AVIONS MARCEL DASSAULT L--*-'' Ul MIRAGE F
BREGUET AVIATION^T^^^ ......... ,
6- CHECK OF PICKOFF STOP CLEARANCES
Connect the link-rod to the pickoff lever.

-
Do not connect the link-rod on the linkage side.
-
- Disconnect the linkage from the auxiliary servo-control slide valve.
- Acting on the slide valve, set the servo-control successively against its two mechanical limit stops.
- For each of the above positions, check that the pickoff internal mechanical stop is located
outside the servo-control travel range.
- Also check that the clearances available between servo-control stop and pickoff mechanical stop
are about the same at each end of servo-control travel.
- Should the pickoff mechanical stops be located within the servo-control travel range, this may be
due to the following :
- Out-of-tolerance link-rod length (See pickoff adjustment).
Defective position pickoff (Replace it).
- Reconnect the linkage to the servo-control slide valve (Install the locking pin).
- Connect the link-rod to the linkage.
- Check the rods for correct attachment and locking.
AA
AVIONS MARCEL DASSAULT _U*>-',~U
BREGUET AVIATION^5i£^--c<0
MIRAGE F
^^^^ Restricted MANUAL 13
ADJUSTMENT AND CHECK OF ROLL AUXILIARY SERVO-CONTROL

POSITION PICKOFF
1- SCOPE
This operation covers the position pickoff adjustment which should be performed after pickoff
installation or in the case where pickoff values are found to be out of tolerance during the flight control
electronics overall check.
- Position pickoff adjustment unit (MEM 027)

- 28 V electrical power supply
1 15/200 V, 400 Hz electrical power supply.
B Special tools
- Tool kit F1-CV-B
C Spares (If adjustment is performed)

- Retainers (2) 31650 AC 060 for link-rod body nut.
3- SAFETY MEASURES
- Open the following doors :
-14.081 and 12.08i.
- Place the position pickoff adjustment unit on a work table near the aircraft.
5- PREPARATION OPERATION
CAUTION :
FOLLOWING POSITION PICKOFF OR AUXILIARY SERVO-CONTROL REPLACEMENT, DO
NOT CONNECT THE PICKOFF LINK-ROD BEFORE CHECKING THE PICKOFF STOP
CLEARANCES (See 13-1).
A Preparation of position pickoff adjustment unit
- Set all switches to «OFF».
- Set SW4 to «VOLTMETER».
-SetSW3to«10V».
- Set SW2 to «0».
- Connect electrical connector P3 to a 28 V DC power supply, being careful to comply with
correct polarities.
-SetSWI to «ON».
- Set SW5 to «POWER SUPP TEST» and check that the voltmeter reads 7 ± 0.7 V ; otherwise,
check the external power supply.
- Set SW2 to «10 V» and check that the voltmeter reads 10 ± 0.2 V.
- Set SW2 to «AUTO TEST».
-SetSW3to«1 V».
- Set SW3 to «10 V» and check that the voltmeter pointer remains in about the same position.
-Set SW2 to «0».
-SetSWI to «OFF».
B - Supply the aircraft with electrical power.
- Supply the aircraft with hydraulic power (systems 1 and 2).
AC
AVIONS MARCEL DASSAULT /L._V-û--tt #Y\II\/,\V_7__ l
BREOUET AVIATION ^-j*K^^S-£N>
^« ^-o _,
Restricted , aaamuai
MANUAL «- 13
C - Carry out an integrated test sequence (see 13-0).

NOTE: Some inspections have to be performed using inspection sheets ; reference should be
made to the overall check of the flight control electronics.
6 - CHECK
A - Pin the linkage bellcrank located upstream of the auxiliary servo-control, using the pin
providing minimum play.
B - Switch off the hydraulic power supply.
-Switch off the electrical power supply.
C - Check that the pickoff link rod is correctly connected
D - Disconnect the position pickoff power supply cord from the aircraft system
Connect the position pickoff to the adjustment unit with the relevant cord
E - Perform the following operations, using the position pickoff adjustment unit
-Set all switches to "OFF"
- Set SW4 to "VOLTM ETER"
-SetSW2to"0"
-Set SW1 to "ON"
-Set SW3 ("VOLT.SCALE") to "1 V"
-Set S W2 to "POT. 1"
-Check voltmeter reading. The voltage should be comprised between - 25 and
+ 25 mV.
-Set SW2 to "POT. 2"
-Check voltmeter reading. The voltage should be comprised between - 32 and
+ 32 mV.
-Set SW1 to "OFF".
If the values are found to be out of tolerance, proceed to position pickoff adjustment.
7 - ADJUSTMENT
NOTE: The only adjustment permitted on aircraft is that of pickoff link rod. Do not alter the le¬
ver length adjustment or the lever-to-shaft adjustment.
A - Adjust the, link rod as follows (theoretical distance between centers : 173 mm (6.81
in)) :
(1 ) Remove the link rod.
(2) Note the link rod overall length and replace the retainers without bending them.
(3) Adjust the link rod length to the value previously noted and balance the threaded lengths
engaged at both ends. Run the link rod nuts down without tightening.
(4) Reinstall the link rod.
(5) On the pickoff adjustment unit, set SW1 to "ON" and SW2 to "POT. 1 ".
(6) Adjust the pickoff link rod to obtain the minimum output voltage (0 V ± 25 mV).
Shorten the link rod to correct a negative error and lengthen it to correct a positive error.
(7) Check that the minimum threaded length is engaged at each rod end by ensuring that a
1 mm (0.039 in) diameter pin cannot be inserted through the inspection hole.
Replace the pickoff in the case where the link rod cannot be adjusted within tolerance
limits (see 13-0 : Special post-installation operations).
AB
AVIONS MARCEL DASSAULT f ^-" -* /V\|I\/AV_7[_ I
BREQUET AVIATION ^^-
_- .aô
^^-^ _
Restricted , aaaaiiiai
MANUAL «- 13
(8) Set switch SW2 to "POT. 2" and check that the voltmeter reads 0 V ± 32 mV.
(9) Set operation control switch SW1 to "OFF".
(10) Perform tightening and safetying operations with link rod removed, being careful not to
alter link rod length.
(1 1 ) Reinstall the link rod.
(12) Set operation control switch SW1 to "ON" and check adjustment.
B - Unpin the roll linkage
C - Disconnect the pickoff adjustment unit

(1 ) Set adjustment unit switch SW1 to "OFF".
(2) Disconnect the adjustment unit from the position pickoff connector.
(3) Connect the position pickoff to the aircraft system.
CAUTION:
FOLLOWING ANY ALTERATION IN PICKOFF LINK ROD LENGTH, IT IS IMPERATIVE
TO CHECK THE PICKOFF STOP CLEARANCES BEFORE ACTUATING THE FLIGHT
CONTROLS.
D - Check the pickoff stop clearances (see 13-1 )
E - Perform the operations described in sheet 5 of the flight control electronics overall check.
8 - FINAL STEPS
-Close doors.
-Perform flight control integrated test (see 13-0).
AB
AVIONS MARCEL DASSAULT /.
BREGUET AVIATION .<^_^
'Vf MIRAGE F
ADJUSTMENT AND CHECK OF PITCH AUXILIARY SERVO-CONTROL

POSITION PICKOFF
1 - SCOPE
This operation covers the position pickoff adjustment which should be performed after pickoff
installation or in the case where pickoff values are found to be out of tolerance during the flight control
electronics overall check.
- Stabilator deflection template

- Position pickoff adjustment unit (MEM 027)
- 28 V electrical power supply
- 1 15/200 V, 400 Hz electrical power supply.
B - Spares (If adjustments performed)

- Retainers (2) 31650 AC 060 for link-rod body nut.
3- SAFETY MEASURES
- Open the following door :
- 14-04i
- Place the position pickoff adjustment unit on a work table near the aircraft.
5- PREPARATION OPERATION
CAUTION :
FOLLOWING POSITION PICKOFF OR AUXILIARY SERVO-CONTROL REPLACEMENT, DO
NOT CONNECT THE PICKOFF LINK-ROD BEFORE CHECKING THE PICKOFF STOP CLEA¬
RANCES (See 13-1).
A Preparation of position pickoff adjustment unit

-SetSW3to«10V».
-Set SW2 to «0».
Connect electrical connector P3 to
- a 28 V DC power supply, being careful to comply with
correct polarities.
-SetSWI to «ON».
- Set SW5 to «POWER SUPP TEST» and check that the voltmeter reads 7 ± 0.7 V ; otherwise,
check the external power supply.-
-SetSW3to«1 V».
- Set SW2 to «0».
-SetSWI to «OFF».
B Supply the aircraft with electrical power.
-Supply the aircraft with hydraulic power (systems 1 and 2).
AC
AVIONS MARCEL DASSAULT _L->^r5L
BREGUET AVIATIONîîF3^^-^
MIRAGE F
C Carry out an integrated test sequence (see 13-0).
D Switch off the hydraulic power supply.
E Switch off the electrical power supply.
F - Install the stabilator deflection templates.
6- CHECK
A - Check that the pickoff link rod is correctly connected.
B - Disconnect the position pickoff power supply cord from the aircraft system.
C Connect the position pickoff to the pickoff adjustment unit.
D - Set «PITCH» switch 55C to «OFF» in the cockpit.
E Supply the aircraft with electrical power.
F Supply the aircraft with hydraulic power (systems 1 and 2).
G Perform the following operations, using the position pickoff adjustment unit :

Set SW2 to «0».
- Set SW1 to «ON».
- Set SW3 («VOLT. SCALE») to «1 V».
- Set SW2 to «POT. 1 ».
H - Using the pitch trim switch, position the pitch linkage so as to read 0 V ± 20 mV pickoff voltage at
the pickoff adjustment unit voltmeter.
I On the position pickoff adjustment unit :

- set SW2 to «POT. 2»,
- check that the pickoff voltage equals 0 V ± 26 mV.
J Without changing position of the linkage, check that the stabilator is set between 2°35 and 2°55
nose up (as indicated by the stabilator deflection templates).
If the stabilator position value is out of tolerance, proceed to pickoff link rod adjustment.
K - Set operation control switch SW1 of the pickoff adjustment unit to «OFF».
AC
AVIONS MARCEL DASSAULT /L^>^_r5L
BREGUET AVIATION ô^^Ô.
MIRAGE F
7- ADJUSTMENT
NOTE : The only adjustment permitted on aircraft is that of the pickoff link rod. Do not alter the
lever length adjustment or the lever-to-shaft adjustment.
A Proceed as follows to adjust the link rod (theoretical distance between centers : 1 73 mm (6.81 in)).
Drop the hydraulic pressure and switch off the hydraulic and electrical power supplies.
(1) Remove the link rod.

Note the link rod overall length.
(2) Replace the retainers without bending them.
(3) Adjust the link rod length to the value previously noted and balance the threaded lengths engaged
at both ends. Run the link rod nuts down without tightening.
(4) Reinstall the pickoff link rod.

-Apply pressure to the hydraulic systems and supply the aircraft with electrical power.
(5) Set pickoff adjustment unit switch SW2 to «POT. 1 ».
(6) Set operation control switch SW1 of the adjustment unit to «ON».
(7) Actuate the pitch trim so as to position the stabilator 2° 42 nose up as accurately as possible (as
indicated by the stabilator deflection template).
(8) Adjust the pickoff link rod to obtain 0 V ± 20 mV voltmeter reading on the pickoff adjustment
unit.
Shorten the link rod to correct a positive error ; otherwise, lengthen it and check that the
minimum threaded length is engaged at each rod end by ensuring that a 1 mm (0.039 in) diameter pin
cannot be inserted through the inspection hole.
Replace the position pickoff in the case where the link rod cannot be adjusted within tolerance
limits by applying the special operations specific to the component removed (see 13-0) and repeat the
operation from the beginning.
(9) Set switch SW2 to «POT. 2» and check that the voltmeter reads 0 V ± 26 mV.
(10) Set operation control switch SW1 of the adjustment unit to «OFF».
(11) Check the pickoff stop clearances (see 13-1).

After completion of this operation, leave the linkage disconnected at the pitch auxiliary servo-
control slide valve.
(12) Set operation control switch SW1 of the adjustment unit to «ON».
(13) Set pickoff adjustment unit switch SW3 («VOLT. SCALE») to «10 V».
(14) Set switch SW2 to «POT.1 ».
CAUTION :
DURING THE NEXT OPERATIONS IN NOSE-DOWN AND NOSE-UP DIRECTIONS, NEVER
EXCEED ± 7 V PICKOFF VOLTAGE AS READ ON THE PICKOFF ADJUSTMENT UNIT
VOLTMETER.
AB
AVIONS MARCEL DASSAULT fJ_WL_« /Y\ll\A\VJr_- I
BREQUET AVIATION ^-î*S^^S«C^
_-^ ^^-^ Restricted ,,,.,,.
MANUAL ,,
13
(15) Slowly move the servo-control to the mechanical nose-up stop by manually controlling
the servo-control slide valve.
(16) Note the value of the pickoff voltage read on the pickoff adjustment unit voltmeter.
(17) Slowly move the servo-control to the mechanical nose-down stop by manually controll¬
ing the servo-control slide valve.
(1 8) Note the value of the pickoff voltage read on the pickoff adjustment unit voltmeter.
(19) If the nose-down and nose-up values are not identical, proceed to adjustment of the link
rod so as to obtain a nose-down voltage as close as possible to the nose-up voltage (opposite
signs).
Shorten the link rod to correct a positive error and lengthen it to correct a negative error.
(20) Check that the minimum threaded length is engaged at each rod end by ensuring that
1 mm (0.039 in) diameter pin cannot be inserted through the inspection hole.
CAUTION:
FOLLOWING ANY ALTERATION IN PICKOFF LINK ROD LENGTH, IT IS IMPERATIVE
TO CHECK THE PICKOFF STOP CLEARANCES BEFORE ACTUATING THE FLIGHT
CONTROLS.
B - Confirm correct adjustment as follows :
1 st case : Adjustment is possible
(1 ) Connect the linkage at the auxiliary servo-control slide valve.
(2) Set pickoff adjustment unit switch SW3 ("VOLT.SCALE") to "1 V".
(3) Check that adjustment unit switch SW2 is at "POT. 1 ".
(4) Actuate the pitch trim until reading 0 V ± 20 mV pickoff voltage on the pickoff adjust¬
ment unit voltmeter.
(5) Set switch SW2 to "POT. 2".
(6) Check that the pickoff voltage equals 0 V ± 26 mV.
(7) Check the stabilator position on the stabilator deflection template. The stabilator should
be set between 2°35 and 2°55 nose up.
2nd case Adjustment is not possible.

:
I (8) Replace the position pickoff (see 13-0 : Special post-installation operations).
CAUTION:
FOLLOWING REPLACEMENT OF A POSITION PICKOFF, DO NOT CONNECT THE
PICKOFF LINK ROD BEFORE CHECKING THE PICKOFF STOP CLEARANCES.
(9) Drop the hydraulic pressure and switch off the hydraulic and electrical power supplies.
AC
05-86 Restricted 1 -545 H
AVIONS MARCEL DASSAULT ÏLJ>^trV^ MIRAGE F
BREGUET AVIATIONôFEL^,^> ..«» a -
(12) Set pickoff adjustment unit switch SW1 to «OFF».
C Perform tightening and safetying operations with link rod removed, being careful not to alter the
link rod length.
D Disconnect the adjustment unit from the position pickoff connector.
E Connect the position pickoff to the aircraft system.
F Check the pickoff stop clearances (see 13-1 ).
G Connect the position pickoff link rod.
H Connect the link rod to the linkage.
I Check the rods for security of attachment and safetying.
J - Perform the operations described in sheet 4 of the flight control electronics overall check.
8- FINAL STEPS
- Remove stabilator deflection templates.

- Close doors.
- Perform flight control integrated test (see 13-0).
AA
BREGUET AVIATION^
JL-îryL
_ _
MIRAGE F
ADJUSTMENT AND CHECK OF POSITION PICKOFF OF A STABILATOR

RELEASABLË BELLCfaNfK
1 - SCOPE
This operation should be performed after each replacement of releasable bellcranks or servo-
controls.
- Position pickoff adjustment unit MEM 027
28 V electrical power supply
- 1 15- 200 V/400 Hz electrical power supply
- Stabilator deflection template
B Special tools (if adjustment is performed)

-ToolkitF1-CV-B
- Releasable bellcrank retaining pin AMD-BA CVB 01314
- Releasable bellcrank rigging pin (4.7 mm (0.185 in) dia)
C Spares (if adjustment is performed)

- Retainers (2) 31650 AC 060 for link rod body nuts
Cotter pins (2) 23310 AA 010 012 for attachment of link rod
- Cotter pin 23310 AA 015 015 for attachment of rod to servo-control slide valve
- Open the following doors :
- 36.02 (RH stabilator) "I ae mnitiraA
- 36.10 (LH stabilator) J; « "**->«**
- 12.04 (access to the pinning hole of the first bellcrank of the control linkage).
4- SAFETY MEASURES
TAKE ALL SAFETY MEASURES APPLICABLE TO THE SYSTEM CONCERNED (see 01-0).
5- PREPARATION
A Check that the releasable bellcrank-to-servo-control connecting rods are attached correctly.
B Preparation of position pickoff adjustment unit
Set all switches to «OFF».
-
Set «OSCILLO-VOLTMETER» switch to «VOLTMETER».
-
Set «1 V - 10 V» switch to «10 V».
-
Set rotary switch to «0».
-
Connect the supply connector of the position pickoff adjustment unit to a 28 V DC power
-
supply, with polarities correctly matched.
- Set adjustment unit «ON-OFF» switch to «ON».
- Depress «POWER SUP TEST» button, check that the voltmeter reads 7 ± 0.7 V ; if not, check
the external power supply.
- Set rotary switch to «10 V», the voltmeter should read 10 ± 0.2 V.
- Set rotary switch to «AUTO-TEST».
- Set «1 V - 10 V» switch to 1 V.
- Set «1 V - 10 V» switch to «10 V», the voltmeter pointer should remain in about the same posi¬
tion.
- Set rotary switch to «0».
- Set adjustment unit «ON-OFF» switch to «OFF».
C Supply the aircraft with electrical power.

-Supply the aircraft with hydraulic power (systems 1 and 2).
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D Check the flight controls for correct hydraulic operation.
E Carry out an integrated test sequence (see 13-0).
F Switch off the hydraulic power supply.
G Switch off the electrical power supply.
H Install the stabilator deflection templates.
6- CHECK
A Supply the aircraft with electrical power.
B Supply the aircraft with hydraulic power.
C - Set «PITCH» switch 55C to «OFF» in the cockpit.

(Locking of stabilator releasable bellcranks).
D Note the stabilator position (as indicated by the stabilator deflection template).
E - Set «PITCH» switch 55C to «ON».
F Note the stabilator position as above.
G Calculate the difference between the two positions and note it.
H Check adjustment of the pickoff as follows :
1st CASE:
Difference < 7.5'

Check that the pickoff control lever can be pinned onto the bellcrank (4.7 mm (0.185 in) dia
-
pin). If pinning is possible : pickoff adjustment is correct.
2nd CASE :
Difference > 7.5'

Check that the pickoff control lever can be pinned onto the bellcrank with the above pin. If pin¬
-
ning is possible : proceed to adjustment of position pickoff link rod (see hereafter).
3rd CASE :
If pinning is not possible : replace the releasable bellcrank (see 04-2).
I Remove the pin from the pickoff control lever.
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7- ADJUSTMENT
A Switch off the hydraulic power supply.
B Switch off the electrical power supply.
C Disconnect the position pickoff from the aircraft system.
D Connect the adjustment unit to the position pickoff connector.
CAUTION :
HOLD THE PICKOFF CONTROL LEVER AS LONG AS IT IS NOT CONNECTED TO THE
SERVO-CONTROL THROUGH THE LINK ROD SO AS TO AVOID DAMAGING THE PICK-
OFF DUE TO THE PICKOFF MOVING TO ONE OF ITS EXTREME POSITIONS.
E Disconnect the pickoff link rod, on servo-control side.
F Disconnect the pickoff link rod by slightly shifting the bellcrank arm.
G Remove the pickoff link rod by sightly shifting the bellcrank arm.
H Adjustment of pickoff link rod

(1) Remove nut retainers on pickoff link rod and disassemble the latter. Install two new retainers,
assemble the link rod with both clevises screwed symmetrically and adjust to a center-to-center distance
of 97 mm (3.82 in). Obtain this distance without tightening or safetying the two nuts.
(2) Reinstall the pickoff link rod (do not pin).
(3) Supply the aircraft with electrical power.
(4) Repressurize the aircraft hydraulic systems.
(5) Actuate the pitch trim until the trim indicator reads zero.
(6) Perform the following operations on the position pickoff adjustment unit :
Set all switches to «OFF».

- Check that rotary switch SW2 is set to «0».
- Check that «OSCILLO-VOLTMETER» switch SW4 is set to «VOLTMETER».
Set adjustment unit «ON-OFF» switch to «ON».
- Set «1 V - 10 V» switch to «1 V».
- Set rotary switch SW2 to «POT. 1».
(7) Adjust the pickoff link rod length so as to obtain the minimum pickoff output voltage
(0 V ± 20 mV). Tighten the nuts without safetying.
(8) On the position pickoff adjustment unit :

- set rotary switch SW2 to «POT. 2» and check that the voltage reading equals 0 V ± 26 mV,
-check that the link rod center-to-center distance is within tolerance limits: 97 ± 3 mm
(3.82 ±0.12 in).
If it is out of tolerance, replace the releasable bellcrank by adjusting the pickoff link rod to
97 mm (3.82 in).
(9) After adjustment, check that it is not possible to insert a pin (diameter 1 .4 mm (0.05 in)) through
the check holes in the two clevises of the link rod.
If the pin can be inserted in one of the check holes, remove and disassemble the pickoff link rod.
(10) Check length L of the tension rod. If L is about 54 mm (2.13 in), replace the existing link rod by
a new one fitted with a tension rod, the length of which is about 65 mm (2.48 in).
Readjust the link rod if required.
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(11) Bend the nut retainers.
I - Set the pickoff adjustment unit operation control switch to «OFF».
J Switch off the hydraulic power supply.
K Switch off the electrical power supply.
L Disconnect the position pickoff adjustment unit from the position pickoff connector.
M Reconnect the position pickoff to the aircraft system.
N Turn electrical power supply back on.
O Turn hydraulic power supply back on.
P Repeat the adjustment check as previously described (see paragraph 6 CHECK).
Q Perform the operations described in the following sheets :

- sheet 7 : RH stabilator,
- sheet 8 : LH stabilator,
- replace the releasable bellcrank if the maximum output voltages are found to be out of tolerance.
8- FINAL STEPS
Drop hydraulic pressure.

- Switch off the electrical power supply.
- Safety the pickoff control link rod.
- Remove the stabilator deflection templates.
- Close the doors.
- Carry out integrated test of the flight controls (see 13-0).
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ADJUSTMENT AND CHECK OF POSITION PICKOFFS

OF RUDDER RELEASABLE BELLCRANK
1 - SCOPE
This operation should be performed after each releasable bellcrank or servo-control replacement.
-Position pickoff adjustment
adjustmer unit MEM 027
-~ deflection template
Rudder def
B Special tools (if adjustment is performed)
-Tool kit F1-CV-B
C Spares (if adjustment is performed)
- Retainers (2) 31 650 AC 060 for link rod body nut
- Lockplate 23350 AC 080 for rod-to-slide valve (servo-control) attachment
- Locking pins (2) 23310 AA 010 012 for link rod attachment
- Locking pin 23310 AA 015 015 for control rod-to-dual quadrant attachment
- Open the following doors : D2.43 and D1 .45.
4- SAFETY MEASURES
TAKE ALL SAFETY MEASURES APPLICABLE TO SYSTEM CONCERNED (see 01-0).
5- PREPARATION
A Check that the releasable bellcrank-to-servo-control connecting rods are attached correctly.
B - Preparation of position pickoff adjustment unit
-SetSW3to«10V».
- Set SW2 to «0».
- Connect electrical connector P3 to a 28 V DC power supply, being careful to comply with correct
polarities.
Set- SW1to «ON».
Set- SW5 to «POWER SUPP TEST» and check that the voltmeter reads 7 ± 0.7 V. Otherwise,
check the external power supply.
-SetSW3to«1 V».
- Set SW2 to «0».
-SetSWI to «OFF».
C Supply the aircraft with electrical power.
Supply the aircraft with hydraulic power (systems 1 and 2).
D Check the flight controls for correct hydraulic operation.
E Carry out an integrated test sequence (see 13-0).

F Switch off the hydraulic power supply.
G Switch off the electrical power supply.
H Install the rudder deflection template on the aircraft.
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6- CHECK
A Supply the aircraft with electrical power.
B Supply the aircraft with hydraulic power.
C - Set «ANTI-SLIP/YAW» switch 56C to «OFF».

(Locking of rudder releasable bellcrank).
D Note the rudder position (as indicated by the rudder deflection template).
E - Set «ANTI-SLIP/YAW» switch 56C to «ON».
F Note the rudder position as above.
G Calculate the difference between the two positions and note it.
H - Check pickoff adjustment as follows :
1st CASE:
If the difference is < 7.5' : the position pickoff is correctly adjusted.
2nd CASE ;
If the difference is > 7.5' : proceed to adjustment of the pickoff link rod.
7- ADJUSTMENT
A Switch off the hydraulic power supply.
B Switch off the electrical power supply.
C - Remove the pickoff link rod to replace the retainers, proceeding as follows :
(1 ) - Through access hole D1-45, pin the dual quadrant using rigging pin MS 1390.20.830.
(2) Disconnect the position pickoff from the aircraft system.
(3) - Connect the adjustment unit to the position pickoff.
(4) - Disconnect the releasable bellcrank control rod on dual quadrant side.
(5) - Disconnect the servo-control slide valve control rod on servo-control side.
CAUTION :
THE TWO CONNECTIONS BETWEEN SERVO-CONTROL AND RELEASABLE BELLCRANK
SHOULD BE BOTH CONNECTED OR BOTH DISCONNECTED; DO NOT LEAVE THE
SERVO-CONTROL SLIDE VALVE CONTROL ROD DISCONNECTED ALONE.
(6) - Disconnect the pickoff link rod on servo-control side.
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CAUTION :
HOLD THE PICKOFF CONTROL LEVER AS LONG AS THE LATTER IS NOT CONNECTED TO
THE SERVO-CONTROL THROUGH THE LINK ROD, THIS IN ORDER TO AVOID PICKOFF
DAMAGES DUE TO THE PICKOFF MOVING TO ONE OF ITS EXTREME POSITIONS.
(7) - Remove the link rod while tilting the bellcrank.

D Adjust the link rod as follows :
(1) - Remove nut retainers on pickoff link rod and disassemble the latter. Install two new retainers,
assemble the link rod with both clevises screwed symmetrically and adjust to a center-to-center distance
of 1 18 mm (4.65 in). Obtain this distance without tightening or safetying the two nuts.
(2) - Reinstall the pickoff link rod (do not pin).
(3) - Connect the servo-control slide valve control rod (fitted with a new lockplate) to the servo-control
(do not fold the lockplate).
(4) - Connect the rod to the dual quadrant (do not pin).
(5) - Remove the rigging pin from the dual quadrant.
(6) - Supply the aircraft with electrical power.
(7) - Supply the aircraft with hydraulic power (systems 1 and 2).
(8) - Actuate the rudder trim until the trim indicator reads zero (rudder in neutral position).
(9) - Perform the following operations, using the position pickoff adjustment unit :
-Set all switches to «OFF».

-Set SW2 to «0».
-Set SW4 to «VOLTMETER».
-SetSWI to «ON».
-SetSW3to «1 V».
- Set SW2 to «POT. 1».
(10) Adjust the pickoff link rod length so as to obtain the minimum pickoff output voltage
(0 V ± 20 mV). Tighten the nuts without safetying.
(11)- Perform the following operations on the position pickoff adjustment unit :
- Set SW2 to «POT. 2».

- Check that the voltage reading equals 0 V ± 26 mV.
- Set operation control switch SW1 to «OFF».
E Switch off the hydraulic power supply.
F Switch off the electrical power supply.
G Disconnect the adjustment unit from the position pickoff connector.
H Connect the position pickoff to the aircraft system.
I Supply the aircraft with hydraulic power.
J Supply the aircraft with electrical power.
K Repeat the adjustment check as previously described (see paragraph 6).
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L Switch off the hydraulic power supply.
M Switch off the electrical power supply.
N - Remove the pickoff link rod again, proceeding as described above.
0- Check that the center-to-center distance is comprised within tolerance limits : 118 ±5 mm
(4.65 ± 0.20 in).
Should such a center-to-center distance be found out of tolerance, replace the releasable bellcrank
(see 04-3) while adjusting the pickoff link rod to 1 18 mm (4.65 in).
P Fold nut retainers.
Q - Reinstall the pickoff link rod (pin).

R - Connect the servo-control slide valve control rod (do not fold the lockplate).
S Connect the rod to the dual quadrant (do not pin).
T - Check that the dual quadrant is not pinned.
U Perform the operations described in sheet No. 6 of the flight control electronics overall check.
- Replace the releasable bellcrank if the maximum output voltages are found to be out of tolerance.
8- FINAL STEPS
- Fit a cotter pin to the pin attaching rod to dual quadrant.

Bend down the lockplate safetying the pin which connects control rod to servo-control slide valve.
- Remove the rudder deflection template.
- Close doors.
- Perform flight control integrated test (see 13-0).
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SECTION 2
AUTOPILOT
TABLE OF CONTENTS
Page
2-0 GENERAL
- Autopilot system - Principle 2-001

- Autopilot channel general operating principle 2-114
- Autopilot operating configurations and requirements 2-116
- Basic mode - Superior modes 2-118
- Pitch channel 2-121
- Roll channel 2-132
- Pitch and roll channel synchronization 2-149
- Adaptation of pitch and roll channels to flight envelope 2-150
- Rudder channel 2-1 52
- Logics - Monitor 2-154
- Safety systems 2-158
- Power supplies 2-165
- Integrated tests 2-167
2-2 FAILURES
- Trouble shooting on autopilot system 2-201
- Autopilot removal and installation 2-301
- Brief check of autopilot system 2-501
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^C**^^^ Restricted MANUAL 13
LIST OF FIGURES
Figure No. Page
1 AUTOPILOT SYSTEM SCHEMATIC 2-002

4 AUTOPILOT CHANNEL SCHEMATIC -ROLL CONTROL 2-1 15H
4M AUTOPILOT CHANNEL SCHEMATIC -PITCH CONTROL -SUPERIOR MODE .... 2-115T
5 LONGITUDINAL ATTITUDE HOLD SCHEMATIC 2-122
6 PITCH CHANNEL OPERATION IN BASIC MODE 2-123
7 ALTITUDE CAPTURE AND HOLD SCHEMATIC 2-124
8 GLIDE SLOPE BEAM INTERCEPTION AND TRACKING SCHEMATIC 2-125
9 GLIDE SLOPE BEAM INTERCEPTION AND TRACKING 2-126
10 PITCH CHANNEL OPERATION IN SUPERIOR MODES 2-128
11 LATERAL ATTITUDE HOLD SCHEMATIC 2-132
12 ACTUAL HEADING HOLD SCHEMATIC 2-133
13 ROLL CHANNEL OPERATION IN BASIC MODE 2-134
15 RADIO COURSE INTERCEPTION AND TRACKING-NAVIGATION COURSE
INTERCEPTION AND TRACKING 2-138
16 RADIO COURSE INTERCEPTION AND TRACKING OR NAVIGATION COURSE
INTERCEPTION AND TRACKING SCHEMATIC INTERCEPTION PHASE 2-139
17 RADIO COURSE INTERCEPTION AND TRACKING OR NAVIGATION COURSE
INTERCEPTION AND TRACKING SCHEMATIC : BEAM TRACKING OR
NAVIGATION COURSE TRACKING PHASE 2-140
18 LOCALIZER BEAM INTERCEPTION AND TRACKING 2-141
18M LOCALIZER BEAM INTERCEPTION 2-141M
19 ROLL CHANNEL OPERATION IN SUPERIOR MODES 2-144
20 TORQUE MOTOR SYNCHRONIZATION 2-149
21 MACH AND STATIC PRESSURE ADAPTATION 2-151
22 RUDDER CHANNEL OPERATION 2-153
23 LOGICS -MONITOR 2-155
23M FAILURE WARNING SYSTEM OF LIGHT LIGHTING CONTROL MONITOR ... 2-156H
24 AUTOMATIC SAFETY SYSTEMS 2-160
26 INTEGRATED TESTS 2-169
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^£^^^> Restricted MANUAL 13
AUTOPILOT SYSTEM - PRINCIPLE
(Figure 1)
1 - PURPOSE
The autopilot relieves the pilot of the following functions :

- either flight parameter hold functions :
-pitch attitude hold
-roll attitude or actual heading hold
- altitude hold
- or flight parameter acquisition and hold functions :
- selected heading acquisition and hold
- VOR radio course interception and tracking
- ILS glide slope and localizer beam interception and tracking.
The autopilot system allows manual control to be resumed at any time by the pilot through
actuation of the control stick (disconnection).
2- CONSTITUENT ITEMS
The autopilot system consists of a computer (autopilot 39C) connected to the following :
A Control components :
-autopilot control and indicator unit 103C, for selection of operating modes.
- control stick handgrip components :
- autopilot disconnect trigger 1 10C
- autopilot disengage lever 102C
- pitch and roll trim control switches 87C and 92C.
B Information components :
- pitot-static system (static pressure S2)
- electronic unit 27F (pitch attitude)
- gyro platform 35F (roll attitude)
- magnetic monitoring unit 29F (heading)
- air data computer 1 7F (Mach number, static pressure, transonic flight)
- polar indicator 68F (selected or teleset heading deviation)
-omnibearing and VOR/NAV selector 40R (radio or navigation course and ILS beam deviations)
- rate gyro box 50C (angular rates of roll and pitch «p» and «q»)
- radio altimeter transceiver 102R (height of the aircraft over the overflown ground surface)
- aircraft circuits (flaps out, U/C down, underwing tanks installed).
C Execution components :
-flying aids amplifier 48C, applying the flight commands generated by the autopilot to pitch and
roll auxiliary servo controls 77C and 79C and to rudder servo control 59C.
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Aerodynamic loop
30F r nm
1
S2 78C Variable
Emergency
gyromagnetic 48C ratio bellcrank
39C Auxiliary servo control position
compass Position
-e* Pitch pickoff
RPS1 RPS2
synchro
77C
Pitch trim
Ps,M
rrr_.
* B» Flight
29F ? 35F " 17F 103 C
command PITCH CHANNEL
Cd Gyro Pitch auxiliary
platform Autopilot servo control Bellcrank Stabilator
Magnetic Trim box Air data control and Function
monitoring 27F |T + resistors computer indicator selection
-A t* Pickoff
unit ***n^»
Electronic unit
unit 1 10C Autopilot
disconnect
102R
Radio altimeter trigger
Pitch
MH T/R
Rolf trim and roll
GMH damping
EGMH 1 Flying
A HDG aids
103F 60F 68F amplifier 87C Pitch trim control switch
92C Roll trim control switch
Autopilot
102C Autopilot
Navigation disengage lever
computer Associated
electronic unit ROLL CHANNEL
Polar
indicator Spoilers
Roll auxiliary
6 NAV
servo control j r-T___Li I
lllllllllllll Course display Flight
TH
40 R 1*3^ Servo control %
command
NAV
A HDG R
79C
80cft °
42R AHDGN
A NAV Roil Auxiliary servo control position Position
Phase synchro pickoff
Ra
comparator
A NAV
Flight
command
56 R Flaps
a VOR out
*i AVOft
VOR/ILS Servo control Rudder
e vor ANAV Pickoff Rudder
receiver position servo control
A VOR w VOR
Omnibearing Bellcrank
Hi
P/q 50C RUDDER CHANNEL
and VOR/NA V I
selector Roll Rate gyro
FIGURE 1 -AUTOPILOT SYSTEM SCHEMATIC

U/C 1
Flaps
I Pylon tanks rate gyro box
®-J-© Rudder
pedals
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3- OPERATING PRINCIPLE
Autopilot 39C is fed with aircraft attitude information (roll and pitch attitudes, heading, heading
deviation, navigation course deviation, radio course deviation, localizer and glide slope beam deviations)
and flight envelope information (Mach number and altitude).
It compares actual flight conditions with selected parameters. The resulting deviation is converted
into a flight command and is applied to pitch and roll auxiliary servo controls and rudder servo control,
after being amplified. This flight command is substitued for the pilot's command.
The flight command is generated in accordance with the following :
- aircraft control principles

- aircraft flight envelope (Mach number and altitude)
- aircraft configuration (U/C, flaps and pylon tanks)
-safety limitations.
The autopilot is synchronized with control surface position in manual control mode.
An automatic trim system is provided to cancel flight control system forces in automatic control
mode (See 13-01).
Autopilot 39C includes three computing channels :

-a pitch pannel, for pitch attitude hold, altitude hold and glide slope beam interception and
tracking ;
-a roll channel, for roll attitude hold, heading hold, selected heading interception and hold,
selected navigation course interception and tracking, radio course interception and tracking and
localizer beam interception and tracking ;
- a rudder channel, intented to correlate rolling and yawing movements at low airspeed (flaps out).
Autopilot operation can be broken down into :
- Basic modes :
pitch attitude hold (pitch channel)

- roll attitude hold or heading hold if autopilot is connected with a bank angle lower than 10°
(roll channel)
- selected heading interception and hold (roll channel)
- fine pitch attitude and heading corrections through pitch and roll trim control switches 87C and
92C.
- Superior modes :
- altitude hold (pitch channel)
- navigation course interception and hold (roll channel)
- radio course interception and tracking (roll channel)
- localizer beam interception and tracking (roll channel)
- glide slope beam interception and tracking (pitch channel).
4- SAFETY SYSTEMS
Contrary to flight control electronics, the autopilot is not provided with redundant safety systems.
The safety function is performed by a logic permanently analysing the following :
operation of autopilot and associated peripheral units

- aircraft maneuvers (angular rates) and attitudes controlled by the autopilot,
-altitude hold.
AD
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A monitoring device (monitor) is provided for checking proper scheduling of autopilot logics.
Moreover, manual control can be resumed at any time by the pilot (autopilot disconnection).
5- LOGICS
Autopilot operation is governed by logics covering the following :

- Autopilot operating statuses
Utilization of various modes
- Safety function
- Status, mode and failure display.
6- I NTEG RATED TEST SYSTEM
The autopilot is provided with an automatic test system allowing the safety systems to be checked
on the ground for correct operation.
A test display unit (97C) is at pilot's disposal for starting the test sequence. This unit is also used
for testing the flight control electronics.
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TABLE OF COMPONENTS
Layout - See figures 2 and 3
Location Doc.
Access Door No.
9A MICROSWITCH
(See 05-7 and 15-0)
When open (U/C down), it allows the «U/C down» 28 V

voltage to be fed to autopilot 39C through a normally-
closed contact of ground-flight relay 1a.
39C AUTOPILOT Equipment bay

(13-00)
This is the computer of the disconnect -type autopilot Rack
system installed in aircraft.
It is provided with several operating modes :
- a basic mode, performing the following functions :
- pitch attitude hold (pitch channel)
- heading hold (if autopilot is connected with a bank
angle lower than 10°) or roll attitude hold (roll
channel)
- selected heading interception and hold (through action
on roli trim system)
- one or several superior (or guidance) mode(s), per¬
forming the following functions, depending on selection
made by pilot :
- pitch channel :
- altitude hold
- glide slope beam interception and tracking
- roll channel :
- radio course interception and tracking
- localizer beam interception and tracking
- navigation course interception and tracking.
Such functions are performed through autopilot pitch and

roll channels. A rudder channel is also provided to
correlate rolling and yawing movements with flaps out.
The autopilot is controlled by the following :

autopilot control and indicator unit 103C
- autopilot disconnect trigger 1 10C

- omnibearing selector 40R
- pitch and roll trim control switches 87C and 92C.
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Location Doc.
Monitoring
Autopilot malfunction is indicated by the «AP» red warn¬
ing light on failure warning panel 1W and by special in¬
dications displayed on autopilot control and indicator
unit 103C.
Safety systems
The autopilot is provided with safety circuits which can
be tested on the ground through test display unit 97C.
The
autopilot front face bears the following :
- Two test connectors (red and white), intended for
maintenance purposes.
- Five fuses :
-F1 :+15VDC
-F2 :-15VDC
-F3 : +5 V DC
-F4 : 26 V AC (Phase A)
-F5 : 26 V AC
- Two static pressure inlets (STAT. A and STAT. B).
48C FLYING AID AMPLIFIER
See 13-1.
It receives and amplifies the auxiliary servo-control
slaving commands fed by autopilot 39C.
49C RATE GYRO TRANSFORMER BOX
See 13-1.
It provides the power supplies required for operation
of rate gyro box 50C.
50C RATE GYRO BOX
See 13-1.
It supplies autopilot 39C with angular rates of roll and
pitch which are used to determine safety limits.
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Location Doc.
52C STICK UNCOUPLE SWITCH Cockpit X

(LH panel)
See 04-1.
When actuated, it prevents the auxiliary servo-controls
from being supplied through hydraulic system 1 ,
therefore preventing automatic control from taking place.
53C STICK UNCOUPLE SELECTOR VALVE (ELECTRI¬

CALLY-OPERATED)
See 04-1.
When stick uncouple switch 52C is actuated, it cuts off
the hydraulic supply of auxiliary servo-controls (hydrau¬
lic system 1).
59C RUDDER SERVO-CONTROL
See 04-3.
62C RUDDER RELEASABLE BELLCRANK
See 04-3.
77C PITCH AUXILIARY SERVO-CONTROL
See 04-2.
78C TRIPLE POSITION PICKOFF (Pitch auxiliary

servo-control)
See 04-2 and 13-1.
79C ROLL AUXI LI ARY SERVO-CONTROL
See 04-1.
80C TRIPLE POSITION PICKOFF (Roll auxiliary

servo-control)
See 04-1 and 13-1.
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MANUAL13
Location Doc.
Access Door No. I
86C PITCH TRIM CIRCUIT BREAKER Cockpit

(see 04-2) (circuit breaker
box)
87C PITCH TRIM CONTROL SWITCH Cockpit

(control stick)
See 04-2 for manual trim system operation.
In automatic control mode, it allows fine longitudinal
attitude corrections (± 0.8° per each impulse) to be carried
out in basic mode without disconnecting the autopilot.
In superior mode (altitude hold or glide slope beam
tracking), its actuation causes the superior mode to be
triggered.
88C MANUAL-AUTO PITCH TRIM RELAY

(see 04-2)
91C ROLL TRIM FUSE-BREAKER

(see 04-1 )
92C ROLL TRIM CONTROL SWITCH Cockpit

(control stick)
See 04-1 for manual trim system operation.
In automatic control mode, it allows fine heading
corrections (± 2°) to be carried out in basic mode (actual
heading hold) without disconnecting the autopilot,
provided that the time during which the pilot actuates
the trim control switch is lower than 0.4 seconds.
In the case where such a time is higher than 0.4 seconds,
it allows a new heading (to be intercepted and held) to be
selected by the pilot (display through moving index 6 on
navigation indicator 68F). It is intended to modify the
position of the heading repetition mechanism in auto¬
pilot 39C.
In superior modes, its actuation causes the roll control
superior mode to be triggered.
93C MANUAL-AUTO, ROLL TRIM RELAY

(see 04-1 )
96C DUAL SUPPLY VALVE

(see 04-1 )
It prevents automatic control to take place when auxiliary

servo-controls are not supplied via hydraulic system 1
pressure.
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97C TEST DISPLAY UNIT Cockpit

(LH console)
It is intended for control and display of flight control
electronics and autopilot safety system integrated
tests.
See 13-1 for description.
100C AUTOPILOT-» POWER SUPPLY FUSE-BREAKER Electrical

master box
It protects the R1 AC system 1 of autopilot 39C.
101C AUTOPILOT = POWER SUPPLY FUSE-BREAKER Electrical

master box
It protects the DC system 2 of autopilot 39C and
autopilot control and indicator unit 103C.
102C AUTOPILOT DISENGAGE LEVER Cockpit

(Control
It provides for quick disengagement of autopilot. It is stick)
also used for extinguishing the «AP» red light on failure
warning panel 1W and the «AP» amber light on autopilot
control and indicator unit 103C.
103C AUTOPILOT CONTROL AND INDICATOR UNIT Cockpit

(Instrument
It controls the following : panel)
Autopilot engagement or disengagement, through «AP»
button (1). The «AP» button consists of two sections
(amber and green) providing the following indications :
- Amber section illuminated : autopilot engaged but
not connected.
- Amber section flashing : autopilot disengaged, due
to a failure.
- Green section illuminated : autopilot connected.
Superior mode engagement :

-Altitude hold, through «ALT» button (2).
The «ALT» button consists of two sections (red and
green) providing the following indications :
- Green section illuminated : Altitude mode operating
Green section flashing : Transonic flight configu¬
ration
- Red section flashing for 5 seconds : Loss of alti¬
tude hold function
- Red section illuminated : Autopilot definitely dis¬
engaged through its internal monitoring systems.
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Location Doc.
Access Door No.
- Glide slope beam interception and hold through

«G» button 5. This button consists of three sections
(amber, green and red) providing the following
indications :
- amber section lit : glide slope mode in standby
configuration,
- green section lit : glide slope mode operating,
- red section lit and steady : aircraft flying within
excessive deviation range with autopilot connected in
glide slope mode, or autopilot definitively disengaged
through its internal monitoring systems,
- red section flashing for 10 seconds : loss of glide slope
mode.
- Radio course or localizer beam interception and hold
through «R» button 4. This button has three sections
(amber, green and red) providing the following indica¬
tions :
amber section lit : mode in standby configuration,
-
- green section lit : radio mode operating,
and for localizer beam interception and hold only :
- red section lit : aircraft flying within excessive deviation
range with autopilot connected in localizer mode, or
autopilot definitively disengaged through its internal moni
toring systems,
- red section flashing for 10 seconds : loss of localizer mode
- Navigation course interception and hold through «R»
button 4, if the switching conditions are fulfilled :
- mode selection made on navigation indicator 68F
and on omnibearing selector 40R.
Button indications :
- amber section lit : mode in standby configuration,
- green section lit : navigation course hold mode
operating.
NOTE : Pressing the heading button has no influence

on the system as it is a passive one.
Test :
Autopilot control and indicator panel test button 147C
is intended for testing the bulbs of the autopilot control
and indicator panel buttons.
Lighting :
The button lighting is obtained from load-shedding DC
system 2. Brightness is adjusted through knurled knob 6.
Moreover, the front face of the autopilot control and
indicator panel is provided with small luminescent marks
located under each button.
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Access Door No. S 1
110C AUTOPILOT DISCONNECT TRIGGER Cockpit X

(control
It provides for autopilot connection (trigger released) stick)
and disconnection (trigger depressed). Autopilot connec¬
tion is indicated as follows on autopilot control and
indicator unit 103C :
- «AP» amber light going out.
- «AP» green light coming on.
Autopilot disconnection is indicated in a reverse manner.
147C AUTOPILOT CONTROL AND INDICATOR UNIT Cockpit X

TEST BUTTON (Instrument
panel)
It allows the bulbs of autopilot control and indicator
unit 103C to be tested.
148C PITCH TRIM RESISTOR BOX
See 04-2
180C FLAP POSITION SWITCH Frame 28

upper part
Provides «flaps out» information to autopilot 39C. (26-00)
209C RESISTOR
See 04-2
210C RESISTOR
See 04-2
211C RESISTOR
See 04 1
212C RESISTOR
See 04-1
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Access Door No. S I
14F INCIDENCE PROBE

See 12-1.

See 12-2.
It supplies autopilot 39C with the following :
- static pressure and Mach number information required
for the adaptation of computing channel gains.
- transonic flight information, in the form of a permanent
contact throughout the transonic flight envelope.
- correct operation signal.
23 F AC SYSTEM 1 26 V TRANSFORMER SUPPLY

FUSE-BREAKER
It protects AC system 1 of transformer 24F.
24 F AC SYSTEM 1 26 V TRANSFORMER
See 10-2.
27 F ELECTRONIC UNIT
See 12-3
It supplies autopilot 39C with pitch information.
28 F SPHERICAL INDICATOR
See 12-3.
29 F MAGNETIC MONITORING UNIT
See 12-3.
It supplies autopilot 39C with heading reference signal
and with an electronic unit (27 F ) correct operation
+ magnetic monitoring unit (29F) correct operation
+ roll/pitch output multiplier (38F) available signal.
30F EMERGENCY GYROMAGNETIC COMPASS
See 12-3
It allows the autopilot to be used when the emergency
gyromagnetic heading is being repeated by the magnetic
monitoring unit.
35F GYRO PLATFORM

See 12-3.
It supplies autopilot 39C with the roll information, and
electronic unit 27 F with the pitch information which is
then transmitted to autopilot 39C.
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Access Door No. S I
60F ASSOCIATED ELECTRONICS BOX

(see 12-6)
68F NAVIGATION INDICATOR Cockpit X

panel)
it displays the autopilot heading deviation through index 6.
81F «i>14°» RELAY

(see 12-1)
With the autopilot engaged, and through warning horn 7W,

this relay signals the flight envelope where the angle of
attack is equal to or higher than 14°.
98F HEADING RELAY Armament

box
It is energized when the NAV mode is selected on omni¬ (equipment
bearing selector 40R, and allows the true heading (TH) bay)
to be used for computing the navigation course deviation. 13.00
At rest, with the VOR mode selected on omnibearing
selector 40R, it allows the gyromagnetic heading (GMH) to
be used for computing the radio course deviation.

(see 12-6)
3H AIR CONDITIONING FUSE-BREAKER

(see 05-7)
Protects DC system 1 of ground-flight relay 1a.
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Access Door No.
40 R OMNIBEARING SELECTOR Cockpit

(see 12-5) (RH console)
With the autopilot operating in radio mode «R» button

engaged), this selector permits :
- selection of the radio course to be followed, or runway
heading (QFU) for localizer beam tracking,
- selection of the navigation course to be followed,
- VOR or NAV selection.
It supplies the autopilot with the following information :
- navigation course deviation,
- VOR radio course deviation or localizer beam deviation,
- glide slope beam deviation,
- VOR or localizer system reliability,
- glide slope system reliability,
- NAV system reliability.
53 R VOR/ILS CONTROL UNIT

(see 12-5)
The VOR/ILS receiver test control is inoperative when the

autopilot is coupled to a VOR, localizer or glide slope beam.
56 R VOR/ILS RECEIVER
(see 12-5)
101 R RADIO ALTIMETER FUSE-BREAKER

(see 12-7)
102R RADIO ALTIMETER TRANSCEIVER

(see 12-7)
It transmits to autopilot 39C the height of the aircraft over

the overflown ground surface.
103R RADIO ALTIMETER INDICATOR

(see 12-7)
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Location Doc.
Access Door No.
106R RADIO ALTIMETER TEST PREVENTION RELAY

(See 12-7)
Supplied from DC system 1 , it prevents the radio altimeter

transceiver from being tested when the glide slope mode is
selected in autopilot system.
142R PHASE COMPARATOR Cockpit

(See 12-5) (frame 10
top section)
It converts the course deviation signal generated by
omnibearing selector 40R into electrical signals which can
be processed by autopilot 39C.

(See 08-3 for description and operation) (RH panel)
The following warning lights are associated with the

autopilot system :
- «AP» red light,
-«TRIM» amber light.
Lighting of each light is repeated by master failure
warning light 17W of corresponding color.
Lighting of the red light takes place simultaneously with the
operation of warning horn 7W.
7W WARNING HORN
(See 08-3)
An intermittent audio signal (2000 Hz) is heard by the pilot

when the angle of attack becomes higher than 14° with
autopilot connected.
43Z AIR DATA COMPUTER TEST CONNECTOR

(See 12-2).
1a GROUND-FLIGHT RELAY
(See 05-7 and 15-0).
When deenergized, it allows the «U/C down» information

to be supplied to autopilot 39C by microswitch 9A.
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COCKPIT LAYOUT
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SECTION A SECTION B
39C 180C

GENERAL LAYOUT
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GENERAL OPERATING PRINCIPLE OF AUTOPILOT CHANNEL

(Figures 4 and 4M)
The autopilot channels operate on the same principle. They include two servo loops :
a position loop, slaving the linkage to the flight command generated by the autopilot,
-an aerodynamic loop, slaving the aircraft to the reference (attitude, heading, etc.) selected
by the pilot.
The autopilot channels are provided with a synchronizing device.
1 - POSITION LOOP
This loop is internal to the aerodynamic loop and includes the following :
- a flight command generated by the autopilot,
- a component to be slaved (auxiliary servo-control),
- a detector (potentiometer-type pickoff repeating linkage position),
- a comparator measuring the deviation (error signal) between flight command and linkage
position detected by potentiometer -type pickoff,
a power amplifier allowing the error signal to be applied to the driving unit.
2- AERODYNAMIC LOOP
The loop includes the following :

- a component to be slaved (aircraft),
a peripheral information unit (lateral and longitudinal attitudes for instance),
- a comparator measuring the deviation between reference and actual detected aircraft position,
- a computer which, according to the flight principles applicable to the aircraft, generates a flight
command varying in accordance with the error signal,
- the position loop.
3- SYNCHRONIZATION
When the aircraft is not controlled by the autopilot, the channels synchronize, i.e. the signal they
deliver is always equal to the actual linkage position. For that purpose, a synchronization loop is
provided for the integration of the signal resulting from the error between the linkage position and the
term delivered by the autopilot, so as to have the error cancelled (synchronization of torque motor).
Moreover, the autopilot remains informed of aircraft attitudes and flight envelope through the
peripheral units (synchronization of repetitions).
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4- REMARKS ON DAMPING FUNCTION WITH PARTICULAR REFERENCE TO

AERODYNAMIC LOOP
In addition to the signal representing the flight command, i.e. the difference existing between
monitored parameter (altitude, attitude, radio axis, etc..) and selected value, the control surface
command generating circuit is fed with a signal having a tendency to counteract any change rate
regarding the aircraft parameter (altitude, lateral or longitudinal attitude, radio axis deviation, etc..)
monitored by the autopilot. This provides the aircraft with correct damping characteristics and a good
stability.
The action of such a signal can be considered from the following points of view :
A Damping of controlled actions
Any change in aircraft configuration (altitude, attitude, etc..) is obtained through a command sent
to control surfaces. As soon as a parameter change rate (vertical rate, angular rate of roll or pitch, etc..)
is being detected, aircraft movement is partially counteracted (according to the above-mentioned
principle), therefore causing the vertical or angular rate to be limited. The controlled movement is then
damped, causing any jerky aircraft movement to be prevented.
B Anticipated detection of various aircraft movements
This allows faster autopilot action and reduces the effect of disturbances. Such results are
particularly required if the signal representing the deviation between aircraft position and selected path
is fed to the control circuit with a given delay with respect to the moment at which such a deviation
actually took place (case of signals requiring efficient smoothing for instance). The anticipation
obtained through that «change rate» signal compensates for the delay in correction control and prevents
the instability, likely to be caused by such a delay, from taking place.
C- Flight stability
When jerk or swerving occurs, the detected deviation signal (altitude, attitude deviation) generates
a signal tending to return the aircraft to its initial position. However, through inertia, the aircraft tends
to outrun the preset position and the servo-system will cause it to swing around that position. With the
correcting command given, the aircraft reaches its initial position at a higher than zero speed; thus
flying past this position, it is only braked by the detection of an opposite deviation, which gives rise to
the oscillations referred to.
To prevent this, a signal opposed to any variation speed of the parameter under observation will counter
the aircraft movement when it approaches its initial position, (i.e = when the deviation signal has
become ineffective) thus acting as a brake before the initial position is reached. This results in a
decrease in amplitude and a reduction in the number of successive outruns, thereby precluding the risk
of sustained oscillations.
Consequently, when radio function heading is monitored by the autopilot it can be said that at
a
least one circuit equivalent to the variation speed of the radio deviation as well as
is processing a signal
the radio deviation signal itself. Similarly, when altitude is maintained by the autopilot a circuit is
provided to process the vertical speed signal.
When a transversal or longitudinal attitude is monitored, the «attitude variation speed» signal
(i.e = angular velocity) is not directly processed by the autopilot. This signal comes into the
«aerodynamic loop» via the roll or pitch clamper circuits.

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5- ROLL CONTROL (Figure 4)
A Heading control
To control aircraft heading, it is necessary to use a lateral attitude control, i.e. that any detected
heading deviation does not cause a control surface deflection to be directly controlled, but acts upon
aircraft lateral attitude. This is the reason why the detected heading deviation is always compared with
aircraft lateral attitude.
The aileron position is only controlled by the signal resulting from the above comparison (i.e.
controlled lateral attitude minus actual lateral attitude signal).
Two phases can be then considered as regards the heading deviation cancelling process :
- slaving of aircraft lateral attitude to controlled attitude, the transient phase regarding controlled
attitude acquisition being obtained through aileron deflections induced by the difference existing
between controlled attitude and actual attitude.
- cancellation of heading deviation or radio axis deviation resulting from turn performed. The
lateral attitude is cancelled, when the deviation is equal to zero, through aileron deflections induced by
the difference existing between actual attitude and controlled attitude, the latter becoming
progressively equal to zero together with heading deviation.
B Integration
Certain cases exist where permanent aileron deflection is required to obtain an angular rate of roll
equal to zero.
For instance, let us assume the case where the loads applied to each wing are different :
The aileron deflection command only results from a difference existing between actual attitude
and controlled attitude. The actual attitude is equal to zero ; if not, the heading deviation increases and
introduces a correction signal controlling a configuration causing such a deviation not to be increased,
hence a zero attitude (servo-system principle). The only possibility of obtaining permanent aileron
deflection is then obtained through a controlled attitude command different from zero, i.e. a heading
deviation different from zero.
Consequently, should the aircraft require permanent aileron deflection to maintain an angular rate
of roll equal to zero, the lateral attitude will
be kept equal to zero but not the heading deviation.
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Radio axis deviation Heading Controlled heading deviation Controlled auxiliary

Controlled lateral attitude Actual servo-control position
deviation control (heading Corrected heading deviation = a titude = Auxiliary servo-control Auxiliary servo-control
deviation with respect to heading Lateral attitude control position control position Auxiliary
previously held to follow the servo-control
radio path) displacement control
®
Radio axis
deviation
Corrected heading deviation with

respect to heading previously held
to follow the intended path
T7 Potentiometer - type
pickoff
Roll
Radio -navigation
Generation
pfa signal
equivalent
to a radio axis
damper
circuit
}
_-* --
receiver
deviation
change rate
Angular rate of roll
Roll
Aircraft flight path
FIGURE 4- AUTOPILOT CHANNEL SCHEMATIC - ROLL CONTROL

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F
w
This error can be reduced by amplifying the heading error and by integrating and injecting this
signal as a control surface deflection command, in addition to the «controlled attitude -actual attitude»
signal. The amplifying capability allows the heading error value to be reduced in relation to the
amplification gain. The integration, due to its comparatively slow action, allows such a signal to be
injected progressively, therefore allowing the aircraft control function not to be disturbed as such a
function should always be provided by the result from the comparison between controlled attitude and
actual attitude.
This integrator can be also necessary in the case where the aircraft needs a permanent bank to hold
a heading. In that case, the lateral attitude is not equal to zero and the heading deviation with respect to
selected heading reaches such a value that the control surface deflection command resulting from the
«lateral attitude different from zero» signal is cancelled (servo-system principle). The integration of the
deviation signal allows the deviation value to be reduced in the same manner as described above.
NOTE : This integrator allows slow aircraft drifts to be counteracted in the case of symmetrical flight.
Path deviations, which are comparatively small at the beginning, may have no action on
control surface controls, considering the gains applied to the various signals. Integrating such
path deviations causes the latter to reach a value allowing them to act upon control surfaces.
This allows a higher accuracy to be obtained in aircraft control (the stability reducing effect
of this integration becomes negligible due to the damping function introduced by the
«monitored parameter change rate» term. See chapter 4 «reminder on damping function
peculiar to aerodynamic loop»).
C Radio axis tracking
Any lateral position deviation is cancelled by the autopilot controlling a heading deviation
proportional to that position deviation.
However, the autopilot controls such a heading deviation by first controlling a lateral attitude and
then acontrol surface position.
Consequently, the autopilot schematic applicable to radio axis tracking corresponds to that
applicable to heading control plus an additional servo loop (zero radio course deviation servo-system).
NOTE : An integrated signal should be available for radio axis tracking, for the same reasons as for
heading control. Depending on flight phase (before or after interception), this integrated
signal will be obtained from the deviation between controlled attitude and actual attitude or,
more simply, from the radio axis deviation.
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6- PITCH CONTROL (Figure 4M)
A - Controlled attitude
To control the aircraft in pitch, whatever the autopilot mode selected, it is necessary to use a
longitudinal attitude control, i.e. that any altitude deviation or any radio axis deviation does not cause a
stabilator deflection to be directly controlled, but controls an attitude deviation with respect to the
attitude previously held for altitude hold or radio axis tracking. This is the reason why the command
generated through deviation signal processing is always compared with a longitudinal attitude.
This attitude deviation (deviation with respect to the attitude to be held for altitude hold or radio axis
tracking) information is obtained through progressive washout of the attitude value fed by the vertical
reference gyro.
The signal resulting from the comparison between controlled attitude deviation and corrected
attitude deviation controls a given control surface position.
In the case where an altitude deviation or radio axis deviation is being detected, the cancelling
process of such a deviation can be considered from two distinct points of view, depending on whether
the deviation is due or not to a change in aircraft flight parameters (C.G. location, thrust, etc.). The
consequence of such a process is to cause a permanent modification to take place at the end of the
correction, which permanent modification applies either to the attitude or to the stabilator position
previously used to ensure stabilized flight.
(1) In the case where the change in aircraft path is not due to a change in aircraft flight parameters,
the controlled attitude deviation provides the aircraft with an attitude allowing the aircraft path to be
modified within the vertical plane. The initial attitude or radio axis is resumed as follows by the
aircraft :
-slaving of aircraft attitude deviation to controlled attitude deviation, the transient phase
regarding controlled attitude acquisition being obtained through control surface deflections induced by
the difference existing between controlled attitude deviation and corrected attitude deviation.
NOTE : Such a slaving function is not strict since the stabilator balance position changes for that new
aircraft attitude (new angle of incidence). This deflection, which is different from zero, can
be only induced by the difference existing between controlled attitude deviation and
corrected attitude deviation.
- cancellation of altitude deviation or radio axis deviation resulting from attitude change
performed. The controlled attitude deviation is cancelled, when the altitude deviation is equal to zero,
through reverse stabilator deflections induced by the difference existing between corrected attitude
deviation and controlled attitude deviation, the latter becoming progressively equal to zero together
with altitude deviation or radio axis deviation.
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Path deviation (altitude Controlled attitude deviation Controlled auxiliary servo-

deviation or radio axis Corrected attitude deviation =
- control position - Auxiliary
deviation) = Attitude deviation Auxiliary servo-control servo-control position =
control (attitude deviation with position control Servo-control displacement
respect to average attitude control
previously held to follow the
intended path)
<&
Corrected attitude deviation r--
with respect to attitude

Po tentiometer-type
previously held to follow the
pickoff
intended path
Auxiliary servo-control
position
fl
Pitch damper ^._,_J
Generation circuits
Radio -navigation of a signal
receiver equivalent
or to a vertical rate
static pressure or a radio Rate gyro
reference system axis deviation box
change rate
Attitude
generation Angular rate
Aircraft attitude
FIGURE 4M -AUTOPILOT CHANNEL SCHEMATIC - PTICH CONTROL SUPERIOR MODES

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(2) In the case where the detected deviation results from a change in flight parameters, the initial path
is resumed in accordance with the following procedure :
For instance, let us consider the case where the aircraft is in altitude hold mode : a reduced engine
thrust will cause the indicated airspeed (IAS) to be reduced, therefore entailing a reduced lift and
causing the aircraft to have a tendency to lose altitude.
- The altitude deviation increases and then becomes stabilized (servo-system principle). The control
surface deflection and aircraft attitude increase as the altitude deviation increases. The increase in
aircraft attitude causes the angle of incidence to increase, which compensates for the reduced lift due to
reduced airspeed (IAS). The aircraft can then be considered as being stabilized about a new attitude with
a control surface deflection different from zero. Such a control surface deflection and attitude
deviation with respect to initial attitude are controlled through an altitude deviation different from
zero.
- The attitude deviation correction performed by the aircraft remains acquired but, after a certain
period of time, the electrical representation of this attitude deviation is cancelled by the washout
circuit. Considering the new actual aircraft attitude, it can be said that we are in the same case as
previously : with the aircraft stabilized in a horizontal flight configuration, any altitude deviation
detected controls an attitude deviation which becomes equal to zero once initial altitude is resumed.
The only difference resides in the fact that the stabilator position is different from zero and that such a
difference should be -encountered again upon completion of the corrective maneuver. The consequence
is that this stabilator position (different from zero) can be only induced by an altitude deviation
different from zero (this altitude deviation cannot, from that moment, induce an increase in aircraft
attitude) and the aircraft is not at the previous altitude upon completion of the corrective maneuver.
This altitude error can be reduced through the use of the integration system described hereafter.
B Integration
In the previous example, it has been seen that, when a change occurs as regards aircraft flight
parameters, aircraft altitude cannot be maintained in spite of the attitude deviation control system and
associated washout system, due to the change in control surface balance position.
This error can be reduced by amplifying the altitude deviation and by integrating and injecting this
signal as a control surface deflection command, in addition to the «controlled attitude deviation»
signal. The amplifying capability allows the altitude deviation value to be reduced in relation to the
amplification gain. The integration, due to its comparatively slow action, allows such a signal to be
injected progressively, therefore allowing the aircraft control function not to be disturbed as such a
function should always be provided by the result from the comparison between controlled attitude
deviation and corrected attitude deviation.
This integrated signal also provides for a higher accuracy in aircraft control, as for roll control.
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AUTOPILOT OPERATING CONFIGURATIONS AND REQUIREMENTS
1- AUTOPILOT OPERATING CONFIGURATIONS
There are four autopilot operating configurations :

-Autopilot energized
- Autopilot engaged
- Autopilot connected
Autopilot disengaged.
A Autopilot energized
The autopilot becomes energized as soon as electrical power supplies (115 V and 26 V 400 Hz -
28 V DC) are applied. It becomes immediately synchronized with linkage position.
B Autopilot engaged
Following autopilot energization and damper engagement (three dampers), the autopilot is
engaged by depressing the «AP» button on autopilot control and indicator unit 103C, while autopilot
disconnect trigger is kept depressed. This configuration is indicated by the illumination of the amber
section of «AP» button. The autopilot remains synchronized and receives all the information signals
required for its operation.
The «autopilot energized» configuration can be resumed by depressing the «AP» button again.
C Autopilot connected
Autopilot connection takes place as soon as autopilot disconnect trigger 11 0C is released,

following autopilot engagement.
(1) Basic mode
The «autopilot connected» configuration is characterized by flight command generation and

utilization.
The autopilot operating mode immediately following autopilot connection is the basic mode.
Actual autopilot connection is indicated by the amber section of «AP» button going out while the
green section comes on.
The «autopilot engaged» configuration can be voluntarily resumed at any moment by taking hold
of control stick while depressing autopilot disconnect trigger 110C. Autopilot disconnection then takes
place.
(2) Superior modes
Engagement of superior modes is performed from «autopilot connected» configuration (basic

mode) by depressing the buttons corresponding to the various guidance modes.
Autopilot disconnection is performed as above, causing «autopilot engaged» configuration to be

resumed. Any further autopilot connection would cause the basic mode to be automatically selected.
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D Autopilot disengaged
This is a particular configuration resulting :

- either from manual action performed in «autopilot connected» configuration on the following :
- «AP» button (autopilot control and indicator unit 103C)
-control stick
-stick uncouple switch 52C
or from automatic autopilot disconnection following a failure (safety systems).
NOTE : The indications provided through button illumination are not the same in «autopilot
disengaged» and «autopilot energized» configurations.
2- OPERATING REQUIREMENTS
Autopilot operation takes place provided that enable signals are received from the following :
- Autopilot safety logics, the condition of which depends on the following :
- correct operation of autopilot information components
- correct operation of autopilot within applicable limits (aircraft attitudes and angular rates).
- correct operation of certain autopilot functions (altitude hold and lateral attitude hold).
- correct operation of flight control system (flying aids).
- Autopilot logic operation monitoring system, controlling :
- Autopilot engagement
- Autopilot connection
- Autopilot disengagement.
Any failure will have the following results, depending on autopilot configuration :
- Autopilot engagement disabling

- Autopilot connection disabling
- Autopilot disengagement.
AC
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/U-^T^L
AVIATION^jJpVjS*^
MIRAGE F
_<__-*5â''-^2_ï. Restricted
MANUAL 13
BASIC MODES - SUPERIOR MODES
1- BASIC MODE
As soon as connected, the autopilot operates in basic mode and performs the functions mentioned
below.
A In pitch, holding of longitudinal attitude recorded upon connection
Fine attitude corrections can be performed by the pilot through pitch trim control switch 87C
(pitch beep trim) (0.8° per impulse, up to a maximum of 50 impulses in each direction).
B In roll, depending on aircraft lateral attitude (R) existing upon connection
-Heading hold, provided that R is lower than 10°.

Fine heading corrections with respect to the heading held can be performed by the pilot through
actuation of roll trim control switch 92C. If it lasts less than 0.4 second, each action on the trim control
switch entails a 2° heading deviation.
If pilot's action exceeds 0.4 second, the heading deviation controlled varies in accordance with
the time during which the trim control switch is being actuated.
In each case (heading hold or trim control switch actuation), the heading held or to be inter¬
cepted is indicated by index 6 of navigation indicator 68F.
-Lateral attitude hold, provided that R is comprised between 10° and 65°.
The autopilot holds the lateral attitude recorded upon connection if R is comprised between 10°
and 60°, and brings it down to 60° when R is comprised between 60° and 65° upon connection.
If the lateral attitude is higher than 65° prior to connection, autopilot connection is disabled by
the safety logics. If R becomes higher than 70° (due to a disturbance) during lateral attitude hold (R com¬
prised between 10° and 65°), the autopilot is disengaged by the safety systems. Below 70°, the auto¬
pilot sets the aircraft lateral attitude to the value detected upon connection.
2- SUPERIOR MODES
Superior modes can be engaged only if the autopilot is already connected in basic mode (green
section of AP button on).
A Altitude acquisition and hold
This mode is engaged by depressing «ALT» button on autopilot control and indicator panel. It
becomes effective (coming-on of green section of «ALT» button) provided that the aircraft is not
in transonic flight and that mode engagement is enabled by the safety systems associated with flight
command and monitoring static pressure references.
Automatic function tripping takes place at M = 0.96 during acceleration and at M = 1 .07 during
deceleration. During transonic flight (M comprised between 0.96 and 1.07), the autopilot stops moni¬
toring the altitude to perform longitudinal attitude hold function. Altitude monitoring is automatically
resumed when the aircraft leaves the transonic flight envelope, and the aircraft altitude at that time be¬
comes the new reference.
Transonic flight is indicated through flashing of the «ALT» button green section.
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_i££-S-<^^ Restricted MANUAL 13
The superior altitude hold mode is disengaged by depressing «ALT» button again.
Using the pitch bip trim system causes the superior altitude hold mode to be disengaged and the
autopilot to resume its basic mode in pitch. The loss of altitude hold is indicated by the red section of
«ALT» button, which flashes during 5 seconds.
B Radio course interception and tracking
Radio course interception is genera My performed with the autopilot operating in basic mode, and
independently of the longitudinal mode used.
The radio mode engagement is obtained after :

- selection of the beacon frequency or channel on the VOR control units.
- selection of the desired radio course on omnibearing and VOR/NAV selector 40R.
- action on «R» button (autopilot control unit).
The radio mode is then in standby condition (amber section of «R» button illuminated), i.e. it
does not guide the aircraft, which remains in heading hold or selected heading configuration.
NOTE : Correct interception conditions are met when the convergence angle between the selected
radio course and the selected autopilot heading is lower than 90°.
Interception phase starting is determined through the analysis of a term varying in accordance
with :
- heading deviation AHDG R (between radio course and aircraft heading).
- course deviation AVOR (between radio course and VOR bearing).
- aircraft Mach number.
The amber section of «R» button goes out while the green section comes on. The aircraft is then
guided along the selected radio course.
The radio mode is automatically disengaged when the aircraft enters the beacon confusion cone,
and the basic mode (heading hold) is resumed by the autopilot. If the radio mode is desired again when
the aircraft leaves the beacon confusion cone, it needs to be re-engaged by depressing « R » button on the
autopilot control unit.
Using the trim system causes the radio mode to be disengaged.
C Localizer beam interception and tracking
A localizer beam is intercepted in the same manner as a radio beam ; only the following operations
differ :
- selection of an ILS frequency on the VOR/ILS control unit.

- VOR selection and landing strip QFU display on the omnibearing and VOR/NAV selector.
- starting of the radio altimeter system.
D Glide slope beam interception and tracking
A glide slope beam can be intercepted, from basic or superior altitude hold mode, by depressing
«G» button on the autopilot control and indicator unit.
The mode engagement becomes effective after :

- selection of the ILS frequency on the VOR/ILS control unit.
- starting of the radio altimeter system.
The glide slope mode is then in standby condition (amber section of «G» button illuminated) up
to the interception, which takes place when the beam deviation becomes lower than a given level (green
section of «G» button illuminated).
AB
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_-C---*^^^ Restricted MANUAL 13
E Navigation course interception and tracking
The interception of a navigation course is generally performed from the basic or the superior
altitude hold mode.
The engagement of the navigation course interception and tracking mode is obtained after :
- selection of a navigation mode on navigation indicator 68F.
-selection of the navigation target on the station selector store connected to navigation
computer 103F.
-selection of the desired navigation course and setting of the «NAV» mode on omnibearing and
VOR/NAV selector 40R.
action on «R» button of the autopilot control unit.
Interception and tracking of a navigation course take place in the same conditions as interception
and tracking of a radio course ; the action on the trim system or the target confusion cone detection
have the same consequences.
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MIRAGE F
PITCH CHANNEL
1 - SCOPE
The autopilot pitch channel performs the following functions :

- autopilot energized or engaged : autopilot synchronization ;
autopilot connected :
- in basic mode : longitudinal attitude hold (the reference attitude being that of aircraft upon
autopilot connection),
- in superior mode : altitude hold (aircraft altitude upon altitude mode engagement) and glide
slope beam interception and tracking.
2- OPERATION PITCH CHANNEL IN BASIC MODE
A - Principle (figure 5)
The longitudinal, attitude (P) is repeated in autopilot prior to autopilot connection. Upon auto¬
pilot connection, the repetition system becomes freezed and memorizes the «Pc» (pitch attitude to
beheld) information.
The flight command is obtained through a comparator delivering the «AP» information (AP = P - Pc).
After Mach adaptation, this signal is supplied to :

- a direct control providing fast response to flight command,
- an integral control, providing long-term longitudinal attitude (P) hold.
These commands are summed up and delivered to the flying aids amplifier. They represent the
desired control surface position information.
The position loop is intended to slave the pitch auxiliary servo-control to the flight command
generated. The aircraft then assumes a pitch attitude (P) which is detected and compared to memorized
attitude Pc
A turn compensation signal, fed by the roll channel, is applied to the direct control to keep a
correct pitch attitude whatever the aircraft lateral attitude.
B - Operation (figure 6)
(1 ) Channel description
The longitudinal attitude is supplied to the autopilot. The «P» information is demodulated and
then compared with repetition system output. If «P» is higher than repetition system output prior to
autopilot connection, the repetition system output level is increased by the comparator. The repetition
system output is decreased in the case where «P» is lower than the latter.
Upon autopilot connection, the repetition system is blocked by the longitudinal attitude hold
information and the «Pc» attitude is memorized in the repetition system.
The AP = P Pc difference is adapted to Mach number in an adapter unit fed with a «G (M)»
function generated in the autopilot (using the Mach number information).
A turn compensation signal, fed by the roll channel, is applied to the direct control. In actual fact,
this signal is an additional deflection command intended for the stabilator. This additional deflection
command is applied to allow the aircraft longitudinal attitude to be held during a turn in spite of the
increase in apparent weight (load factor) due to bank angle. Should such a signal not be applied, the
increase in load factor would cause the aircraft to start diving upon turn initiation.
AC
BREGUET AVIATION
Disturbances
Servo-control
Auxiliary
X
A/>V Phold servo-control position
platform Turn compensation signal

PAS position
pickoff
T
G (M)
Electronic
unit Ïtm\j 1
Auxiliary
servo-control
AP connected
FIGURE 5- LONGITUDINAL ATTITUDE HOLD SCHEMATIC
(2) Pitch Bip trim
Actuating pitch trim control switch 87C causes the «Pc» value memorized in the repetition system
to be altered in 0.8° increments.
The integral control is simultaneously de-activated.
(3) Flap pre-control
Flap extension causes the lift to be increased, which may cause the aircraft path to be appreciably
altered.
The «flap pre-control» system is intended to counteract such a tendency by changing the aircraft
attitude monitored by the autopilot. This takes place through :
- action on longitudinal attitude signal demodulator. Thus, the attitude held after flap extension
will be equal to the former attitude minus 4°. The application of a short nose-down signal to the
integral control allows a steeper nose-down position of the stabilator to be permanently controlled. This
is made necessary, due to the change in aircraft attitude caused by the change in aircraft configuration.
AC
BREGUET AVIATION
MIRAGE F
39C
Linkage
FIGURE 6 PITCH CHANNEL OPERA TION IN BASIC MODE

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10-77 Restricted 2-123 FIGURE6 2-123 FIGURE6 2-123
BREGUET AVIATION ><5_-
MIRAGE F
Flap pre-control switching is controlled by the «Flaps out» signal sent by microswitch 180C when
| the slats are moved to the 12° position.
(4) Logic
The longitudinal attitude (P) hold information is delivered through an «AND» gate, provided that
following conditions are fulfilled :
- autopilot connected
- no altitude hold signal delivered by the altitude hold logic
3- OPERATION OF PITCH CHANNEL IN SUPERIOR MODES

A Principle (Figure 7)
(1) Altitude hold
The flight command includes the following :
-
- an attitude term progressively washed out in 3 seconds and allowing the altitude to be
maintained in spite of the changes in aircraft attitude (due to accelerations for instance).
- a term supplied by the pitch accelerometer, which is progressively washed out in 38 seconds
and which is then integrated to provide a vertical speed signal.
-a term supplied by the static pressure reference system intended for flight command
(RPS1) and which varies in accordance with altitude deviation AH between aircraft altitude and
altitude detected upon altitude function engagement.
- an integrated term, which is the sum of RPS signal and P - Pc attitude circuit signal.
Disturbances
Control surface Servo-control

r-
Washout
P-Pc- 3s
r~ 1
ALT M Auxiliary servo-
Amplifier control position
Turn compensation
signal i Turn compensation T*
l+J Y- Demod. Washout

signal
r
Accelerometer <-X§H>~ri
H
M Amplifier ÎTM '"oVJ 1
Auxiliary servo -
control
L H Adapter
RPS1
«t-
A P connected
FIGURF 7 - ALTITUDE CAPTURE AND HOLD SCHEMATIC

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(2) Glide slope beam interception and tracking (Figures 8 and 9)
The glide slope beam interception function can be engaged with autopilot operating in basic mode
(pitch attitude hold) or in «altitude hold» superior mode.
Function engagement performed from autopilot control and indicator unit 103C (point 1) causes
such a function to remain in standby condition up to glide slope interception (GSI) (point 2) where the
glide slope beam deviation (AGIide) and its derivative are small enough to have the following inequality
satisfied :
KAGIide) +£ (AGIide)' \<27u.A
The altitude hold function is disengaged (if engaged) and glide slope beam interception is initiated.
Beam interception proper lasts 10 seconds during which the flight command consists of the following :
- A pitch attitude term, washed out in 3 seconds (as for altitude hold function).
- A vertical speed term, fed by the pitch accelerometer (signal representing the radio axis deviation
change rate).
- A nose-down or nose up pre-control signal, varying in accordance with relative position between
aircraft and glide slope path. It is intended to fly the aircraft along a path parallel with beam axis and
close to the latter. The pre-control signal lasts 1 0 seconds.
- An integrated term, which is the sum of pre-control signal and P Pc attitude circuit signal.
Once beam interception is achieved (point 3), beam tracking is ensured by the following :
- AGIide signal (adapted with respect to radio altimetric height h). As the AGIide deviation is an
angular deviation, the channel gain decreases when radio altimetric height h decreases so as to take the
aircraft-to-glide slope' transmitter distance into account.
- Vertical speed term, fed by pitch accelerometer.
- Washed-out attitude.
- Integrated term (sum of P Pc signal and radio axis deviation signal).
Reversion to manual control takes place when reaching the safety altitude (point 4).
Disturbances
- - Control surface Servo control
P-Pc Washout
3s_
GS/
Adapter M
Accelerometer
Turn compensation
o
signal
Demod* Washout
J Washout m>m
F(R) (10s)
^
Glide
slope Separator
I
Repetitioi Adapter
TM
Auxiliary servo
control
receiver
r^r AP connected
FIGURE 8 - GLIDE SLOPE BEAM INTERCEPTION AND TRACKING SCHEMA TIC

AA
AVIONS MARCEL DASSAULT £,
BREGUET AVIATION
MIRAGE F
^-1 Restricted MANUAL 13
±27uA -.xcessive deviations
' mm (.UJbi in) horizontal

pointer)
A Glide | + r| (A Glide)\\ < 27 p A
Glide slope beam î
Reversion to manual control
Safety
altitude
Pre-control
Longitudinal attitude or altitude hold 10s Beam tracking Manual control
- ~T "ï- B J|
Flashing
~for 10s
FIGURE 9 - GLIDE SLOPE BEAM INTERCEPTION AND TRACKING

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MIRAGE F
^C^^^^y Restricted MANUAL 13
B Operation (Figure 10)
(1) Altitude hold
(a) Channel description
Two static pressure reference pickoffs (RPS1 - RPS2), which are internal to autopilot 39C and
supplied from S2 system, provide the pressure reference required for altitude hold. They operate as
follows :
The static pressure references are slaved to the static pressure (Ps)supplied by S2 system, before
the altitude hold function is engaged in the cockpit. Such a slaving is interrupted upon altitude hold
function engagement and the static pressure reference systems appreciate the pressure variations (APs)
taking place about the «Ps» value stored at that moment.
The output of RPS1 is intended for flight command generation and that of RPS2 is intended for
the monitoring circuit.
The «APs» signal is applied to integral control and direct control through the following :
- a Mach and static pressure adapter
-a speed limiter, intended to ease down aircraft movement when the altitude hold mode is
engaged with a high vertical speed.
A vertical speed signal is supplied by the pitch accelerometer which is internal to the autopilot. As
the accelerometer sensing axis is tied up to aircraft yaw axis, the acceleration information supplied is
the acceleration taking place along the yaw axis. It is therefore necessary to adapt this signal with
respect to lateral attitude to first obtain a «vertical acceleration» information.
The accelerometer channel then includes the following :
an adapter circuit (lateral attitude),
- a progressive washout unit (38 seconds), allowing any acceleration constant component to be
cancelled (gravity - zero shift),
- a Mach adapter, taking the «Flaps out» (FO) information into account,
- an integrator, converting the «vertical acceleration» signal into a vertical speed signal applied to
direct control.
The flight command term relative to aircraft longitudinal attitude (P) is washed out in 3 seconds.
Once function engagement is performed, the transient phase during which the altitude deviation
signal integrator is practically muzzled lasts 60 seconds maximum. This phase corresponds to the
maximum time required for the aircraft to reach the engagement altitude in case the vertical speed is
quite high upon engagement.
If the aircraft is turning, the turn compensation signal acts on the direct control as in basic mode.
(b) Transonic flight
The pressure information supplied by S2 system being disturbed during transonic flight, the
altitude hold function cannot take place and the autopilot automatically holds, during that phase, the
aircraft longitudinal attitude detected when the aircraft reached the transonic flight envelope. The
altitude hold is automatically resumed by the autopilot when the aircraft leaves the transonic flight
envelope.
A transonic flight logic is used to perform the various switchings required for this type of
operation and to restore static pressure reference (RPS) slaving with respect to static pressure (Ps).
AA
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BREGUET AVIATION ôT"1
56R 39C 103C
BG
GLIDE function engage GLIDE
BP 45 ) B 22 U -o
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40R 28V ILS frequency

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49 B
I
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Fig. 19 GSI logic
ALT
GLIDE 12
^
GLIDE (amber)
relay Hg. m
- >1 GLIDE AP 01
19 function connected Oi
engaged logic GLIDE (green)
GSI
GLIDE
>\ Lbrl
21
9
GLIDE correct
43 level
operation
detector jGZ./D£" function engaged! Flashing if GSI no longer available GLIDE (red)
L_.
Energized I
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t or GSI
&
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19
o «
/s correct
'
Fig. 24 Washout (10 sec.) upon detector
AP connected 20 £à -«-
A GLIDE 40
82 ) B iGSI signal generation
& GLIDE
correct i
Flap
pre-control c=i 4^_ o 44
Differential
amplifier 41
Separator _5-> Repetition
Differential +-*
operation
o
Fig. 6
-c
>-© 65 R
45 78C
02 R
Radio -altimeter T/R
G*S, amplifier
H adapter o
Hl-
0" Safety systems
48C
Linear period-
meter
30
26
Adapter IT" X*0 Fig.6 Fig. 24
/° attitude -1 Integral control 41

AG
Pitch
accelerometer ALT\-y
38 ï B
GSI ALT GSI

term ©i Ir
42
axnerg
Unused ^-
GLIDE/
>.
\ - t JL
60 )R I 1
77C
funct. ( Y W- Washout 7 tO M
co/recf
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BP eng. \ J 38 sec. adapter 1Q3C
\ \
Direct control
-[33
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BP
17 \-o . o^r-lj-
64
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Rolf
Fig. 21 PBT
*
Flashing in transonic
flight
59 B
16
channel
Fig. 13 ©-©izi Ps
1
K(M)
'I ALT
ALT + 60"
| ^/>
Light
control
18
-4 L
^ T (green)
-Fig. 25
17F connected
GSI _ Altitude
M > /.07
Unused S2 A H to M and Ps adapter
H"- L imiter
logic
Flashing (5 s) if ALT
hold no longer
Light
control
12
available ALT (red)

0 mi detector (to.saf.syst.)
22 ) r **1 Safety systems
101 C
7 mb detector (diff. saf. syst.)
S2zd fl/>S2 ALT
AP
23 R Altitude
hold logic ALT* & Phold
25 Transonic flight
Transonic flight
9M>0.96 24 logic AP_+ Fig.6
/
Safety systems connected
Fig. 24
FIGURE 10 - PITCH CHANNEL OPERA TION IN SUPERIOR MODES
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BREGUET AVIATION^<^_ ^.^
MIRAGE F
(c) Pitch beep trim
Actuating pitch trim control switch 87C causes the altitude hold function to be disengaged.
(d) Flap extension in altitude hold mode
Flap extension causes the lift to be considerably increased. In that case, the altitude hold function
is maintained through a flap pre-control system the principle of which consists in changing the aircraft
pitch attitude by a few degrees (nose-down) when the flaps go through the 12° position.
This pre-control system has the same effect as in pitch attitude hold mode. However, as it is
necessary to wash out any average attitude value during altitude monitoring, the 4° nose-down
command is washed out by the attitude washout circuit. This is the reason why the 4° value is directly
fed to the pitch demodulator, upstream of the washout unit. The principle of action at the integral
control is also retained.
(e) Monitoring
Two monitoring systems, which are proper to the altitude hold function, are operated while such a
function is being used. They make sure that :
- the difference between static pressure upon engagement and static pressure at any moment is
lower than ± 9 mb (total safety system). This safety system, which consists of a level detector (± 9 mb)
located at the output of the flight command static pressure reference (RPS1) system, is muzzled for
60 seconds after engagement. This time corresponds to normal duration of post-engagement transient
period,
-flight command static pressure reference (RPS1) system operates correctly (differential safety
system). For that purpose, a second static pressure reference (RPS2) system is used to compare its
output signal to the RPS1 signal. The static pressure differential (APs) detection system will be consi¬
dered faulty if the difference between the two static pressure references (RPS) exceeds ± 7 mb.
The operation of one of the above safety systems (taking place while the autopilot is connected in
altitude hold mode) will cause the autopilot to disengage.
(f) Logic and indicating
The altitude hold function control logics are as follows :

- altitude logic
- transonic flight logic
- altitude hold logic
Altitude logic
It enables the altitude hold logic to generate the «ALT» information (intended for corresponding
switchings) when :
- the autopilot is connected
- the altitude function is engaged on autopilot control and indicator unit 103C
- the pilot is not using pitch trim control switch 87C
- the «G» (glide) button is depressed and the glide slope beam is not intercepted yet (no GSI
signal)
- no failure is detected by total and differential safety systems.
Moreover, this logic controls the steady illumination of the «ALT» button green section.
Transonic flight logic
It receives the transonic flight information through two signals (M > 0.96 and M > 1.07) supplied
by air data computer 17F. It supplies the transonic flight information to the following :
- altitude logic
- altitude hold logic.
AA
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MIRAGE F
^2^-^^^ Restricted MANUAL 13
Altitude hold logic
It delivers the «ALT» information (intended for necessary altitude hold switchings) when :
- enabled by the altitude logic

- the aircraft is not in transonic flight conditions.
Particular cases of operation applicable to above-mentioned logics :

- transonic flight : the altitude logic, which receives the transonic flight information from the
transonic flight logic, does not enable the «ALT» information to be generated any longer and causes the
«ALT» button green section to flash. The static pressure references (RPS) are slaved and the total and
differential safety systems are muzzled.
- loss of altitude hold without autopilot disengagement (PBT - GSI - Manual function
disengagement) : the altitude logic does not enable the «ALT» information to be generated any longer
and causes the «ALT» button red section to flash for 5 seconds while the green section goes out.
- loss of altitude hold with autopilot disengagement : same indications as above with, in addition,
«Autopilot disengaged» indications.
(2) Glide slope beam interception and tracking
The deviation with respect to glide slope beam (AGIide) is fed to the autopilot by VOR/ILS
receiver 56R, through omnibearing and VOR/NAV selector 40R.
The glide function is not active before glide slope beam interception, but the «A Glide»
information is fed to a differential amplifier through a separator. This amplifier is fed at one of its
inputs with the radio axis deviation, and, at its other input (reversing input), with the repeated radio
axis deviation (with a higher gain).
The «A Glide» information is also fed to a level detector which trips when :
I A Glide + 1? (A Glide)' I < 27/i A
_? being a time constant.
The level detector output causes the «GSI» information (indicating the beginning of the
interception phase) to be generated by the GSI logic, provided that a glide slope system correct
operation signal is supplied by VOR/ILS receiver 56R.
GSI switchings cause the altitude function to be disengaged and flight commands to be generated.
-These various flight commands are applied to direct and integral controls. Signal fed by
differential amplifier : upon interception, a signal different from zero is present at differential amplifier
output, taking into account amplified and repeated signal reversal. It corresponds to a nose-down
command if the beam is captured with the aircraft climbing, or to a nose-up command if the beam is
captured with the aircraft descending. Repetition system content is progressively washed out in
10 seconds from the moment the «GSI» information is being delivered. This then allows a pre-control
signal to be introduced upon beam capture. This pre-control signal counteracts the «A Glide» command
(directing the aircraft towards the axis) and has therefore a tendency to flatten the flight path so as to
fly the aircraft tangentially to the axis.
- The vertical speed term, supplied by the accelerometer channel, is either maintained (autopilot
previously in altitude hold mode) or taken into account (autopilot previously in basic mode). This term
is applied to direct control only.
- The pitch attitude command, washed out after 3 seconds, is used as in the altitude hold mode.
(b) Pitch bip trim
Actuating pitch trim control switch 87C causes the glide function to be disengaged.
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BREGUET AVIATION^c. __^ - ..a_, ai «-,
(c) Excessive deviations
The A Glide signal is fed to an excessive deviation detection circuit signalling any deviation with
respect to beam higher than 70 pA, when the glide function is in standby condition or when the glide
slope beam is intercepted (GSI). The indications provided consist in steady illumination of «G» button
red sections.
(d) Glide logic and indicating
The glide logic causes the «G» button amber section to come on (glide function in standby
condition) when :
the autopilot is connected
the «ILS frequency» 28 V is supplied by the VOR/ILS receiver
the «VOR» 28 V is supplied by the omnibearing selector
the «G» button is depressed.
The glide logic causes the «G» button green section to come on (glide function effective) when :
the previous conditions are fulfilled

- the GSI information is supplied by the GSI logic
I- the ALT function is not re-engaged after glide slope beam interception
- the pitch trim control switch is not being actuated.
(e) Loss of glide slope beam tracking (GSI) without autopilot disengagement
Such a loss occurs in one of the following cases :

- autopilot disconnection
glide function disengagement
- pitch trim control switch actuation
I -switch of omnibearing selector no longer set to «VOR»
- suppression of « I LS frequency» 28 V
- altitude function engagement.
The «G» button green section goes out, the amber section remains out and the excessive deviation
lights flash for 10 seconds.
In that case, the A Glide information is progressively washed out in 56 seconds so as to avoid
any jerk.
(f) Loss of glide slope beam tracking (GSI) with autopilot disengagement
Such a loss occurs when :

- the glide receiver has failed for more than 2 seconds (no «reliability» 28V)
- autopilot disengagement is controlled by automatic or manual autopilot safety systems.
(g) Radio altimeter system test disable (when glide function is engaged)
I The radio altimeter system can be tested by depressing the test button located on the
radio altimeter indicator, provided that the glide function is not engaged.
When the glide function is engaged, the test disabling relay becomes energized, causing the radio
altimeter transceiver test circuit to open.
AB
BREGUET AVIATION
MIRAGE F
ROLL CHANNEL
1 - PURPOSE
The autopilot roll channel performs the following functions :
- autopilot energized or engaged : autopilot synchronization.
- autopilot connected :
- basic mode :
- with roll attitude lower than 10° : heading hold (aircraft heading upon autopilot
connection)
-with roll attitude comprised between 10° and 65° : roll attitude hold (roll attitude
upon autopilot connection)
through pilot's action on roll trim control switch : selected heading display and hold
(heading read on polar indicator, through moving index (6) ).
- superior modes :
- radio course interception and tracking
- LS localizer beam interception and tracking
1
navigation course interception and tracking.

NOTE : Autopilot connection does not take place if the roll attitude exceeds 65°. The autopilot
remains engaged.
2- OPERATION OF ROLL CHANNEL IN BASIC MODE
A Principle
(1) Roll attitude hold (Figure 11)
The roll attitude hold function is obtained by connecting the autopilot when the aircraft roll
attitude (R) is comprised between 10° and 65°.
The roll attitude existing upon autopilot connection is memorized in a roll attitude repetition unit
(R limited to 60° after connection). The «Re» memorized value is the reference to be followed by the
aircraft.
The «AR = R Re» attitude deviation signal is determined by the actual roll attitude (R) detected
by the gyro platform and by the attitude memorized upon autopilot connection (Re). This «A R»
signal is processed through the direct and integral controls which apply it to the roll auxiliary servo
control position loop.
Disturbances
Control surface Servo control
r
X
Auxiliary servo
control position
E>i
Gyro
platform
R memorized
for R hold
Auxiliary servo control
FIGURE 1 1 - ROLL A TTITUDE HOLD SCHEMA TIC

AE
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MIRAGE F
(2) Heading hold (Figure 12)
The heading hold function is obtained by connecting the autopilot when the aircraft lateral
attitude (R) is lower than 10°.
The roll channel is then provided with a control system taking into account the «A HDG» heading
deviation (difference between aircraft heading and heading memorized upon autopilot connection). The
«A HDG» heading deviation is converted into an «Rt» attitude signal through an assembly of «lateral
attitude» control circuits (See lateral attitude control circuit).
The signal applied to the direct control takes into account the difference existing between the
actual aircraft attitude and the «Rt» attitude command (A R). The «Rt» signal applied to the integral
control only depends on heading deviation (A HDG).
The heading to be held can be changed at any time without autopilot disconnection through
pilot's action on roll trim control switch. The new heading to be held is indicated by moving index (6)
of polar indicator. _..
Disturbances
Control surface Servo-control
x
Auxiliary servo-
Gyro control position
platform
i T
Magnetic
H>
monitoring TRIM Htj 1 I |
unit
j AHDC
\tm Sa .
o\
Mechanical Lateral
heading attitude M and H limitation
repetition control
Flaps
FIGURE 12 - HEADING HOLD SCHEMA TIC
B Operation (Figure 13)
(1) Lateral attitude hold
The aircraft lateral attitude (R) is supplied to the autopilot through linvar LV 103 of gyro
platform 35F.
After being demodulated, the «R» signal

is supplied to the following :
Repetition system memorizing the «R» value from 0° to 60° when fed with lateral attitude hold
-
information. Should the lateral attitude be comprised between 60c and 65° it is brought down to 60J
by the autopilot.
- «AR =R Re» amplifier.
AC
MIRAGE F
BREGUET AVIATION
Safety systems
Fig. 24 ¤) //?/> 10° switching Fig. 16 - 15 volts flaps extended
t
R hold logic « _-- R hold Safety system
Detector Fig. 24
> 65° bef. connect.
'{
R ' 1 > 7l9° aft. connect.
AP connected
BI or CI
Rolf trim
m 4 ( 66 ) R
AG
Connection F 44
_____
<_> AP connected _/r- <. 45 Ir

Detector Heading
\R\ > 10° hold logic Flaps in
Reference Heading hold
J 5° ifFO
O
/;
35F A R limiter
AG j 0 R"
R repetition
Speed limiter
Bef. connect. : Fast
\11° ifh FI
R> 10° -ii-
80C
11
limited to 60° LZ__I^^_____F
12
Demodulator
after connection 12° /s F I
T ©) 48C
R
Aft. connect.
{ 8° /s FO 6 ) BàR amplifier R
[:R
-
-Rt
Re Integral
control
211C
Pitch channel AP
disconnected FO T I AP connected
8 R
£3
\
Fig. 6 and 10 R hold
UZh 41
92C
U8C BG
0 (Turn compensation
signal circuit)
or
R hold
'
Rt
-c 42 1
91 C
R/H
£Z> 31 VOA? or AW V
___- U
s\j Trim adapter
= 2° if trim < 0.4 sec.
correct operation
2*1 &
2H
LO^X^
>2° iftrim>0.4sec. Direct
BCCD *-
IA HDG\> 7° control
L/H O 32
/?r limiter amplifier
BlorCI
\R\> 10°
AP connected
48C 21 2C © 79C
r~\
(1 3-01) Fig. 19
_____ O 1
Q AVOR or ALOC
93C I
or ANA V Rt Linkage
±.
Polar indicator
Fig. 19
* 57 or C/ Underwing tanks J
Heading adapter
],M> Q53 \
Fig. 21
>28 -__ f*_U7C_down , H < 550 ft
Detector Turn amplifier

Multiplier
A HDG F (M) F (M) Fig. 21
5Zfe
29F
AG
0 A HDG > 7° A HDG
16 A
Mechanical HDG
17 heading Demodulator
18 repetition 40 R
Underwing tanks
19 1
0 Level
detector
Inhibit R < 10° H > 28,000 ft

A HDG R
U/C down or (^3jb
or A HDG N CI Fig. 21
FIGURE 13 - ROLL CHANNEL OPERATION IN BASIC MODES
AE
11-78 Restricted 2-134 FIGURE 13 2-134 FIGURE 13 2-134 FIGURE 13 2-134
AVIONS MARCEL DASSAULT tl
BREGUET
-i*-"^
AVIATION^tL _^^
MIRAGE F
The «AR» amplifier computes the «R Re» difference, «Re» being the memorized value of «R»
supplied through a speed limiter which has no action in this case since «Re» is constant. The gain of
the «AR» amplifier is multiplied by two in «flaps out» configuration, so as to compensate for the loss
of control surface efficiency taking place in this configuration.
The «AR» amplifier output signal is supplied :

- without any modification, to the direct control,
- after limitation, to the integral control (so as to avoid improperly damped oscillations about the
desired attitude).
(b) Lateral attitude hold logic
It supplies the lateral attitude hold (R hold) information intended for the various switchings
required for operation, provided that the aircraft lateral attitude is higher than 10° upon autopilot
connection. The logic is fed with corresponding information by the «IRI > 10°» detector.
The «R hold» information is no longer supplied by the lateral attitude hold logic if trim system
action is effective upon mechanical repetition system or if the «beam intercept» (BI) information
(resulting from a radio course interception) is applied.
(c) Safety system
Should the lateral attitude reach 70° with autopilot connected, the autopilot is disengaged by a
level detector acting on safety circuits.
This value is brought down to 65° when the autopilot is not connected and autopilot connection
is prevented from taking place.
(d) Indicating system
Autopilot connection is indicated through coming on of the «AP» button green section. No special
indication is provided for lateral attitude hold.
(2) Heading hold
The aircraft heading is supplied to the autopilot through the magnetic monitoring box.
The mechanical repetition is permanently aligned with aircraft heading, therefore causing the
moving index of the navigation indicator to be permanently slaved to the lubber line represented by the
fixed index. The aircraft heading is monitored by the autopilot upon autopilot connection, provided
that the lateral attitude (R) is lower than 10°. The repetition system is blocked and the index becomes
fixed with respect to the compass card. The repetition system delivers a «A HDG» signal if the heading
is not stabilized (due to aircraft inertia for instance). The autopilot/aircraft loop will have a tendency to
cancel such an error. The aircraft maneuver will cause the aircraft heading to be modified until the fixed
index becomes stabilized on the moving index of the navigation indicator, the new heading to be flown
being indicated by the compass card.
The «A HDG» demodulated signal is applied to a «heading adapter» amplifier, the purpose of
which is to prevent excessively steep lateral attitudes (detrimental to pilot's comfort) caused by small
heading errors occuring when the aircraft is flying at a stabilized heading. Such a desensitizing is also
disabled in «U/C down» or «beam intercepted» configurations so as to obtain the best performance
from the autopilot.
All these operations are performed through adaptation of heading deviation (A HDG) as per
aircraft configuration.
AD
BREGUET AVIATION^jl
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__
MIRAGE F
The heading adapter output signal is applied to a turn amplifier through which the «A HDG»
signal is allowed to pass without being modified, in heading hold mode.
The turn amplifier output signal is applied to a lateral attitude control circuit converting the
heading deviation into an «Rt» turn command in accordance with Mach number, and then to an «Rt»
limiter amplifier limiting the lateral attitude.
The resulting turn command is appl.ied to :
- the integral control, except if I A HDG I > 7° or IRI > 10° to avoid the signal representing large
heading deviations not yet cancelled from being integrated. Such an integration would cause aircraft
instability. The (IA HDGI > 7° or IRI > 10°) limiter is mostly required in the case where large heading
deviations are to be controlled by the autopilot (selected heading function - radio modes),
- a speed limiter easing down turn command variations by limiting the «Rt» speed to 12°/s with
flaps in and to 8°/s with flaps out.
The channel end is common to the lateral attitude hold channel. The «R Rt» difference is then
used by the «AR» amplifier.
(b) Roll trim system
| Actuating the roll trim control switch causes mechanical heading repetition to take place if the
autopilot is connected. Such a trim action performs one of the following two functions, depending on
the time during which the trim control switch is actuated :
- modification of 2° ± 0.4° if actuation time is lower than 0.4 seconds,
- selected heading interception if actuation time is higher than 0.4 seconds.
(1) If trim control switch actuation time is lower than 0.4 seconds, the repetition system delivers a
heading error (A HDG) signal limited to 2° ± 0.4°. This heading deviation is indicated by the navigation
indicator moving index. The aircraft movement, controlled by the autopilot, cancels such a heading
error and the moving index, which is held stationary with respect to the compass card, then moves and
I becomes aligned with navigation indicator lubber line (fixed index).
(2) Selected heading interception and hold
I The heading information is fed to the mechanical repetition system from the magnetic monitoring
box.
If the trim control switch actuation time is higher than 0.4 seconds, the repetition system first
delivers a «A HDG = 2° ± 0.4°» heading error signal (as in the previous case), becomes stabilized for
0.4 seconds and then moves again at a rate of 257s until the trim control switch stops being actuated.
| The navigation indicator moving index remains stationary with respect to the compass card and
indicates the new heading selected. The «A HDG» heading error assumed by the autopilot is to be
| cancelled by the movement of the aircraft seeking for the new heading. The index and compass card
assembly of the navigation indicator rotates until the moving index stabilizes before the fixed index
(aircraft lubber line). The compass card indicates the new heading flown. The processing channel is
the same as the flight command generating channel in heading hold mode. The lateral attitude control
circuit enables bank angles up to 50°, depending on «altitude», «Mach number» and «wing pylon
tanks installed» parameters (see lateral attitude control circuits).
(c) Heading hold logic
The heading hold logic supplies the heading hold information intended for the various switchings
required for operation, provided that the aircraft lateral attitude is lower than 10° upon autopilot
connection.
The heading hold information is no longer supplied by the heading hold logic in the case where
the «beam intercept» (BI) or the navigation course intercept (NCI) information is applied.
Any action on trim control switch causes mechanical heading repetition to take place and the
heading hold information to be modified.
(d) Indicating
Autopilot connection is indicated through coming on of the «AP» button green section. No
special indication is provided for heading hold.
AE
BREGUET AVIATION
MIRAGE F
Magnetic
North (\ A VOR \) > 4.5 uA/sec.
and B T since 30 seconds
{I A VOR + F (M) sin I A HDG R I K 25 p A "L CT if M & since 60 seconds BCCDif
Angle of l<
or
and VOR correct operation J interception 1 I R 10°
(\ A NA V \) > 4.5 uA/sec.
I A NAV + F (M) sin I A HDG N I K 25 p. A BT ifi B' s'nce 60 seconds and CT since 30 seconds
CI if
{ and navigation correct operation \R \<10° BCD + 3 seconds
*\ Magnetic bearing
(QDM)
VOR radio course or
navigation course
Beacon or navigation target
Magnetic
North
BEACON
CONFUSION
HEADING HOLD BEAM CONE
TRACKING DETECT/ON
or INTERCEPTION i or or HEADING HOLD
Navigation NAVIGATION
SELECTED HEADING course TARGET
tracking CONFUSION
CONE
DETECT/ON
FIGURE 15 - RADIO COURSE INTERCEPTION AND TRACKING

NA V/GA TION COURSE INTERCEPTION AND TRACKING
AB
BREGUET AVIATION
MIRAGE F
3- ROLL CHANNEL OPERATION IN SUPERIOR MODES

A Principle
(1 ) Radio course interception and tracking (figures 15, 16 and 17)
The desired radio course is selected on omnibearing selector 40R, after the VOR beacon frequency
or channel is selected. The pilot flies the aircraft along a course intercepting the desired radio course
(heading hold or selected heading mode) and engages the radio mode by depressing the «R» button on
autopilot control and indicator unit 103C. The radio mode remains in standby condition («R» button
amber section illuminated) until beam interception takes place (point 1 to point 2). The beginning of
the interception phase (point 2) is detected by a device taking the beam interception angle (A HDG R),
aircraft Mach number and course deviation (A VOR) into account.
Once the beam is intercepted, the heading hold or selected heading functions are ineffective and
aircraft guidance is then performed by the radio function («R» button amber section going out while
green section is coming on). During the interception phase (point 2 to point 3), a turn is controlled so
as to bring the aircraft along the beam. Beam tracking is initiated (point 3) once the aircraft roll atti¬
tude becomes lower than 10° at least 60 seconds after the interception phase was initiated. The aircraft
then follows the radio course (point 3 to point 4).
Once the «beam intercept» information is supplied, the flight command is generated with the
following taken into account :
- heading deviation (A HDG R) between aircraft heading and radio course selected on omnibearing
selector ;
- VOR course deviation (A VOR) ;
- «R Rt» integrated signal.
These terms are converted into a turn command (Rt) through the roll attitude control circuits. The
aircraft is then turned to a flight path coinciding with the radio course.
Disturbances
~~-^m~M Control surface Servo-control
Auxiliary
servo-control
X
Gyro position
platform
1 I
Roll Auxiliary
attitude M and H limitation servo-control
control
AHDGN Flaps .,__
A VOR VOR/ILS
Omnibearing receiver
selector
A NAV Navigation
system
FIGURE 16 - RADIO COURSE INTERCEPTION AND TRACKING OR NA VIGATION

COURSE INTERCEPTION AND TRACKING SCHEMATIC -
INTERCEPTION PHASE
AB
BREGUET AVIATION
MIRAGE F
Once the «beam tracking» (BT) information is supplied, the flight command becomes modified :
- the heading deviation (A HDG R) signal is washed out after 80 seconds to allow the aircraft to
follow the radio course even if its heading does not coincide exactly with the course (crosswind).
- the VOR course deviation (A VOR) signal is integrated instead of the «R - Rt» signal.
NOTE : The «A HDG R» signal represents the radio axis deviation change rate. As a matter of fact,
any constant heading deviation with respect to the heading required to maintain the aircraft
along the axis results in a radio axis deviation initially equal to zero and increasing faster as
the heading deviation increases.
1 Disturbances
Heading
Omnibearing
selector
FIGURE 17 - RADIO COURSE INTERCEPTION AND TRACKING OR NA VIGATION

COURSE INTERCEPTION AND TRACKING SCHEMATIC -
BEAM TRACKING OR NAVIGATION COURSE TRACKING PHASE
The beacon confusion cone is detected by the autopilot which causes the radio function to be
automatically disengaged. The autopilot then operates in heading hold mode, whatever the roll attitude
upon radio function disengagement.
(2) Localizer beam interception and tracking (figures 18 and 18M)

The runway heading (QFU) is selected on omnibearing selector 40R, before beam interception.
The radio-altimeter system is set into operation. The «VOR-NAV» selector switch should be set to
«VOR» on omnibearing selector 40R. The autopilot can operate in either actual or selected heading
mode, with altitude hold mode engaged or not. The interception angle should be convergent with
respect to localizer beam axis (45° maximum), the distance from the runway threshold should be
higher than 7 NM and the airspeed lower than 250 kt.
AB
BREGUET AVIATION
MIRAGE F
' since 60 seconds

< 10°
Reversion to manual
control
180 pA / 60 pA / 20 uA , 1 Localizer beam axis

:
(25 mm) ( (8 mm) \ (3 mm) <

(0.99 in) \ (0.32 in) \ (0.12 in) "
\ \ *
leading hold or
rselected heading or
R tracking Beam intercepted Beam tracking Manual control
e»
f s- i- ~~-
Excessive Flashing for
___
:::v
__-_--__
yH
deviations
Dl 10 seconds
FIGURE 18 - LOCALIZER BEAM INTERCEPTION AND TRACKING

AD
BREGUET AVIATION ^C
MIRAGE F
- 607* A t
+ 60Ji'A% + 60
+ 180u
Impossible interception area
Within area 1, any action on the «R» button causes the autopilot circuits to be set in standby
condition ; interception will take place once the aircraft enters the possible interception area. Within
area 2, any action on the «R» button also causes the autopilot circuits to be set in standby condition,
but interception will not take place as the aircraft will not enter the possible interception area.
NOTE : In the case of an interception performed at an angle of 45°, the 60jiA to 180/uA
symmetrical area is not a possible interception area because of the direction of penetration
(sign of deviation between aircraft heading and runway heading).
FIGURE 18M - LOCALIZER BEAM INTERCEPTION
AA
05-77 2-141M FIGURE 18M 2-141M
BREGUET AVIATION
MIRAGE F
The pilot engages the radio function by depressing the «R» button on autopilot control and
indicator unit 103C. The radio function remains in standby condition («R» button amber section
illuminated) until beam interception takes place (BI). The interception phase is initiated at a distance to
beam axis varying in accordance with interception angle :
- For an interception angle of 45°, the «beam intercept» (BI) signal is generated when the distance
to beam axis becomes lower than 180 juA. The «BI» signal is generated up to 60 /-A if the radio
function is engaged later on. Signal generation does not take place for smaller distances.
- For interception angles lower than 15°, the «BI» signal is generated when the distance to beam
axis becomes lower than 60 pA.
- Refer to following diagram for intermediate values (the «BI» signal being generated inside the
hatched area).
I Direction of penetration
\Direction of penetration
Once the beam is intercepted, the heading hold or selected heading functions are ineffective and
aircraft guidance is then performed by the radio function («R» button amber section going out while
green section is coming on). During the interception phase, a turn is controlled so as to bring the
aircraft along the localizer beam. Beam tracking is initiated once the aircraft lateral attitude becomes
lower than 10°, at least 60 seconds after the interception phase was initiated.
The flight commands are the same as those used during VOR or TACAN radial interception,
except as regards the following :
- The «A LOC» term is adapted in accordance with radio altimeter data.
- The «A HDR R» term (deviation with respect to runway heading) is washed out in 52 seconds
from beginning of beam tracking phase.
AD
AVIONS MARCEL DASSAULT h-^t^yV
BREGUET AVIATIONîjF3^.^6^.
MIRAGE F
(3) Navigation course interception and tracking (figures 15, 16 and 17)
The principle is the same as for radio course interception and tracking. After selecting a navigation
mode on the navigation indicator and the navigation target, the desired navigation course is selected
on the omnibearing selector. The pilot flies the aircraft along a path intersecting the desired navigation
course (in heading hold or selected heading mode) then engages the navigation course interception and
tracking mode by depressing «R» button of the control unit. The navigation course tracking function
remains in standby condition (amber section of «R» button on) up to the beginning of the beam
interception phase (point 1 to point 2). The beginning of the interception phase (point 2) is detected
by a device taking the following into account : interception angle (A HDG N) of the navigation course,
aircraft Mach number and navigation course deviation (A NAV).
Once the course is intercepted, the heading hold or selected heading functions are ineffective. The
aircraft is then guided through the navigation course function (amber section of «R» button going out,
green section coming on). During the interception phase (point 2 to point 3), a turn is controlled so as
to bring the aircraft along the navigation course. Course tracking becomes effective (point 3) once the
aircraft roll attitude is lower than 10°, at least 60 seconds after the interception phase was initiated.
The aircraft then follows the navigation course (point 3 to point 4).
Once the navigation course intercept information is delivered, the flight command is generated
with the following taken into account :
heading deviation (A HDG R) between aircraft heading and navigation course selected on the
-
omnibearing selector,
- navigation course deviation (A NAV),
- «R - Rt» integrated signal.
These terms are converted into a turn command (Rt) through the roll attitude control circuits. The
aircraft is then brought to a flight path tangent to the navigation course.
Once the navigation course tracking information (NCT) is delivered, the flight command is
modified as follows :
-the heading deviation signal (A HDG N) is gradually washed out so that the aircraft can follow
the navigation course even if its heading does not coincide exactly with the course (crosswind flight),
- the navigation course deviation signal is integrated instead of the R - Rt signal.
B Operation (figure 19)
(1 ) Radio course interception and tracking
The «A HDG R» heading deviation signal (deviation between aircraft heading and selected radio
course) is transmitted to the autopilot through the omnibearing selector.
The «VOR» course deviation signal (deviation between beacon bearing 6 and selected radio
course (A VOR)) is transmitted to the autopilot by the VOR-ILS receiver, through the omnibearing
selector which selects the VOR system.
The «VOR» radio course deviation signal is applied to a separator which supplies a voltage propor¬
tional to the input current corresponding to the information.
The autopilot radio function is inoperative up to the interception but its circuits are fed with the
«A HDG R» and «A VOR» signals which are used to determine the moment of beam interception (BI)
characterized by the following inequality :
I AVOR + F (M) sin AHDG R l< 25 uA
The heading deviation between the aircraft heading and the selected radio course is multiplied by
the F (M) function. This expression is computed in a summation unit and then transmitted to a level
detector.
AF
MIRAGE F
BREGUET AVlATIONêF2' MANUAL 13
35F
FIGURE 19 - ROLL CHANNEL OPERATION IN SUPERIOR MODES

AH
Restricted 2-144 FIGURE 19 2-144 FIGURE 19 2-144
12-79 FIGURE 19 2-144
BREGUET AVIATION
L-^'ill
^î^-^sô
MIRAGE F
^^^^^t> Restricted MANUAL 13
The «beam intercept» (BI) signal is supplied by a «BI» logic when :

the radio function is engaged by the pilot
the level detector is tripped
- a «correct operation» signal is delivered by VOR/ILS receiver 56R.
Once the beam is intercepted, the «BI» information causes the heading hold or selected heading
function to be disengaged. The following signals are applied to heading adapter input through «BI»
switchings :
heading deviation between aircraft heading and radio course (A HDG R).
- course deviation between VOR beacon bearing and radio course (A VOR).
The resulting signal is processed through «Rt» lateral attitude control circuits, as in selected
heading mode.
The «R Rt» signal is applied to the integral control and to the direct control.
The «beam tracking» (BT) information is supplied by a «BT» logic when :

- the «BI» information is applied for more than 60 seconds
- the aircraft lateral attitude is lower than 10°.
Beam tracking. The «BT» information causes the following :

-washout of «A HDG R» heading deviation in 80 seconds. This allows the radio course to be
followed even if the aircraft heading does not coincide with radio course heading.
-application of «AVOR» term to the integral control (performing long-term beam tracking
function). This term is substituted for the «R Rt» signal previously applied to the integral control.
(b) Roll trim
Actuating roll trim control switch 92C causes the radio function to be disengaged.
(c) Beacon confusion cone detection
A beacon confusion cone detection device (detection obtained through «A VOR» signal derivative
analysis) and a logic are used to generate the «beacon confusion cone detection» (BCCD) information.
The «BCCD» information is supplied by the logic provided that the following conditions are fulfilled :
- beam tracking is effective for at least 30 seconds
- the derivative of «A VOR» signal reaches the detector threshold value
(l(A VOR)' I > 4.5 juA/sec.) or the aircraft lateral attitude exceeds 10°.
- absence of ILS frequency information.
The beacon confusion cone detection information causes the following to take place immediately :
- «A HDG R» heading deviation signal no longer washed out.

- autopilot prevented from using the «A VOR» signal for generating the flight command.
- «A VOR» signal replaced by «R Rt» signal for integral control.
Aircraft guidance then takes place in the same manner as in selected heading mode, the selected
heading being replaced by the radio course.
Should the «BCCD» information remain applied for more than 3 seconds, a delay circuit (3 sec.)
function to be disengaged and the autopilot to be automatically operated in heading
causes, the radio
hold mode, whatever the bank angle upon radio function disengagement.
AA
BREGUET
iL^^zrV^
AVIATION^<2_P^--s^^>
MIRAGE. .
F
.^
^S_25S--<^ Restricted MANUAL 13
Should the «BCCD» information remain applied for less than 3 seconds, this means that the
variation of (A VOR)' is not due to the aircraft flying through the beacon confusion cone but to a local
variation of the radio beam. In that case, beam tracking is resumed by the autopilot after the «BCCD»
signal has disappeared.
The radio mode can be resumed by depressing the «R» button again, after the aircraft has left the
beacon confusion cone.
(d) Radio logic and indicating
This logic controls the VOR radio function, provided that the following conditions are fulfilled :
- «R» button depressed
- VOR system selected :
-through «VOR-NAV» selector switch set to «VOR» (28 V VOR) and VOR frequency
selected on VOR control unit 53R (no 28 V ILS frequency).
Before the interception takes place, the radio function is in standby condition and the «R» button
amber section is illuminated. The VOR control unit is fed with an information preventing VOR/ILS
receiver 56R from being tested. Upon application of «BI» signal to radio logic, the «R» button amber
section goes out while the green section comes on.
(e) Loss of VOR beam tracking (BT) without autopilot disengagement
Such a loss takes place when the following conditions are fulfilled :
- autopilot disconnected
- radio function disengaged
- roll trim control switch 92C actuated
- «VOR-NAV» selector switch shifted
- radio frequency changed from a VOR frequency to an ILS frequency, with selector switch set to
«VOR».
The «R» button green section goes out and the amber section remains out.
(f) Loss of VOR beam tracking (BT) with autopilot disengagement
Such a loss takes place when autopilot disengagement is controlled by automatic or manual
autopilot safety systems (see safety systems).
(g) VOR system failure effects

Should the «VOR correct operation» 28 V disappear while the radio function is in standby
condition («R» button amber section illuminated), automatic interception does not take place
(autopilot remaining in selected heading or heading hold mode) as the «BI» logic cannot deliver the
«BI» signal (radio signal interruption and radio system malfunction).
The «R» button amber section remains illuminated and the failure is indicated by the disappearance of
the vertical pointer on spherical indicator 28F and by the appearance of the «VOR» flag on navigation
indicator 68F (if the VOR system is being used).
It is necessary to have the «VOR correct operation» 28 V applied for more than 2 seconds before
interception is allowed to take place. This allows the VOR signal to be checked for reception level.
Should the VOR signal be too low, the «correct operation» signal appears and disappears erratically and
is never applied for more than 2 seconds.
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Should the «VOR correct operation» + 28 V disappear after the «beam intercept» (BI) signal is
delivered, the separator delivering the «A VOR» signal is de-activated. The «A HDG R» term is not
washed out and the «A VOR» signal is no longer integrated (signal replaced by the «R - Rt» integrated
signal).
The autopilot operates as in selected heading mode, the heading being the radio course selected.
Should the «VOR correct operation» 28 V disappear during the beam tracking phase, the
separator is de-activated and the washout of «A HDG R» is suppressed. The autopilot operates as in the
previous case.
(2) Localizer beam interception and tracking
The heading deviation between aircraft heading and runway heading is supplied to the autopilot
| through a differential synchro of omnibearing selector 40R.
The localizer beam deviation (A LOC) is supplied to the autopilot from VOR/ILS receiver 56R,
| through omnibearing selector 40R.
Before the interception takes place, the radio function is not active but is fed with the «A LOC»
information which is used to determine the moment of beam interception, depending on interception
angle and distance from beam axis («BI» level detector).
The «BI» information is delivered by the «BI» logic in the same manner as in VOR radio course
interception mode. The «A LOC» signal is confirmed by the «correct operation» signal.
The «BI» information causes the selected heading function or heading hold function to be
disengaged. The following signals are applied to heading adapter through «BI» switchings :
- heading deviation between aircraft heading and runway heading (A HDG R)
- localizer beam deviation (A LOC), after height adaptation through «height above ground» infor¬
mation supplied by radio altimeter transceiver 102R.
The resulting signal is processed through the roll attitude control circuit, as in selected heading
mode.
The «R - Rt» signal is applied to the integral control and to the direct control through the speed
limiter.
The «beam tracking» (BT) information is supplied by the «BT» logic in the same conditions as for
VOR radio course interception.
Beam tracking. The «BT» information causes the following to take place :
-washout of heading deviation term within 52 seconds. This allows the beam to be followed even
if the aircraft heading does not coincide with runway heading.
-application of «A LOC» term (adapted with respect to radio altimeter height) to the integral
control, instead of «R - Rt» signal.
The «BCCD» information is muzzled during localizer beam tracking by a «LOC» information
applied to the «AND» gate generating the «BCCD» information.
(b) Roll trim
Actuating roll trim control switch 92C causes the radio function to be disengaged once the
localizer beam is intercepted.
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(c) Excessive deviations
The «A LOC» signal is supplied to an excessive deviation detection channel which indicates any
deviation from localizer beam higher than 20 juA when the radio function is used in localizer mode
(standby or effective operation). Such an indication is provided through steady illumination of the «R»
button red section.
This logic controls the radio function in localizer mode, provided that the following conditions are
fulfilled :
- «R» button depressed.
- LS function selected :
1
- omnibearing selector switch set to «VOR» (28 V VOR).

- 1LS frequency selected (28 V I LS frequency).
Before the interception takes place, the radio function is in standby condition and the «R» button
amber section is illuminated. From that moment, VOR/ILS receiver 56R cannot be tested.
Upon application of «BI» signal to radio logic, the «R» button amber section goes out while the
green section comes on.
(e) Loss of localizer beam tracking (BT) without autopilot disengagement
- autopilot disconnected
- radio function disengaged
- roll trim control switch 92C actuated
-omnibearing selector switch no longer set to «VOR»
- «I LS frequency» 28 V no longer applied (radio frequency changed over to a VOR frequency).
The «R» button green section goes out, the amber section remains out and the red sections flash
for 1 0 seconds.
(f) Loss of localizer beam tracking (BT) with autopilot disengagement
- «localizer correct operation» signal disappearing for more than 2 seconds.
- autopilot disengagement controlled by automatic or manual autopilot safety systems (see safety
systems).
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(3) Navigation course interception and tracking
The operation is the same as for radio course interception and tracking, and the processing channel
issimilar.
As a matter of fact, the «A HDG N» heading deviation signal (deviation between the aircraft
heading and the selected radio course) is transmitted to the autopilot through a differential synchro of
omnibearing and VOR/NAV selector 40R.
The «A NAV» navigation course deviation signal (deviation between navigation target bearing 0
and selected course) is transmitted to the autopilot through omnibearing and VOR/NAV selector 40R
which engages the NAV function. The target bearing is computed by associated electronics 60F from
target rectangular coordinates Pc and Qc, which are supplied by navigation computer 103F.
The navigation course deviation signal is applied to a separator which generates a voltage
proportional to the input current corresponding to the information.
The autopilot radio function is inoperative up to the interception, but its circuits are fed with the
«A HDG N» and «A NAV» signals which are used to determine the moment of course interception
(CI).
The heading deviation between the aircraft heading and the navigation course is multiplied by the
F (M) function. This expression is computed by a summation unit and then transmitted to a level
detector.
The CI information is delivered by a logic once :

- the radio function has been engaged by the pilot («R» button of the AP control unit),
-the level detector has tilted,
- the «navigation correct operation» signal is available (correct operation of navigation indicator
60F + navigation computer 103F).
Once the course is intercepted, the heading hold or selected heading function is made inoperative
by the CI information. Through CI switchings, the heading adapter input receives :
the «A HDG N» heading deviation signal (deviation between aircraft heading and navigation
course),
- the «A NAV» navigation course deviation.
The resulting signal is processed through the roll attitude control circuits, as in selected heading
mode.
The R-Rt signal is applied to the integral control and to the direct control.
The course tracking information is delivered by a CT logic when :
- the CI information has appeared for more than 60 seconds,

- the aircraft roll attitude is below 10°.
In course tracking function, the CT information causes :

-washout of «A HDG N» heading deviation (deviation between aircraft heading and navigation
course) ; this allows the navigation course to be followed even if the aircraft heading does not coincide
with the navigation course ;
- application of «A NAV» term to the integral control providing a long-term tracking precision ;
this A NAV term replaces the R-Rt signal previously applied to the integral control.
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(b) Roll trim
Actuating roll trim control switch 92C causes the navigation function to be disengaged.
(c) Navigation target confusion cone detection
A target confusion cone detection device (detection obtained through analysis of ANAV signal
derivative) and a logic are used to generate the target confusion cone detection (TCCD) information.
This information is supplied by the logic, provided that :
- navigation course hold is effective for at least 30 seconds,
- the ANAV signal derivative reaches the detector threshold or the roll attitude reaches 10°.
The TCCD information immediately causes the following :

- the AHDG N deviation signal (deviation between aircraft heading and selected navigation course)
is no longer washed out ;
- the autopilot can no longer use the ANAV signal to generate the flight command ;
- the ANAV signal is replaced by the R-Rt signal for integral control.
The aircraft is then guided in the same manner as in selected heading mode, the heading selected
being that of the navigation course.
If the TCCD information remains applied for over 3 seconds, a delay circuit (3 seconds) causes
navigation function disengagement. The autopilot automatically operates in heading hold mode, whate¬
ver the bank angle upon navigation function disengagement. The navigation mode can be resumed by
depressing the «R» button again after the aircraft has left the target confusion cone.
This logic controls the navigation function if the following conditions are fulfilled :
autopilot connected,
- «R» button depressed,
- switch of omnibearing selector 40R set to «NAV» (28 V NAV).
Before interception, the navigation function is in standby and the amber section of «R» button is
illuminated. On application of CI information to the logic, the «R» button amber section goes out and
the green one comes on.
(e) Loss of navigation course hold
-autopilot disconnected,
- radio function disengaged,
- roll trim control switch 92C actuated,
- position of omnibearing selector 40R switch changed,
- waypoint number changed at NCP 9F.
The green section of «R» button goes out, the amber section remains out.
(f) Loss of navigation course hold with autopilot disengagement
Such a loss takes place when autopilot disengagement is controlled by the automatic or manual
autopilot safety systems (see «Safety systems»).
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(g) Navigation failure effects
If the «NAV correct operation» 28 V disappears while the function is in standby condition (amber
section of «R» button illuminated), the automatic interception does not take place (autopilot
remaining in selected heading or heading hold mode) as the CI logic cannot deliver the information.
The amber section of «R» button remains on and the failure is indicated by the appearance of the
navigation failure flag on navigation indicator 68F.
The interception can take place only if the «NAV correct operation» 28 V signal is available for
over 2 seconds.
If the «NAV correct operation» + 28 V disappears after the CI information has been delivered, the
separator transmitting the ANAV signal is de-activated. The AHDG N term is not washed out and the
ANAV signal is no longer integrated (R-Rt integrated signal replacing it).
If the «NAV correct operation» 28 V disappears during the beam tracking phase, the separator is
de-activated and the AHDG N wahsout is suppressed. The autopilot operates as in the previous case.
4- OPERATION OF ROLL ATTITUDE CONTROL CIRCUITS
The roll attitude control circuits are intended to control a roll attitude from a heading error
or from a heading deviation to be cancelled.
The various circuits are as follows : heading adapter, turn amplifier, Mach number adapter and
«Rt» limiter amplifier. The successive functions of such circuits are as follows, depending on autopilot
operating mode and heading deviation amplitude :
- for small heading deviations to be cancelled : roll attitude control directly proportional to
heading deviation ;
- for larger heading deviations : as the controlled roll attitude becomes excessive, an attitude
limitation is controlled by these various circuits ;
- optimization of turn recovery so as to avoid overshoots or hesitating recoveries.
A Roll attitude control directly proportional to heading deviation
The heading deviation is converted into roll attitude through adaptation of heading deviation
signal with respect to Mach number. It can then be seen that the controlled attitude corresponding to a
given heading deviation is proportional to Mach number.
The roll attitude control is reduced so as to make aircraft control more comfortable and therefore
avoid an excessive attitude to be controlled by any comparatively small heading deviation. This is
obtained by reducing the heading adapter gain for values close to zero in heading hold mode or selected
heading mode when the controlled heading deviation has been cancelled.
So as to have system authority fully available, this gain is not reduced, even for small heading
deviations in «U/C down» or «beam intercepted» configuration, as well as upon turn recovery.
The relation between heading adapter input and output then appears in two different manners :
-curve 1 : output signal attenuated for values close to zero

curve 2 : output signal not attenuated.
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U/C down
or beam intercepted
or turn recovery
Actual heading mode

or selected heading mode
after turn recovery
-* 'A HDG" input
HEADING ADAPTER
NOTE : Switch-over from curve 1 to curve 2 in the particular case regarding turn recovery is
determined by a level detector located at heading adapter output. Should the level detector
detect a heading deviation higher than 7° 33', it memorizes such an information throughout
turning maneuver and modifies the heading adapter gain throughout turning maneuver so as
to have response curve 2. This has practically no effect during turn initiation or stabilized
turn as we shall see that «AC» signal processing circuits are practically always saturated.
However, the «downstream» circuits are no longer saturated when the heading deviation is
decreasing and the heading adapter retains the gain represented by curve 2, so as not to
reduce the gain for turn recovery. Once the turn is completed (zero heading deviation), the
level detector loses its memory and modifies the heading adapter gain so as to make it
suitable with curve 1 (reduced gain for values close to zero).
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B Lateral attitude limitation
Such a limitation is made necessary to avoid excessive attitudes to be entailed by excessive heading
deviations.
Limitation is ensured through limiters inserted into the various circuits.
(1 ) Limitation through turn amplifier
The heading deviation taken into account is limited to 7°33' at turn amplifier output for high
altitude (H > 28,000 ft) flights performed with pylon tanks, or when the Mach number exceeds 0.53.
Such a limitation of the heading deviation taken into account entails a lateral attitude limitation
since that heading deviation is converted into controlled attitude signal. Consequently, in the case of
excessive heading deviations, a maximum heading deviation of 7°33' will be taken into account and will
control the maximum possible lateral attitude.
Switch-over from heading deviation to controlled lateral attitude is performed through Mach
number adaptation. The lateral attitude will be then proportional to Mach number.
R maxi R maxi
30*
No limitation through turn

amplifier within that area
0.53 M 0.3 0.53
(a) Flight without pylon tanks (b) Flight with pylon tanks
or flight with pylon tanks and H < 28J000 ft and H > 28,000 ft
(2) Limitation through «Rt» amplifier
An assembly of circuits is used to modify the saturation point of «Rt» limiter amplifier. This
entails the following limitations :
- 30° limitation for a flight without pylon tanks or with pylon tanks at an altitude lower than
28,000 ft, for a Mach number lower than 0.53.
- 30° limitation whatever the Mach number for a flight with pylon tanks at an altitude higher than
28,000 ft.
- 50° limitation in all other cases.
- 12° limitation if H is lower than 550 ft with undercarriage extended.
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Lateral attitude limitations can be therefore represented as follows
M
0.3 0.53
(a) Flight without pylon tanks (b) Flight with pylon tanks and
or flight with pylon tanks and H < 28.000 ft H > 28.000 ft
NOTE : It is important that the lateral attitude limitation notion should be dissociated from the
aircraft actual lateral attitude notion. As a matter of fact, an aircraft not equipped with pylon
tanks and flying at M = 0.5 for instance (maximum possible bank angle : 30°) will not fly at a
30° bank angle to cancel a heading deviation, the bank angle being determined by heading
deviation. The bank angle will be limited only in the case of excessive heading deviations.
-The 22° limitation applicable to flights performed at high altitude (H > 28,000 ft) with
pylon tanks will never be reached in flight as such a limitation does not correspond to the
aircraft flight envelope.
- When the aircraft reaches 550 ft with undercarriage down, the limit value becomes 12°.
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C Turn recovery optimization
Principle
The turn amplifier gain is adapted to the various flight configurations so as to optimize turn
recoveries :
- Determination of turn recovery initiation
- Adaptation of gain as per each configuration.
(1) Operation
When a large heading deviation is being controlled by the pilot, the aircraft lateral attitude during
the turn is maximum (see previous remarks).
The heading deviation decreases as the turn is being carried out. Turn recovery is initiated once a
lateral attitude lower than the maximum aircraft attitude obtained during the turn is controlled by the
heading deviation, i.e. when the turn amplifier output is no longer at its maximum value correspondinq
to 7° 33'.
Considering the various gains possible for that amplifier, the heading deviation value (amplifier
input voltage) causing turn recovery to take place depends on the various parameters modifying the
amplifier gain.
From that moment, the heading deviation signal gain is determined. It therefore depends on the
various flight configurations.
Output
Decreasing heading
deviation
> "A HDG" input
Heading deviation determining

turn recovery initiation
Curve 1 : Gain 1 (heading hold or selected heading mode with zero heading deviation) (signal
conveyed without being amplified)
Curve 2 : Gain 1 .3 (flaps out)
Curve 3 : Gain 1 .45 (M > 1 .05)
Curve 4 : Gain 1 .7 (M < 1 .05 and H < 28,000 ft).
Curve 5 : Gain 2.7 (M < 1 .05 and H > 28,000 ft).
TURN AMPLIFIER RESPONSE CURVES

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(2) Circuit construction : The gain of that amplifier is modified through the addition of negative
feedback resistors connected through switching circuits.
NOTE : The determination of turn recovery initiation by the turn amplifier is only effective in the
cases where themaximum lateral attitude is determined through 7° 33' limitation of the turn
amplifier output information.
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PITCH AND ROLL CHANNEL SYNCHRONIZATION

(Figure 20)
Aircraft control is manual with autopilot energized or engaged.
Autopilot connection should take place without any jerky movement and should provide control
continuity between manual control and automatic control. Such a continuity is obtained provided that
the following conditions are fulfilled prior to autopilot connection :
- The autopilot should be fed with aircraft attitude and flight envelope (Mach number and
altitude) information signals (Repetition system synchronization).
- The autopilot should feed the flying aid amplifier with a signal corresponding to auxiliary
servo-control position (Torque motor synchronization).
A Repetition system synchronization
As soon as the aircraft is energized, the autopilot is fed with the following information signals
required for its operation the moment it is to be connected in basic mode :
- Mach number and altitude signals fed by air data computer 17F.
- Longitudinal attitude, lateral attitude and heading signals fed by gyro platform 35F, electronic
unit 27F and magnetic monitoring unit 29F.
B Torque motor synchronization
The integrator input of each channel (pitch or roll) is switched over to the signal applied to the
auxiliary servo-control torque motor.
The signal obtained is compared with the potentiometer signal representing the auxiliary
servo-control position. The resulting error signal is processed and integrated until it becomes eoual to
zero.
position
Integrator
O I »0
tjr
AP connected
FIGURE 20 - TORQUE MOTOR SYNCHRON/ZA TION
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ADAPTATION OF PITCH AND ROLL CHANNELS TO FLIGHT ENVELOPE

(figure 21)
The action of control surfaces being dependent on aircraft flight envelope (Mach number and
altitude), itis necessary that the flight commands delivered by the autopilot should be adapted to such
parameters.
The Mach number (M) and altitude (Ps) information signals are supplied by the air data computer.
The introduction of flight envelope parameters into autopilot pitch and roll channels is performed by
adapting flight commands to the M and Ps parameters.
1 - PITCH CHANNEL ADAPTATION
A In basic mode, the pitch attitude error term is multiplied by a G(M) function.
B In superior modes, the altitude error term (AH) is multiplied by a K(M) function and a Ps
function. The accelerometer term (7) is adapted to Mach number by the K(M) function.
The pitch rate level detector is fed with an information signal adapted to Mach number through an
F(M) function and an M > 1.05 switching controlled by the M > 1.05 level detector.
2- ROLL CHANNEL ADAPTATION
The turn amplifier gain is dependent on aircraft flight envelope (M > 1.05 - M > 0.53
H > 28,000 ft).
The A HDG control term is adapted to Mach number through a A HDG x F(M) multiplier.
The Rt limiter is dependent on aircraft flight envelope (H > 28,000 ft - U/C down + H < 550 ft).
The F(M) function is used for determining the point of interception of a radio course e or a navi¬
gation course at the level detector.
In VOR mode : I AVOR + F(M) sin I AHDG R II <25fiA.
In navigation mode : I ANAV + F(M) sin I AHDG N II < 25 uA.
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39C
Rt limiter
Turn amplifier
Fig. 13
Turn amplifier Fig. 13

«q» safety system Fig. 24
APtoM
adapter
Fig. 6
q x F(M)
Fig. 24
A HDG x F (M)
Fig. 13
Sin A HDG R
xF(M)
Fig. 19
y to M adapter
Fig. 10
A H to M
and Ps adapter
Fig. 10
Turn amplifier
Fig. 13
Rt limiter
FIGURE 21 - MACH AND STA TIC PRESSURE ADAPTA TION

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RUDDER CHANNEL
(Figure 22)
The rudder channel is used to correlate rolling and yawing movements at low airspeed with flaps
extended.
The flight command is generated from the rate of roll information fed by the roll rate gyro located
in rate gyro box 50C (flying aid system).
A demodulator is used to apply the signal to an amplifier through a «Flaps out» switch.
The position loop of rudder servo-control 59C slaves the servo-control position to autopilot
command to which are added a yaw damping signal and an anti-slip signal.
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62 C
Servo-control position
39 C 48C
Flaps out Fig. 25 YDAMP

signai
50C 48C AG
0 AG
55
0
Demod. Chopper
56 >-T»<gH amplifier SA
Roll rate gyro

T
Ref.
Anti-slip
signal
59 C
Linkage
FIGURE 22- RUDDER CHANNEL OPERATION

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LOGICS -MONITOR
(Fig. 23and23M)
1 - GENERAL
Changeover from manual to automatic piloting constitutes the AP connection. This connection
should be controllable as soon as the pilot releases hold of the control stick ; i.e. as soon as he stops
pressing the disconnect trigger. This ability to quickly control the AP connection by simply releasing
the control stick requires, between the moment when the power supply is applied to the AP («AP
switched on» mode and the moment when the aircraft is guided by the AP («AP connected» mode), an
intermediate stage preparatory to a later connection.
This mode of «AP engaged» is monitored by the engage logic. The connect logic monitors the
connection.
These two connect and engage logic circuits control or are controlled by various monitoring and
indicating circuits, namely :
- safety logic
- monitor
- amber light logic
failure warning light logic
2- ENGAGE LOGIC
A The main purpose of the engage logic is to produce for the various AP logic circuits, an
intermediate mode between «AP switched on» and «AP connected».
This circuit can assume two logic states «disengaged» and «engaged». Depending on the logic
mode of this circuit, the AP may be :
- either in a mode disabling any connection which corresponds to the «AP switched on» or
«AP disengaged» mode.
- or in a mode permitting connection.
Varying with the connect logic mode, this corresponds :
- to the intermediate mode between switching on and connection (AP engaged), for which the
circuit is designed ; the AP is in a mode preparatory to a later connection.
- to «AP connected» mode : as the engage logic is independent from the connection, this
latter maintains its mode after connection.
B Changeover of the circuit from one logic mode to another

- This circuit is changed over from «disengaged» to «engaged» mode by depressing the «AP»
button on AP control and indicator unit provided that the monitor clears it and there is no failure (data
processed and supplied by the safety logic).
- Changeover from «engaged» to «disengage» mode is achieved :
- manually by actuating the quick disengage lever or the «AP» button on the control and
indicator unit.
- automatically in case of failure with the AP connected (data processed and supplied by the
failure warning light logic) or in case of a malfunction detected by the monitor.
C Data required for engage logic operation

The engage logic operates on the basis of signals delivered by the following components or
circuits :
- «AP» button
- quick disengage lever
- warning light (failure information with AP connected)
- safety logic (failure information)
- monitor (information confirming the monitor agreement)
D Data supplied by the engage logic
This logic delivers to the AP control and indicator unit a signal permitting changeover to the
«engaged» mode upon actuating the «AP» button (capacitor charging dependent on «AP» button).
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FIGURE 23 - LOGICS - MONITOR
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3- CONNECT LOGIC
A Purpose
This circuit is designed to control the opening and closing of electrically-operated selector valve
supply lines of auxiliary servo-controls. Thus it directly controls the AP connection.
This circuit can assume the two logic modes of «connected» and «not connected».
Depending on the circuit logic mode, the AP can be :
either in the «AP connected» mode
or in an unconnected mode (manual flight) which can be «AP switched on», «AP disengaged» or
«AP engaged».
B Changeover of the circuit from one logic state to another
Changeover from the «not connected» to «connected» mode is achieved by releasing the
disconnect trigger provided that an «engaged» signal has been delivered by the engage logic and there is
no failure detected by the safety logic. (The opening of the electrically-operated selector valve supply
lines of the auxiliary servo-controls upstream of the autopilot, detected as a disorder by the safety logic
thus disables the connect logic from changeover to the «connected» mode).
Changeover from the «connected» to the «disconnected» mode occurs :
if the safety logic has detected a failure
- when there is no «engaged» signal delivered by the engage logic
- when the disconnect trigger is pressed.
C Indicating system connection

The «connected» mode causes relay K2 to be energized, the green section of «AP» button to light
up and an «AP connected» signal to be delivered to the various circuits of the AP (subject to monitor
I agreement, in the particular case of this signal : K3 and K4 are energized).
4- MONITOR
A Purpose
Apart from monitoring AP power supplies, the monitor serves to check for correspondence
between the actual mode of selector valve supply lines and the mode they should assume in the light of
the following data :
- engaged mode
- disconnect trigger pressed
- failure.
Any malfunction detected by the monitor results in the cut-out of the selector valve grounding
circuit and hence actual disengagement of the autopilot.
The mode of the selector valve supply lines is determined by the connect logic on the following
data :
- engaged mode
- disconnect trigger pressed
- failure.
By checking the mode of the selector valve supply lines from these data on «engaged» mode,
«disconnect trigger pressed» and «failure», the monitor affords some kind of survey of the
efficiency and proper operation of the engage and connect logics at the furthest downstream point of
the system.
A second «safety logic» circuit, designed for the monitor alone, ensures full monitoring of the
logic channel which controls the power supply of the electrically-operated selector valves.
B Principle of operation
The checking of the selector valve supply lines applies to the control current of these selector
valves. It must be :
within specified limits if the following three conditions are met : AP engaged, disconnect trigger
not pressed, no failure;
nil in all other cases.
This control current is detected by measuring the voltage at the terminals of a resistor inserted in
the grounding circuit of each selector valve.
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103C
G (Red)
Excessive GL IDE slope _* L_____h~t

S
beam deviations (Fig. 10)
-eR (Red)
-
Excessive LOC beam
deviations (Fig. 19)
Q
-e
ALT (Red)
- -Fig.25
Altitude logic
(Fig. 10)
-e ~
AP (Amber)
Amber light logic

(Fig.23)
-e -
1 W Failure warning panel
Failure warning light

logic (Fig.23)
102C
M __i a_
Autopilot
disengage
FIGURE 23M - FAILURE WARNING SYSTEM OF LIGHT

LIGHTING CONTROL MONITOR
AB
02-79 Restricted 2-1 56H FIGURE 23M 2-1 56H
AVIONS MARCEL DASSAULT _-J>~irvL
BREGUET AVIATION^S^L-^^
MIRAGE F
^£e£^<^ Restricted MANUAL 13
C Operation
When the autopilot is switched on, capacitor C immediately energizes relays K3 and K4, self-
sustained by a + 15 V confirming voltage subject to agreement by the monitor logic as previously
described. Any malfunction detected by this logic results in deenergizing K3 and K4, and that
definitively since there is need for confirming signal of + 15 V to have K3 and K4 energized. Only a
cut-off followed by the reinjection of the supply voltage enables capacitor C to re-energize K3 and K4,
(this disables the AP for the rest of the flight in case of any failure detected by the monitor).
D Indicating system (figure 23M)
«AP» (amber), «R» (red), «ALT» (red) and «G» (red) indicator lights on AP control and indicator
unit and «AP» indicator light on failure warning panel 1 W are normally taken to chassis by the working
contact of K4 (with agreement of monitor) via their own control circuit.
The tripping of the monitor (de-energizing of K4) directly controls coming-on of the indicator
lights via rest contact of K4 without passing through the individual control circuit of these various
lights.
The lights can be switched off by operating the quick disengage lever thus causing K1 to be
energized, a mode that is self -sustained by its working contact and the rest contact of K4.
5- AMBER LIGHT LOGIC
A Purpose
This circuit is designed to control the «AP» amber light on the AP control and indicator unit.
This light is normally steadily on when the AP is in «engaged» mode (not connected). It is out
when the AP is «connected» or «switched on» or upon operating the quick disengage lever after
disengagement of the AP. An AP changeover from the connected to the disengaged state brings on a
flashing.
Independently of the amber light logic, the monitor when tripped directly controls coming-on
of the «AP» amber light on the AP control and indicator unit.
B Operation of the amber light logic
Accordingly, the amber light logic may be in one of the three modes corresponding to coming-on
(steady), going-out or flashing of «AP» amber light. Transition from one to another of these modes is
controlled by changing the mode of their controlling circuits (engage logic, connect logic) and by
applying a pulse to the quick disengage lever :
- «engaged» signal delivered by the engage logic causes the amber light to come on, provided that
no «AP connected» signal occurs simultaneously (transition from the «AP switched on» to the «AP
engaged» mode) ;
-cancelling of «engaged» signal delivered by the engage logic causes the «AP» amber light to go
out, provided that the «AP connected» signal is not simultaneously cancelled (transition from the
«AP engaged» to «AP switched on» mode) ;
- «AP connected» signal causes the «AP» amber light to go out (transition from «AP engaged» to
«AP connected» mode ;
-cancelling of «AP connected» signal causes the «AP» amber light to come on, provided that
«AP engaged» signal delivered by the engage logic is not simultaneously cancelled (transition from the
«AP connected» to «AP» engaged» mode) ;
- simultaneous cancelling of «AP connected» and «AP engaged» signals controls flashing of «AP»
amber light (transition from the «AP connected» to «AP disengaged» mode) ;
- operating the quick disengage lever together with the cancellation of the «AP connected» and
«AP engaged» signals controls flashing as in the preceding case (AP disengaged by means of the quick
disengage lever) ;
-operating the quick disengage lever causes the «AP» amber light to go out, provided that this
does not go together with cancelling of the «AP connected» signal (transition from «AP engaged»
to «AP switched on» mode or going-out of AP disengage indicator light).
AB
AVIONS MARCEL DASSAULT JLJ>?11
BREGUET AVIATION .^flP'^^'Q»
MIRAGE F
6- FAILURE WARNING LIGHT LOGIC

This circuit is for processing the «failure with AP connected» data.
It is designed :
-to control coming-on of «AP» failure warning light (failure warning panel 1W) in case of a
failure detected by the safety logic (in the sole case where the AP is connected when the failure
occurs) ;
- to signal to the engage logic any failure detected in «AP connected» mode for this logic to disen¬
gage the autopilot (in the sole case where the failure occurs with the AP connected).
Associated with the failure warning light logic is a «failure with AP connected» data storage circuit
which operates for 10 s after the occurrence of the failure. This circuit is intended to confirm the
failure for 10 s to the safety logic in case of a transient failure.
It includes an «AP» failure warning light switching-off circuit controlled by the quick disengage
lever.
The action of the failure warning light logic is neutralized by a monitor failure : a separate control
causes the «AP» failure warning light on failure warning panel 1W to come on in case of a failure detec¬
ted by the monitor.
It receives the data supplied by the following components or circuits :
- safety logic (failure information),
- K2 relay («AP connected» information),
- monitor (information confirming monitor agreement),
- quick disengage lever.
Connection information is redundant : it is supplied partly by K2 (direct «AP connected» informa¬
tion) and partly by combining data supplied by the engage logic and the disconnect trigger.
7- COMPREHENSIVE DESCRIPTION OF OPERATION
A AP switched on
The AP switches on when power is supplied to aircraft electrical system. If the power supplies
work correctly, relays K3 and K4 are from now on energized, closing the return circuit of the selector
valve supply lines.
If a failure is detected by the safety logic, the engage logic disables engagement. The failure
warning light logic does not cause the failure warning panel light to come on ana the «AP» amber light
stays out upon operating the «AP» button on the AP control and indicator unit.
B AP engaged
If neither the safety logic nor the monitor has detected any failure, the engage logic allows engage¬
ment. This is effected by depressing the «AP» button on AP control and indicator unit. The logic of
the amber light, informed of engagement, lights up the «AP» amber light.
The AP is engaged. If a failure is detected by the safety logic, the connect logic disables the
connection. The failure warning light logic does not cause the «AP» failure warning light to come on
and does not inform the engage logic of failure (the signal directly delivered by the safety logic has no
effect on the engage logic as soon as this circuit is in the «engaged» mode). The AP stays engaged and
the «AP» amber light comes on. If the pilot releases hold of the control stick, non connection is made :
«AP» amber light stays on and «AP» green indicator light stays out.
C AP connected
If no failure is detected by the safety logic, the connect logic allows the connection. This comes
into effect as soon as the pilot releases hold of the control stick. The «AP» green indicator light comes
on. The «AP connected» information controls the «AP» amber light logic which causes it to go out.
The AP is connected. If the safety logic detects a failure, the failure warning light logic indicates :
«failure with AP connected» and connect logic ensures disconnection. Detection of a «failure with AP
connected» by the failure warning light logic causes the «AP» failure warning light to come on and the
autopilot to disengage through the engage logic (changeover of the circuit from the «engaged» to the
«disengaged» mode). If changeover to «disengaged» mode occurs simultaneously with the disconnec¬
tion, the amber light is made to flash by the action of the amber light logic.
The changeover of the engage logic to the «disengaged» mode enforces disconnection on the
connect logic (redundancy).
Operating the quick disengage lever causes the «AP» amber light and «AP» failure warning light to
go out through the corresponding logics.
D Malfunction detected by the monitor

In case of a monitor-detected malfunction, the return circuit of the selector valve supply lines cuts
out. «AP connected» signal is no longer delivered, the engage logic changes to the «disengaged» mode,
I the failure warning light logic is disabled and the «AP» failure warning light, «AP» (amber), «ALT»
(red) and «G» (red) indicator lights are on by the rest contact of K4.
AB
AVIONS MARCEL DASSAULT LB^~'i.'$l
BREGUET AVIATION^c^^f^
MIRAGE
.........
F
.-
SAFETY SYSTEMS
1- PURPOSE
The autopilot is intended to guide the aircraft or to maintain it in given flight configurations. Any
malfunction causing pre-determined limits to be exceeded (rate of aircraft attitude change, aircraft
attitude and altitude variations) will therefore cause the autopilot to be automatically disengaged.
Unauthorized aircraft configurations cannot be then controlled by the autopilot.
The autopilot being associated with several other systems and units (heading and vertical reference
system, air data computer, flying aid amplifier and flight control system), its utilization will be
authorized only in the case where such systems and units operate correctly. The autopilot will be
automatically disengaged in the case where one of these systems or units happens to fail.
The autopilot proper is self-monitored through a monitor causing the autopilot to be

automatically disengaged in the case where the condition of autopilot logics is not consistent with that
of auxiliary servo-control selector valve supply lines or when autopilot power supplies are not correct.
Manual aircraft control can be resumed by the pilot at any time through manual autopilot
disengagement, so as to cover any autopilot or monitoring system failure.
The aircraft is then protected against :

- any autopilot failure likely to cause the aircraft to be flown in unauthorized configurations.
any failure of the detectors supplying information signals to the autopilot, which failure may
cause reference parameters (heading, attitude and altitude) or flight parameters (Mach number and
altitude) to be altered.
- any flight control electronics failure.
- any failure of monitored or unmonitored systems, through a manual autopilot disengagement
system.
The monitoring systems forming the autopilot safety systems cause the autopilot to be either
disengaged (in the case where the aircraft is being controlled through the autopilot) or prevented from
being connected (in the case where the autopilot is not connected).
Safety system tripping taking place in «autopilot energized» configuration prevents the autopilot
from being engaged and, sometimes, causes automatic autopilot disengagement, depending on the
failure detected (monitor).
Safety system tripping taking place in «autopilot engaged» configuration prevents the autopilot
from being connected.
Safety system tripping taking place in «autopilot connected» configuration causes the autopilot to
be automatically disengaged.
NOTE : In «autopilot connected» configuration, the warning horn is operated for an angle of attack
of 14° (instead of 17° in manual control mode).
AA
AVIONS MARCEL DASSAULT tL^t'V^ MIRAGE F
BREGUET AVIATION y^^^^-<^> . ..».,,., .,
2- OPERATION OF AUTOMATIC SAFETY SYSTEMS (Figure 24)
A Failure detection
(1 ) Detection of failures causing the autopilot to operate outside its authorized operating envelope.
(a) Angular rate of pitch
Angular rate of pitch detection is performed by the pitch rate gyro located in rate gyro box 50C.
The angular rate of pitch information is supplied to the autopilot through flying aid amplifier 48C. A
level detector is provided to deliver a failure signal once a given threshold, the value of which depends
on the following, is exceeded :
- Mach number
- Lateral attitude
- Flap configuration
- GSI information.
(b) Angular rate of roll
The same detection system is used as for angular rate of pitch. The level detector trips at :
- 20° /sec before connection.
- 30° /sec after connection.
- 15° /sec in localizer beam tracking mode.
(c) Lateral attitude
A level detector is provided to trip at :

- 65° before connection
- 70° after connection.
(d) Altitude hold

A failure information is supplied by the differential safety system in the case where the difference
between both static pressure references (RPS) is higher than 7 mb.
A failure information is supplied by the total safety system in the case where the difference
between reference pressure and actual pressure is higher than 9 mb. The total safety system is muzzled
for 60 seconds upon engagement of «ALT» function and from the moment the aircraft leaves the
transonic flight envelope to provide for altitude capture.
(e) Synchronization
Prior to autopilot connection, the synchro signal level is controlled in pitch and roll through two
level detectors delivering a failure signal beyond a given threshold.
The monitoring system is muzzled after autopilot connection.
(2) Systems and units associated with autopilot

(a) Flight control system
The «correct operation» information is no longer fed by flying aid amplifier 48C to the autopilot
when the following conditions exist :
-Control stick force higher than «reversion to manual control» threshold value in «autopilot
connected» configuration.
- Auxiliary servo-controls no longer supplied with hydraulic system 1 pressure (action of dual
supply valve 96C resulting from hydraulic system 1 failure or actuation of stick uncouple switch52C).
- Failure detected by stabilator safety systems.
- Failure detected by rudder safety systems.
- Roll damper failure.
- Flying aid amplifier power supply failure.
- Auxiliary servo-control servo-system failure detected by pitch and roll lock safety systems.

BREGUET AVIATION J^<^&D
17F 39C
AG
Open in case of "Ps", "M",
"press, diff/'or "H 20
Engagement
channel failure t* fi logic
tz>~{_ 25 + 28V AP 10 s. memory
Fig.23
(fugitive failure) Engagement

29F disable
14
155) R
\c/
^_
5V level
detector
T >
Pitch torque motor
HVRS Fig.6 1
reliability "AP connected" muzzling. Fig. 23

<
+ RPOM Roll torque motor

5 V level > 1 ^
presence T
50C 48C detector '.
AP
Fig. 13
fk. F(M) Flaps out Failure warning
light logic
Disengagement
due to failure
i i
55 "q"saf. syst.
R adapter qxF(M) Level
Demod. detector
56 AP failure 40R 56 R
Ref. /7T\0
(v\b Flo
Fig.6A
rr
M>V.05GSI
© warning light
Fig. 23
_B_G
43
^| 28V
AG_
55
VOR VOR/LOC
"p"sat. syst.
Demod. Level reliability
detector Connection
56
logic
48C AP
TRef.
LOcf
52
t.AP connected
B
_B_P
__f£
43
28V l^ Flight control system monitoring
-m- o^T o- 37 GLIDE
Monitor
reliability
Fig.23
Fiight control and AP engaged
Level 65° bef. connection
damper
reliability
detector
IRI
{< 70° aft. connection
Safety
Safety systems & 2-seconc
ALT Transonic logic Disengagement
flight through delay
Fig.23
Hg.23 monitor
Servo-control
Muzzling line return
Total saf. syst. 60 seconds + 15Vregultd
- 15V regultd
ALT + 5 V regultd Power supply Power supply
function engaged and 26V - 400 Hz cutoff logic safety systems Glide
Differential no transonic conditions 26V - phase A
saf. system
AP connected
~t^
81 F _
27 Altitude logic
(12-1)
wff). :} Fig. 10
FIGURE 24 - AUTOMATIC SAFETY SYSTEMS

AA
BREGUET AVI ATlON^^cT-?"'
^'U
^-K<> .
MIRAGE F
UAKIIU, ,,
(b) Air data computer 17F

The «correct operation» 28 V voltage is no longer fed to the autopilot in the case where
of one of the following air data computer channels happens to fail : «M», «Press. diff.»,«Ps» and «H»
channels.
(c) Electronic unit 27F and magnetic monitoring unit 29F.
The «correct operation» 28 V voltage is no longer fed to the autopilot in the case where
electronic unit 27F or magnetic monitoring unit 29F happens to fail, or in the case where roll/pitch
output multiplier 38 F (RPOM) is not available.
(d) VOR/ILS receiver 56R

Any localizer or glide slope system failure is taken into account after a 2-second delay when the
autopilot is coupled to the instrument landing system (ILS).
(3) Detection of autopilot logic and power supply failure by the monitor
The autopilot is provided with the following logics :

- Safety logics
- Engage logic
- Connect logic.
Auxiliary servo-control power supply is enabled or disabled, depending on the condition of such
logics, which condition is determined in accordance with autopilot configuration (autopilot energized,
engaged or connected). Any malfunction of one of these logics, likely to cause the auxiliary
servo-controls to be supplied, should be immediately detected. This is the intended purpose of the
monitor.
Moreover, the monitor is also intended for monitoring the conditon of autopilot power supplies.
B Effect of a failure on the autopilot

(1) Failures detected by safety logics
Two independent safety logics are fed with failure information signals supplied by the following :
- Roll and pitch angular rate detectors
- Lateral attitude detector
- Altitude safety systems
- Synchronization level detectors
- Systems and units associated with autopilot.
One of the above failure information signals causes the following to take place through action on
engage and connect logics :
- Autopilot energized : autopilot engagement disabled
- Autopilot engaged : autopilot connection disabled
Autopilot connected : autopilot disengagement.
Any fugitive failure will cause autopilot engagement to be disabled for 10 seconds
NOTE : Altitude monitoring system failures do not cause the autopilot to be disengaged if the
altitude function is not selected. It then prevents the altitude function to be engaged.
(2) Failures detected by monitor
Such failures are power supply or logic failures.
They cause the autopilot to be definitely disengaged.
C Indicating
Failure indications or radio good operation signal lost are given on following table.
AC
AVIONS MARCEL 0ASSAULT
BREGUET AVIATION
MIRAGE F
FAILURES "AP" "AP" BUTTON

AUTOPILOT AUTOPILOT FA/ LURE "ALT" "R" "G" FAILURE
CONFIGURATION Safety systems CONFIGURATION WARNING BUTTON BUTTON BUTTON WARNING REMARKS
BEFORE FAILURE Monitor ^ Alt. Altitude AFTER FA/LURE LIGHT(IW) Amber Green Red Red Red SUPPRESSIONS
ENERGIZED
o o o
Autopilot
OR ENGAGED
OR CONNECTED
rppnr J
Definitively disengaged
O O disengage
lever
The autopilot cannot be
re-engaged
No warning
The autopilot cannot be
ENERGIZED Energized re-engaged as long as
the failure exists
llllllllllllllllll
No warning
ENGAGED Engaged
O The autopilot cannot be
re-engaged as long as
the failure exists
Autopilot
CONNECTED Disengaged
O disengage
lever
No signai display-
Altitude function
not engaged
Connected
O The altitude hold function
cannot be engaged as
long as the failure exists
CONNECTED Autopilot The autopilot

Altitude function
engaged
i .. 1 1 y
Disengaged
O
10S 5S
disengage
lever
can be engaged and
connected in basic mode
* (See NOTE)
CONNECTED Autopilot
Altitude function
engaged
Disengaged
O [Q)
5S
disengage
lever
(See NOTE)
CONNECTED
Autopilot
VOR intercepted or not
Navigation course
intercepted or not
"i Hi'i'in
Disengaged
O disengage
lever
"R " button amber or green
section goes out
CONNECTED Autopilot
Localizer beam
not intercepted
Disengaged
O disengage
lever
7?" button amber or green
section goes out
CONNECTED Autopilot
Localizer beam
intercepted
r-r-r^-p*-w-?--i-w"p-,~~-F
Disengaged
O 10S
disengage
fever
(See NOTE)
CONNECTED Autopilot
Glide slope beam
not intercepted
Disengaged
O disengage
lever
"G" button amber
section goes out
CONNECTED Autopilot
Glide slope beam
intercepted
Disengaged
O [Q)
10S
disengage
lever
(See NOTE)
AA
10-77
KEY
o- Light on (g)) = Light flashing
Restricted
= Light out
2-162
NOTE : Actuating the autopilot disengage lever does not prevent
the red sections of "ALT", "R" and "G" buttons from flashing.
2-162
AVIONS MARCEL DASSAULTj_
BREGUET AVIATION^; o-"
MIRAGE F
AUTOPILOT "AP"
CONFIGURA TION GOOD AUTOPILOT
FAILURE
BEFORE OPERATION CONFIGURA¬
WARNING
AP" BUTTON "R"ÈUTTON "G" BUTTON WASHOUTS REMARKS
NAVIGATION OR SIGNAL LOST TION AFTER \
LIGHT
RADIO FAILURE FAILURE
(1W)
Amber Green Amber Green Red Amber Green Red
1
Connected
Failure not displayed
o o »
VOR VOR
on AP control and
or
NAV }
V not intercepted or
NAV
Connected
indicator unit.
Interception disabled.
Connected
VORl
or \~ intercepted
NAV J
VOR
or
NAV
Connected
o b Failure not displayed
on AP control and
indicator unit.
Failure not displayed

on AP control and
CONNECTED
Localizer beam
not intercepted
Localizer beam Connected
o o o indicator unit.
The red section of "R "
button goes out on beam
interception and comes
on when out of the beam.
CONNECTED Autopilot
Localizer beam
intercepted
Localizer beam.
Lost for more

Disengaged
o10S 10S
disengage
lever
(See NOTE)
than 2 seconds
The red section of "G"

CONNECTED button goes out on
Glide slope beam
not intercepted
Glide slope beam Connected
o o o beam interception and
comes on when out of
the beam
CONNECTED Autopilot
Glide slope beam
intercepted
Glide slope beam
Lost for more
Disengaged
o Cg) disengage
lever
(See NOTE)
10S 10S
than 2 seconds
NOTE : Actuating the autopilot disengage lever does not prevent the red
KEY
o-« ight on = Light flashing = Light out section of "R" or "G" button from flashing.
AC
04-77 Restricted 2-162M 2-162M
AVIONS MARCEL DASSAULT/' *--v~^'U MIRAGE F
BREGUET AVIATION y<<± ^-^^ . .,..,,,., .,
3- OPERATION OF MANUAL SAFETY SYSTEMS
These safety systems allow manual control to be always resumed by the pilot through :
- autopilot disconnection.
- autopilot disengagement.
A Manual control resumed through autopilot disconnection
Manual control is, in that case, resumed by actuating autopilot disconnect trigger 110C, causing
the «autopilot engaged» configuration to be resumed. Actuating the autopilot disconnect trigger also
causes an autopilot connect disable signal to be fed to the connect logic.
B Manual control resumed through autopilot disengagement
Manual control is, in that case, resumed by actuating the following :

Autopilot disengage lever 102C, causing the engage logic to control autopilot disengagement.
- «AP» button on autopilot control and indicator unit 103C, causing the engage logic to control
autopilot disengagement.
- Stick uncouple switch 52C, causing hydraulic system 1 supply intended for auxiliary
servo-controls (electrical barrel) to be cut off. The lines conveying the electrical power supply to
electrical barrel selector valves are then opened through dual supply valve 96C. Such an opening is
considered as a failure, causing the autopilot to be disengaged through safety logics.
- Control stick, causing the application of a control stick force to be considered as a failure and
autopilot disengagement to take place as above.
Visual indication system is described in the following table.
AC
BREGUET AVIATION
MIRAGE F
ACTION ON "ALT" "G"

"AP" "AP" BUTTON BUTTON BUTTON BUTTON
AUTOPILOT AUTOPILOT
CONFIGURATION FA/LURE Red Red Red
Autopilot Stick CONFIGURATION
WARNING WASHOUTS REMARKS
BEFORE disengage "AP" uncouple Control AFTER If altitude If localizer If glide
LIGHT
PILOT'S ACTION lever button switch stick PILOT'S ACTION function beam beam slope
(1W)
Amber Green engaged intercepted interceoted
Energized
ENERGIZED Energized The autopilot

cannot be engaged
WW*
Energized
ï TheautopHot
cannot be engaged
Energized
Energized
ENGAGED
Autopilot The autopilot

Engaged (autopilot
disengage cannot be engaged
cannot be connected) trigger
".; '. v . . j 1 1 1 1 1 1
Autopilot The autopilot can be

Engaged
o disengage
trigger
connected after force
is no longer applied
Autopilot
Disengaged disengage (See NOTE)
trigger
5S 10S 10S
Autopilot
Disengaged [O) (g) (g) disengage * (See NOTE)
trigger
CONNECTED 5S 10S 10S
Autopilot * (See NOTE)

Disengaged
o g)
5S
kg)
10S
kg)
10S
disengage
trigger
The autopilot
cannot be engaged
Disengaged
o10S
g)
5S
(g)
10S
(g)
10S
Autopilot
disengage
trigger
* (See NOTE)
NOTE .Any action on autopilot disengage trigger does not prevent
AC
09-76
KEY
o Light on C©)) = Light flashing
Restricted
= Light out
2-164
"ALT", "R"and "G" red lights from flashing
2-164
AVIONS MARCEL DASSAULT /LJ>-rr\l MIRAGE F
BREGUET AVIATION^^T ^.^ - ..a».,.»..-
POWER SUPPLIES
(Figure 25)
The autopilot is fed through the following :

- AC system 1:11 5-200 V/400 Hz
- 26 V AC transformer 1 (24 F ) : 26 V/400 Hz
- load shedding DC system 2 : 28 V DC.
The autopilot is also fed with the 26 V/400 Hz reference voltage intended for pitch and roll
angular rate demodulators and supplied by rate gyro box 50C. It supplies the «Mach» and «Ps»
potentiometers of the air data computer with + 15 V DC.
1 - POWER SUPPLY THROUGH AC SYSTEM 1
The AC system 1 supplies the following :
- time counter
- after transformation :
- static pressure reference systems RPS1 and RPS2 and accelerometer (26 V/400 Hz)
- operational amplifiers (filtered + 15 V DC and - 15 V DC)
- logic (+ 5 V DC).
- air data computer potentiometers (+ 15 V DC).
2- POWER SUPPLIES THROUGH 26 V AC TRANSFORMER 1
The 26 V AC transformer 1 (phase A) supplies the roll, pitch, heading and radio course
demodulators.
3- POWER SUPPLIES THROUGH LOAD SHEDDING DC SYSTEM 2
The load shedding DC system 2 supplies the following with 28 V DC :
- relays
- lighting circuits of AP control and indicator unit.
4- MONITORING
Any failure of one of the following power supplies causes the autopilot to be definitely
disengaged by the monitor :
- 28 V DC
- or 26 V AC generated from AC system 1
- or 26 V AC generated from 26 V AC transformer 1 .
AC
BREGUET AVIATION
Not used
39C
BP BG BP BG 49C 50 C 48C AP
15 22 1413 18 12 1716 m 17 16 | | 11 23 24 21 20 19 20 12 21 19 22 23) 50
26V AC Roll and pitch rate gyro
demodulator reference
103C
49 +
n M DC G F N K J uvj
180C
Adapter Flaps out
Fig.10, 19 and 23 Power supply

cutoff logic
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co Q co J==h -4 15V DC
T_ X X 100C F2
*- L L XTTT ur zrr ZTLT J rffcT^p- Power supply

F3
-15V DC
unit
£______- t*~+5VDC 26V AC
5 F5 Phase A
a
24F ^6^(57^(58^ I 1
+ © T
RPS and RPS2
1 (T)
F4
+ accelerometer ^^
-_______-
~**~ A.P. (green and amber)

147C BG
Demodulator references
~*~ ALT (green and red)
10 t HDG (green)
Test -e- R (green, amber and red)
9 -f R, P, HDG and VOR
-*- G (green, amber and red) course demodulators
11
1=
24 -i
AB
BREGUET AVIATION
MIRAGE F
INTEGRATED TESTS
(Figure 26)
An integrated test system is used to test autopilot safety systems and mode engagement lines. Such
tests are controlled and displayed by means of test display unit 97C, which is common to flying aid
amplifier 48C. The integrated test sequence can only be carried out :
- on the ground with flaps retracted.
- provided that aircraft systems are supplied with electrical and hydraulic powers (excluding the
use of ground support equipment).
- upon completion of flying aid system test sequence.
There are 17 tests applicable to autopilot system (numbered from 40 to 56).
The end of tests is indicated by number 88 (digital indicator), which number allows the logic
indicators to be checked.
LIST OF INTEGRATED TESTS

No. Autopilot Safety systems tested Remarks
configuration
40 AP connected - Altitude total safety system «AP» button green
«ALT» function Flight command static pressure section on
engaged reference system (RPS1) operating «ALT» button green
in detection mode section on
41 AP connected - Monitor safety system «AP» button green

«ALT» function Opening of load- limiting resistor section on
engaged of a selector valve line. «ALT» button green
- Pitch rate gyro safety system section on
(q>0) operation in «flaps in»
and «M<1» configuration
42 AP connected - Altitude differential safety system «AP» button green
«ALT» function Monitoring static pressure reference section on
engaged system (RPS2) operating in detection «ALT» button green
mode. section on.
43 AP connected - Pitch rate gyro safety system «ALT» button green
«ALT» function «Flaps out» and «M<0.3» configu¬ section going out
engaged ration (1st direction) «ALT» button red
- «ALT» function disengagement. section flashing
(5 sec).
44 AP connected - Monitor safety system
Capabi I ity of detecti ng any
unwanted disconnection.
- Pitch rate gyro safety system
«Flaps out» and «M<0.3» configu¬
ration (2nd direction).
45 AP connected - Altitude differential safety system
(2nd direction)
Flight command static pressure
reference system (RPS1) operating
in slaving mode.
AC
BREGUET AVIATION
No. Autopilot Safety systems tested Remarks

configuration
46 AP connected - Altitude differential safety system
Monitoring static pressure reference
system (RPS2) operating in slaving
mode (1st direction).
47 AP connected - Altitude total safety system
«ALT» function Flight command static pressure
disengaged ref erence system (RPS1) operating
in slaving mode (2nd direction).
- Gyro centre failure safety system
48 AP connected - Altitude total safety system
«ALT» function Monitoring static pressure reference
disengaged system (RPS2) operating in slaving
mode (2nd direction).
- Lateral attitude safety system
(R>65°) (1st direction).
49 AP connected - Monitor safety system
«ALT» function Opening of 2nd load-limiting resistor
disengaged of selector valve line.
- Pitch rate gyro safety system (q)
t Flaps in» and «M<0.3» configura¬
tion (2nd direction).
50 AP connected - Roll rate gyro safety system (p) «AP» button green
«ALT» function Tripping of «p» safety system section out and amber
disengaged - Autopilot disengagement. section flashing. «AP»
red warning light on
51 AP disengaged - Monitor safety system. «AP» button green
Unwanted connection section out and amber
- Roll rate gyro safety system (p) section flashing «AP»
(2nd direction) red warning light on
62 AP disengaged - Monitor safety system. «AP» button green
Checking of monitor re-engagement section out and amber
- Lateral attitude safety system section flashing «AP»
(R>65°) (2nd direction) red warning light on
53 AP disengaged - Roll synchronization safety system «AP» button green
(1st direction) section out and amber
section flashing «AP»
54 AP disengaged - Roll synchronization safety system «AP» button green
(2nd direction) section out and amber
55 AP disengaged - Pitch synchronization safety system «AP» button green
(1st direction) section out and amber
56 AP disengaged - Pitch synchronization safety system «AP» button green
2nd direction) section out and amber
END OF AUTOPILOT TEST

Digital display changes from
number 56 to number 88.
AC
BREGUET AVIATION
MIRAGE F
39C[3I 32 33 | 31 32 33 34 35
63 ) K
0^> ^6lJ n UÀ\ 1
Test logic
Safety systems Safety systems
FIGURE 26 - INTEGRA TED TESTS

AC
BREGUET AVIATION
MIRAGE F
TROUBLE SHOOTING OF AUTOPILOT SYSTEM
1 - SCOPE
This operation is intended to direct trouble shooting of autopilot system.
A If failure is recorded in the following tables, observe the indicated procedure.

For each pilot indicated failure symptom, the mechanic shall reproduce the failure (through some
or all operations mentioned in brief check). As it is impossible, on ground, to reach flight conditions,
the failure symptom to be found on ground is not always the same as that indicated by the pilot.
B For any failure not reported, the failed equipment should be localized with the SDAP in
accordance with the procedure described in the NWS trouble shooting flow chart (see 10-1 ).
2 - TROUBLE SHOOTING
The trouble shooting procedure is given in the following tables.
NOTE : When a failure involves the use of SDAP the tables give the number of the program to be
performed (see 10-1 for preparation, procedure).
AA
BREGUET AVIATION
FAILURE REPRODUCED CHECK AFTER

SYMPTOM LOCATING
REPLACEMENT
Engagement and
connection possible.
When connected thie Location through SDAP SDAP
Autopilot cannot be engaged
Autopilot cannot be P 15 P 15
disengaged
YAW, PITCH, ROLL, ELEV, RUD,

In Autopilot engaged Perform A. P. system Location through SDAP
HDG, ADC warning lights are out and SDAP
configuration the Autopilot brief check the spherical indicator warning flag P 15 P 15
cannot be connected is not visible.
Autopilot disengages when in The Autopilot Failure warning panel (1W)

cannot be Oneof YAW, PITCH, ROLL, ELEV, See 13-1
connected configuration and lights and heading warning RUD warning lights is on
operation in basic mode engaged light on heading control
unit for condition
Check
The Autopilot Spherical indicator warning

See 12-3 trouble shooting
cannot be flag for operation HDG warning light is on of the gyro system
engaged Check to be performed
after installation of the
new equipment item
and
See 12-2 for trouble shooting brief check of Autopilot
ADC warning light is on
of air data system
Autopilot disengages when

in interception or in Perform A. P. system
Localizer or Glide slope brief check The spherical indicator warning See 12-3 for trouble shooting
beam hold configuration flag is visible. of the gyro system
Location through SDAP SDAP

Brief check correct
P 15 P 15
Engagement and
connection possible. Perform brief check of
When connected the ILS system
Autopilot cannot be (See 12-5)
disengaged. Check to be performed
See 12-5 for trouble shooting
Brief check incorrect after installation of the
of ILS system
new equipment item
AC
10-77 Restricted 2-202 2-202 2-202
BREGUET AVIATION
FAILURE REPRODUCED CHECK AFTER

SYMPTOM LOCATING
REPLACEMENT
No VOR or navigation Location through SDAP SDAP

Brief check correct
course interception P 15 P 15
Perform brief check of VOR
channel or navigation channel
as required (see 12-5 or 12-6)
Incorrect VOR or Refer to 12-5 for trouble Check to be performed after

navigation course Brief check in do
cor rrect shooting of VOR channel, installation of the new
tracking or 12-6 for trouble shooting equipment item.
of navigation channel
Important jerk when engaging

altitude hold : The control Brief check of Autopilot
stick jerks coakely at nose-up
Autopilot 39C is faulty system
or nose-down \
Jerk at nose-up or nose-down Perform brief check of

when engaging altitude hold Autopilot
No jerk when engaging Location through SDAP SDAP

altitude hold \
P 15 P 15
Brief check correct Location through SDAP SDAP

P 15 P 15
Perform brief check of ILS
No Localizer or Glide channel (Localizer or Glide
slope beam interception slope)
(see 12-5)
Check to be performed after *,\
Refer to 12-5 for trouble
Brief check incprrect installation of the new
shooting of ILS channel
equipment item.
Refer to 13-1 :
«Special operation to be
Refer to 13-1 :
integrated test sequence « Trouble shooting of Flight
performed after installation
interruption Control Electronics» of Flight Control Electronics
and Autopiict system
equipment items»
AC
2 -203 2 203 2-203
10-77 Restricted
BREGUET AVIATION>(<_.
jL^-^-U
^^ -
MIRAGE F
AUTOPILOT REMOVAL AND INSTALLATION
- Blanking plugs.
2- REMOVAL
Disconnect the static pressure line from autopilot connector (connector integral with autopilot).
-
Blank off static ports on aircraft side and autopilot side, as well as multiple rack connection
-
blocks.
Remove the autopilot fitted with its connector.
3- INSTALLATION
- Make sure that the autopilot is fitted with its connector.

- Install the autopilot.
- Connect the aircraft static pressure line to the autopilot.
4- FINAL STEPS
Perform S1 and S2 static pressure system leak tests.

Perform autopilot functional check.
AA
BREGUET AVIATION,.
LJ^'b^X.
,
MIRAGE F
BRIEF CHECK OF AUTOPILOT SYSTEM
1 - SCOPE
This operation is intended for :

-checking the installation for good operation after reinstallation of an autopilot system equipment
item
- directing the trouble shooting.
Ground servicing equipment
- Electrical power supply 1 1 5/200 V - 400 Hz.

- Ventilation unit CPV 13
- Connect the ventilation unit to the aircraft.
- Energize the aircraft systems.
- Supply aircraft systems 1 and 2 with hydraulic supply.
Check hydraulic controls for operation.
Check that «STICK UNCOUPLE» switch is in rest position (guard down).
- Set «PITCH » stabilator switch to upper position.
- Set rudder and anti-skid switch to «ANTI-SLIP».
- Start the gyro system (gyro-magnetic heading).
- Check that the spherical indicator warning flag is not visible.
- Start the navigation indicator
Check that the «IND» warning flag is not visible.
- Check air data computer for operation. On failure warning panel, the ADC light is out.
- Take-off configuration : flaps in, control stick trimmed to neutral position.
4- PROCEDURE
A- Integrated test
- Wait for 1 5 seconds to elapse after actuating the «Flaps in» control.
- Perform integrated test of flight control electronics and autopilot system (see 13-0).
B Connection
Switch off the AP warning lights by means of the quick disengage lever.
- Trim the control stick to neutral position (pitch and roll).
- Without applying any force to the stick, depress the disconnect trigger.
Check the following :
- no button is illuminated on the AP control and indicator unit.
- the stick is not locked.
AE
JSrïONiJjMARCEL DASSAULTjL_>-_tr3i. V , . *yV'KM\_7C '
BREGUET AVIATION.<^F?<^0> -<..-- ^ ["^ ........ , "
'^-^
1
^<___»_w^b> JlMtrfat-wf- --<-->< MANUAL 13
Î rr-;oTey?-;i'.-?"tiv^c-r ;u" riguoi^r

. :;--,.;nj. . : ..'.I {£} -
- With the disengage trigger depressed, give a pulse on the «AP» button of the AP warning and
control panel. îroc, 19woi 'r '* !&*'>** " -"-IO-j* >.;-- - ' ans 1sc - '< .
- Check the following : : usfJDgncJb . --:-,; isrit ^riO -

- the «AP» button of the AP warning and coritrtfl Cartel is ^' » >'!'*' I #UT0PILOT
amber illuminated ' j;;., .., - :?î icfcrENGAlGED
- the control stick is not locked o:.c ~o ?3:rvco .<«.. ., jnin^rw n, ; -vi; J CONFIGURATION
- Without applying any force to the contfpl stêl^feleaseithefit^senojê/ttitH 3
- Check the following : ,., ,. v.qq,; 3,fc'r' ^.: ,.-.;;;-.- ,_. OL ï-
- no jerk when connection takes place .
- the control stik is locked y; "" li^fiffi&U'^î» >£'

- the «AP» button of the AP warning and control' panel is i-CONWcCTED
green illuminated. _ .t,. ,-,
-r /gfieck the pitch and rolt synchronizatiblênwlope 6y cbrm
,w- -
> c .j7!o^°^l°fJRATI0N .
from neutral position. ,.-,-r-- ,, \ '"-> ' "'""*

S:I ^
.
There should be no jerk when connection takes place\oq ": iJi c

or .-osnj -
NOTE Do not hold force on the control stick after AP connection, otherwise' She AP could be
:
disengaged. yis rnso ^ ' - "r ; "": :> ;;- ;-~ .--OF;-. -i*
.rscl":. .:'.: "'-inour.-' -.tiv.? .- v-Ti-- u ' :-jÔ
«-rr « .. .. ., . d!-:- .--.v.-srîc .-'rip.!! cV3.»3> -_-JOi--v .HOTl«K t--.-ij > .,_
C - Connection disabled u-v> - ,-
.ct>nc>:-': T"'ir-30Ci '»s;v.c-.i >. .vr^r~ t _> ».c :M.;ti- : ->.- --
- Set and hold the AP in engaged configuration. , , .
-Set the «STICK UNCOUPLE* swlteh^'fts'fôwer'position. ^ '-. "-,

- Check the following :
- the «AP» button of the AP control panel remains arWber Illuminated. * r'
- the «AP» button of the AP warning panel is out. -Js up nc?
- Release the disengage trigger. cîb~- tk ../' !a ..''';.-. u :
- Check the following : /! -..-;; a is?: tw*

- the «AP» button of the AP warning and control panel remains, arnberJllumii]La§e8L
- the control stick is not locked. _.-->(. Ton -»i '>. ': -moo s^r ;
- Set the «STICK UNCOUPLE» switch back to its ypper position. "wit"h,guar4 down. ^-
Disabling and safeties ijvj! "--" . -.- -'-. - - '- yC ;n?msji:^'v.j?!:.-
NOTE : After any disabling through ' safetiese^fJroTce ap^fed ; to the control stick, «STJCK
UNCOUPLE» switch, damper cut-off), AP engagement is disabled before 10 seconds Have
elapsed, approx. ' -:*Z^- 5.^. ^-: : ^
(1) Disabling through applying force to the control stick. > . jr.r - c.
-With the control stick trimmed to neutral position, set and e hold theÂP- in connected
configuration. ,,.., .0)^;n:.i; ... .;-.,«.,.;.- c ... V-
, ..,..'- >D3r;_ .
With the disengage trigger released, apply to the control stick a nose-up or nose-down force so as
to disengage the AP.
- Check the following : .,..-..-.
'*' oici ' :- -3
- the «AP» button on the warning panel comes on then comes out after 10 seconds
- -,.. , -..--the «AP» button on the warning and control, panel iscamjê/ illuminated anj}> flashes, thijs
signélTiïig"tnat the AP is disengaged. ..,,.,'."., '.'..T, '
_, - - ' '
- the control stick is not locked. L' ' "J 'J
- With the control stick trimmed to neutral position, set the AP in connected configuration.
, -S^çcessivel y perform disengagement by, applying force : D. loijnf-
'"' J' '-îo nose-up ' "' J "'' " 'J~ ... ,: ,(^,-,. ,- =,-. -,.-..-,
-to R/H roll *"'"" '""" ""
- to L/H roll.
AB r_-
Reacted ^.-502
AVIONS MARCEL DASSAULTX;^-_i;r3JL - IYU!\M\_*|*S T
>'[BREGUET AVIATION .^F^-Ô 'tii-uteft
_-_-»^<^ Tcest'rïàecl ^ MANUAL 13
(2) Disengagement through cutting supply to hydraulic system 1
brr. -:_t,_v\. '-]/- L-i :.Â? e.-i? f.o <*!i:q ? sv-'-- edt rixivA' -
- Set the «STICK UNCOUPLE» switch in its lower position. 'snsq L -jnoo
- Check that the AP is disengaged : ariD ,
TOJ-,*rJlT«jAPf button of AP conteoj «nd indicator unit is amber and flashes nt

i -5lsCcô8tôl stick is not locked , ir : i«?iî;
i/iC i i A. wCtKe «APjfjight of warning panel comes on and remains illuminated.

. ;> e^
- Switch off all figta* tfy3de0r_B_fojEr^ ^

- Set the «STICK UNCOUPLE» switch back to its upper position, with guard down. ' MDC -
(3) p^g^n^tjthrough damper cut-oft ^^^ ^ gf>k)v d ^; ^ ;
Vc+ y,Wi?l1V êc°ntrPJ. , stick trimmed, to^ n^,traja position, set.,apd.^hold the AP in connected
,
configiïraTÎôn^ "" ""' -: i--.',-^ - -- - ijOTfft,|

- Set the «PITCH» switch to its lower ppsjt[pg.e9>j6* f rl
- the «AP» button of the AP control and indicator unit is amber and flashes. _
J b'uc: -therCorftrol stick is not locked q a \$: ~- >:^.-\ ciinoo srb no -.,.. 3^0 'A
- «AP», «PITCH», «ROLL», «ELEV» lights of the warning panel are illuminated.
- Set the «PITCH» switch to its upper position.
- Check that «PITCH», «ROLL», «ELEV» lights of the warning panel go out ; the «AP» light goes
out immediately if the «PITCH» switch has remained in the lower position for more than 10 seconds.
(4) Disengagement by depressing the «A^»ûjttoôf%^G^ftfip|^nd. indicator unit. .? .
-With the control stick 1LtnmnjejfetO,cj»ut.ral position, set and hold the AP in connected
configuration. ;cv ii Isêaçn^-vv G>
Give a pulse to the «AP» button of the AP control and indicator unit.
"iftNAP» button is amber and flashes
- the control stick is not locked
-the «AP»%Itoi warning panel isBbt. ^^ n .
(5) Disengagement by depressing the disengage lever
-v, .-With,, the control stick trimmed. to, nej^traj^p^sjjion, set and hold the AP in connected
corvf igurajiojtj. r j, ...'. -;~ ...,_: ~
- Depress the disengage lever once.
- the « AP» button of the AP control and indicator unit is amber and flashes
the control stick is not locked
- ^ ;; j^ ; "-îe ;f-
the «AP» light of the warning panel is out.
- A
oyj_-^ Depress the disengage lever-' j- '-^ ' ,?",..,.,

- Check that all buttons of the AP control and indicator unit are out. j; ^ -
E - Pitch bip trim (PBT) o^cT^
NOTE : A riose-up or nose-dôwn PBT is^ short action on the pitch trim control switch (nose-up or
nose-down) without depressing the disconnect triggeçJAP connected). ; '[ ^ o h -
-With the control stick trimmed to neutral pbsftiorf, and flaps in, set and hold the fût&pilot in
connected configuration. r <^ .
,. i-Tj oi -
.
AB 8A
P3"*7 Rèirrîtfèd 2?-5§3
--AVIONS--MARCEL DASSAULT
H\jtâ
L^^y^ " t-
n-v. MIRAGF
«T » '^'^ >-71-
F r
-RÉGUET AVIATION^^P^s^Qs, _, , . -' ^ UaMIiA, ,-, -i ^
iin^^y _^^^> 3ffM^^d -C>^C^. MANUAL 13
Check the direction of the nose-up PTB :
- ;, Diîerri0-_;- .^1,\ _ h
- nose-up PTB : the control stick should move to nose-up
- four seconds after the last PTB has .been, prdered*jChe^ ^5|ov!Ç^yement °f W¤(îck in the
same direction as for the direct control1' *" ''"^*."^'^'\~l~ '.' '.'...', .'.^{C'.'i . - ripw
- disengagement of the autopilot with thé^jçl^jrx.ç^fimë position is possible. r.

- reengage the autopilot .,
,t _., ^:n. vy 5 Pî ; ^ '''''
'n'" ''- - Tfirri thé control stick to neutral posltjon. '"" "'n h| J .''"T.,-rY, v;-^ f >,Y.; *cncc;S ibnc-as* S
, , - Set and hold the autopilot in .cor^noçi^çb'rifiwY^jp^^. « \,U' " . .-s '.',. TW'.A - ,
30 c -Ctiecfc the direction of the nose%oWn*PTB as above."'""""' " - ; ,.^ î-c.iS'vicn ,
.f^"c^^°^Pr^°nM^MfT#:.
, i - i . " : "*
,0 .Sûi3BU.ç-:l'-.-.,-..-v'
.____"--.
-.n-oo - ; -^ . J **
-.~
%
^
" -With' «Flaps in» and autopilot in engaged configuration, trim the control stick to full nose-up.-
- Set the autopilot in connected configuration.
- Set the flap control to «Half out». 5fj: <0h; _ |
Check that the control stick moves to full nose-down until the autopilot disengages.
- Depress the disengage trigger so that all lights go out. rp
- Set the flap control to «Flaps in».
f_ £ -Altitude hold .. . & _ _._..,, 7,:.CiV -_v,. nort: n.<rs eo:, H :T . JV J A . ITCvi
With «Flaps in», set ana hold the autopilot In engaged configuration.
-
Trim the control stick to full nose-up.
h, _; Wait for 15 seconds to elapse after Japs are «in». .., ;..,,.. i,,;-^ .-<*..,, _
3^- -Set the autopilot in connected configuration. ^ ".-... ;j?n -^

- Depress the «ALT» button of tê AP warning and controj.pan.el. - ,- --J-.---ÎO <
s- Check the following : - " "a " ' -_* ^yv ' ... ? -
- no noticeable jerk when engagement takes place (a slight jerk is, permissible,).5 er\* 7t,;_
- the «ALT» button comes on with green Illumination.,, ..-.-. -ç; û: _..t j g - -nc?9 .
- Set the flap control to «Half out». c oa! erjj 0'i Vsvom >: -in <c: sHT - :
- Check that the control stick moves Jo rase-down and stops fora whi|etin a new position. While in
"this position, the control stick can show^ slight drift to/KDse:up orj]pserflpvvn.|) .!0-,fnco êiib ant
- Actuate the PTB. ''Z'JJ~ '.-.Y,.-. .'.',.- ' ,^n, ":.: ' >::!-- o .-.
... . ,
- Check on the AP warning ahdcontrol pânei triat< -jX' î; _>ev:* t>. :. ,.,-,v"«?,\. :
- the red «ALT» button fjashfis.tfor 5 second and goes qutf;uV ysbni <
- the green «ALT» button is diit. .''..,: ,T. ' -' t.,
^-j jj^_jl '"'/ onj jj/à; v.J': j;. .>ijE ' ' ' ' ' -.j'
"NOTE : The red «ALT» button stops fjasj^ng^dgoes out when- it is depressed jrêfors §isecondSyare
,,0:1je, elapsed). ,; ., r,^^^*'" .^ ".-..-: .c'v-: Vv- - ... ".» '.*, ' t:-:vomsri;.
- Set the flap control to «in».

- Check that the control stick moves to nose-up. This movement is not immediate.
- The control stick should move up to full nose-up.
- In this position check that the autopilot disengages :
- the «AP» failure warning light comes on for 10 seconds on the warning panel.
- the «AP» button of the AP warning and control panel is amber illuminated an flashes.
the control stick is not locked.
3^BSM76 Resfnkfed ^2-504

iJ-T«_»__-fcn&J& V MIRAGJ"F
; «kmiw*^^ *«rtj»sftd MANUAL 13
H Pitch automatic trim ,, ' , , '."""""

qu-ôn oi evc'n btaonz *o\jz icv ...<-os;C.
^rrMheautopiibferiga^ rîôse-u^. O'îosnib

-Wait for 15 seconds to elapse after flaps are «in».,,
o-^.i .__:_. !_" ilS__3SAÎ_;_!iiUi_*i2.i."iî riJK-..:..
J
.,...U6 -:...
"I -,
na>;w
:Hseij
Set the autopilot in connèct^tfcôAfigÙriftôni:
.
~T 0'~v;;-fii^cî5"
-While watching the «TRIM» light of the warning control panel, perform 5 ofja P^B^ 1 every
2 seconds approx. ; the «TRIM» light should not come pTi.^^ ^ ' '.^p
- After the last PTB and before 2 secon^HÎve'ejape^ «^rengage the autopilot : tKerjfôuld be
no residual force on the control stick. -r.-uc u. u nv;oo s^,,
- With the autopilot engaged, trim the control stick tojulljipse-down. .,,,., ^rj^)?
-Set the autopilot in connected configuration by exerrjhg an Important force to hose-up on the
control stick ; 2.5 seconds after the connection, the «TRIM» light of the warning panel should come
0n_ -bzonn.- ,-.- . -:.: o. - on ue^- : . - -; .t-> .- -' <;
0-'ïE-!iirJÎ:îf-- . '-."D--^ "' ri ':. ' :. -, -'ir !5d
.'nuz ::?H>< - - - 'C j .-.-_"
I Roll channel check
n îIl-I o: i-.y/orn V :? Ir-inoo - v ' ;:1î ,ic*rO
.: --:;?G.
(1) RTB check
^7 îs3
NOTE : A L/H or R/H side RTB is a short action (shorter than 0.4 sec.) on the roll trim switch (to the
left or to the right) without depressing, the disengage trigger (AP connected).
!- |-" j »... Jfc i^' -

*\v
-- |T*» £J'j"^ *. ^
.op
+" ^
J*i -t ':' "^
With the control stick trimmed to neutral position,, set and hold the autopilot in engaged,
-
disconnected configuration. -:lC -jRll-y ['"' :. -
- Check on the polar indicator "that the heading error moving pointer aligns with the fixed index.
- Wait for 1 5 seconds to elapse after flaps are «in».
- Set the a^ttJpifoffft connected conflgurâtiorï. ^
- Perform 5 L/H side RTB. Check the following^- lT ' n; V;
- the control stick moves, to the left.
-à?shbrt time after cOVTtrbl stidk stop, the Jatter^hrov^^yé.rV' "slowly in the same direction as
for the direct control. (It caHRa^riecesseiry to put dhe hàîro* on the stick to notice the movement).
the polar indicator moving index has moved in the decreasing heading direction. The
deviation between moving and fixed index is 10° approx^ _\ ~ ^
Align the moving index witH the fixed index1 by actdâîiï^trfe roll trim knob to the right.
- Perform 5 R/H side RTB. Check the following : "J ' "°
- the control stick moves to the right
-a short time after control stick stop, the latter moves very slowly to the right. (Itj^pbe
riecessary te p_ô^n_fîi_ on the stick to notice thé%ëvèmihti?0 r illrlîi
the moving index of the polar indicator has moved in the increasing heading direction.
The deviation between the moving index and the fixed index is 10° approx.
..,;. .;,-*<"-' Tprnovom alii'i ..:;: '--^.f-;2?;;'&. or- j:-H0

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-^~"^3 Restricted MANUAL 13
(2) Modification of roll channel gain in «Flaps out» configuration.

-With «Flaps in» and autopilot disconnected, trim the control stick to roll neutral position and
pitch nose-up direction.
-15 seconds should elapse after flaps are «in» before setting autopilot in connected configuration.
Set the autopilot in connected configuration.
- Depress the «ALT» button. The latter should illuminate in green.
- Perform two L/H side RTB.
Check that the control stick moves to the left, Record its position.
- Set «Half flaps out» before the stick comes to its extreme position.
Check that the control stick moves to the left and to nose-down.
Autopilot disengagement is possible when the control stick is in extreme position.
In that case washout all failure warning lights by depressing the quick disengage lever.
Set «Flaps in» and disconnect the autopilot.
Trim the control stick to roll neutral position and to pitch nose-up direction.
- Allow 1 5 seconds to elapse after flaps are «in».
- Set the autopilot in connected configuration.
Depress the «ALT» button. The latter should illuminate in green.
- Repeat the above operations with two R/H side RTB.
Same findings : the control stick moves to the right.
- Set «Flaps in».
(3) Displayed heading function check

With «Flaps in» and autopilot disconnected, trim the control stick to neutral position.
-
Allow 15 seconds to elapse after flaps are «in».
-
- Check on polar indicator that the heading deviation moving index aligns with the fixed index.
- Check the aircraft chronometer for operation.
- Simultaneously :
- depress steadily the side roll trim button to the right
- start the chronometer.
Check the following :
- the moving index moves towards increasing headings
- the control stick moves to the right, moves back to neutral when the polar indicator moving
index is 180° from the fixed index, then moves to the left.
- When the moving index comes in front of the fixed index :
- stop the chronometer.
- Stop actuating the trim button.
- Check that the time for the moving index to rotate one turn is 1 5 seconds approx.
Align the polar indicator moving index with the fixed index.
- Repeat this check by actuating the roll trim button to the left.
- Disconnect the autopilot.
(4) Checking heading moving index synchronization in the AP disconnected mode

- Check the A/C chronometer for proper operation.
Bring the AP into the engaged connected mode.
Set the polar indicator moving index to 180° from the fixed index with the roll trim knob.
- At once simultaneously :
- disconnect the AP and
- start the chronometer
Stop operating the trim knob.
- Check that the moving index comes back to the fixed one within about 5 seconds.
5- FINAL STEPS
- Reset the systems used to off.
- Switch off the hydraulic and electric power supplies.
- Disconnect the ventilation unit.
AC
1F-F1K50AD-2-14
MAINTENANCE MANUAL
MANUAL 14
NWS-OPERATIONAL SYSTEMS
MIRAGE F1AD
AIRCRAFT
RE-ISSUE 1990
RESTRICTED
MAY 1990
MIRAGE F
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"""-^N.
*s*=»o Restricted MAINTENANCE MANUAL 14
INDEX DES PAGES

L'astérisque i ndique les pages révisées ou nouvelles et la
ORIGINAL ISSUE
A AD 05/90 2-103 AG 08/77 3-002 AD 09/77

B AD 05/90 2-104 AJ 08/77 3-003 AF 09/77
C/D AD 05/90 2-105 AD 06/75 3-004 AE 09/77
E/F AD 05/90 2-106 AB 08/77 3-005 AE 04/81
2-107 AG 02/78 3-006 AK 09/77
I/II AF 06/77 2-108 AB 06/75 3-007 AE 09/77
III AC 07/75 2-109 AB 06/75 3-101 AK 09/77
IV AC 11/75 2-110 AH 02/78 3-103 AF 09/77
V/VI AD 01/77 2-111 AH 08/77 3-104 AD 09/77
VII/VIII AJ 10/78 2-112 AF 08/77 3-105 AE 09/77
IX AC 06/74 2-113 AB 06/75 3-106 AD 02/76
X AC 06/74 2-114 AB 08/77 3-107 AB 09/77
XI AC 06/74 2-115 AB 06/75 3-108 AB 09/77
XII AC 06/74 2-116 AB 06/75 3-109 AB 02/76
XIII/XIV AC 06/74 2-117 AB 01/78 3-110 AE 11/77
XV AC 06/74 2-118 AG 01/78 3-110M AA 09/77
XVI AC 06/74 2-119 AE 01/78 3-111 AF 09/77
XVII AC 06/74 2-120 AG 08/77 3-112 AL 09/77
XVIII AC 06/74 2-121 AB 08/77 3-113 AD 11/77
XIX AC 06/74 2-122 AB 06/75 3-114 AB 11/77
XX AC 02/80 2-123 AB 06/75 3-115 AC 02/76
2-124 AB 06/75 3-116 AF 11/77
0- 1 AB 06/75 2-125 AB 06/75 3-117 AB 02/76
0-101 AG 09/77 2-126 AB 06/75 1
3-118 AC 02/76
0-102 AK 09/77 2-127 AB 06/75 3-119 AD 09/77
0-109 AD 01/78 2-128 AB 06/75 3-121 AD 11/77
0-201 AB 06/76 2-129 AC 01/78 3-122 AC 09/77
2-130 AB 06/75 3-123 AB 02/76
1- 1 AC 09/77 2-131 AB 06/75 3-124 AB 06/76
1-001 AF 09/77 2-132 AB 06/75 3-125 AB 02/76
1-101 AF 09/77 2-133 AD 05/82 3-126 AB 06/76
1-102 AJ 09/77 2-134 AB 05/82 3-127 AB 11/77
1-103 AE 09/77 2-135 AB 06/75 3-128 AB 11/77
1-104 AJ 09/77 2-136 AB 02/78 3-129 AE 02/76
1-105 AH 09/77 2-137 AE 08/77 3-130 AC 02/76
1-106 AH 09/77 2-138 AF 08/77 3-131 AE 02/76
1-108 AJ 09/77 2-139 AG 08/77 3-132 AE 11/77
1-109 AF 09/77 2-201 AA 10/76 3-133 AE 02/76
1-110 AK 09/77 2-202 AG 08/77 3-134 AE 02/76
1-110M AB 09/77 2-301 AB 11/75 3-135 AE 02/76
2-302 AB 06/75 3-136 AD 02/76
2- 1 AB 06/75 2-303 AA 11/75 3-137 AE 02/76
2- 2 AB 06/75 2-304 AA 08/77 3-138 AF 09/77
2-001 AG 08/77 2-501 AB 05/82 3-138M AB 09/77
2-002 AJ 08/77 2-801 AA 06/75 3-139 AD 11/76
2-003 AB 06/75 3-140 AD 09/77
2-101 AE 08/77 3- 1 AB 11/77 3-141 AB 02/76
2-102 AG 08/77 3- 2 AB 11/76 3-142 AB 02/76
2-102M AA 08/77 3-001 AD 09/77 3-143 AD 09/77
F1AD
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teJa*0 Restricted MAINTENANCE MANUAL 14
INDEX DES PAGES

L'astérisque i ndique les pages révisées ou nouvelles et la
Trie asterisk i ndicates pages changed or added and
ORIGINAL ISSUE
3-144 AB 02/76 3-183 AG 11/76 3-516 AA 06/75

3-144H AA 09/77 3-183M AB 09/77 3-517 AA 11/76
3-144R AB 09/77 3-184 AF 09/77 3-518 AA 11/76
3-145 AB 02/76 3-184M AB 09/77 3-519 AB 09/77
3-146 AE 01/78 3-185 AD 09/77 .3-520 AA 11/77
3-147 AB 01/78 3-185M AB 09/77 3-521 AA 11/77
3-148 AB 02/76 3-186 AA 09/77 3-801 AB 11/76
3-149 AB 02/76 3-187 AA 11/76 3-802 AB 11/76
3-150 AG 02/76 3-188 AA 11/76 3-803 AB 11/76
3-151 AD 09/77 3-191 AJ 09/77 3-804 AB 11/76
3-152 AE 09/77 3-192 AJ 11/80 3-805 AA 11/76
3-153 AL 09/77 3-193 AF 09/77 3-805M AA 02/76
3-154 AC 01/78 3-194 AB 11/77 3-806 AC 02/78
3-155 AJ 09/77 3-201 AA 10/76 3-807 AB 01/76
3-156 AD 02/76 3-202 AD 10/77 3-808 AC 10/76
3-157 AK 03/78 3-203 AC 11/77 3-809 AB 01/76
3-158 AD 02/76 3-204 AC 11/77
3-159 AF 09/77 3-205 AC 11/77 5- 1 AE 06/78
3-159M AB 11/77 3-301 AC 01/78 5-001 AD 09/75
3-160 AD 09/77 3-302 AC 02/78 5-002 AS 03/82
3-161 AF 09/77 3-302H AC 06/79 5-101 AU 03/82
3-162 AB 11/77 3-302R AC 06/79 5-102 AB 06/76
3-163 AD 11/77 3-303 AB 09/78 5-103 AB 06/76
3-163M AB 09/77 3-304 AA 06/76 5-104 AB 04/80
3-164 AE 09/77 3-502 AK 09/78 5-105 AF 06/77
3-165 AE 09/77 3-503 AB 11/76 5-106 AA 05/74
3-165M AA 11/76 3-504 AJ 09/78 5-107 AF 06/77
3-166 AC 09/77 3-505 AD 09/78 5-108 AC 06/76
3-167 AF 09/77 3-506 AE 09/77 5-109 AA 06/76
3-167M AA 11/76 3-507 AB 02/78 5-110 AC 06/76
3-168 AE 11/76 3-508 AE 02/78 5-111 AA 12/76
3-169 AF 09/77 3-508B AB 01/76 5-112 AC 06/76
3-169M AA 11/76 3-508D AB 01/78 5-112M AB 06/76
3-170 AE 09/77 3-508F AB 01/78 5-113 AG 04/78
3-171 AE 09/77 3-508H AB 01/76 5-114 AB 06/76
3-172 AB 09/77 3-508K AB 01/76 5-115 AB 06/76
3-173 AF 09/77 3-508M AB 01/76 5-116 AB 06/76
3-174 AC 09/77 3-508P AB 01/76 5-117 AF 06/77
3-174M AA 11/76 3-508R AB 01/76 5-118 AB 06/76
3-175 AF 09/77 3-508T AB 01/76 5-119 AF 04/80
3-175M AA 11/76 3-508V AB 01/76 5-120 AD 06/76
3-176 AB 11/76 3-509 AB 02/79 5-201 AA 05/74
3-177 AD 11/76 3-511F AB 02/79 5-202 AB 04/76
3-178 AD 09/77 3-511M AB 06/79 5-203 AB 06/78
3-179 AB 11/76 3-511T AB 06/76 5-303 AB 01/79
3-180 AB 11/76 3-513 AD 11/75 5-501 AB 10/79
3-180M AD 09/77 3-514 AB 09/77 5-502 AB 10/79
3-181 AD 11/76 3-515 AA 09/78 5-503 AA 10/79
3-182 AD 11/76 3-515M AB 09/77 5-504 AB 06/78
F1AD
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MIRAGE F
BREGUET AVIATION
INDEX DES PAGES

ORIGINAL ISSUE
PAGE DATE PAGE DATE PAGE DATE
6- 1 AB 06/77
6-001 AA 08/77
6-002 AH 09/77
6-101 AN 03/82
6-102 AC 06/77
6-103 AC 08/77
6-104 AF 09/77
6-105 AF 06/77
6-106 AH 09/77
6-107 AC 09/75
6-108 AH 02/78
6-109 AB 06/77
6-110 AC 11/83
6-201 AA 09/77
6-202 AA 09/77
6-301 AC 10/74
6-302 AA 06/77
6-304 AB 06/77
6-305 AC 06/77
6-501 AC 12/77
7- 1 AA 02/78
8- 1 AA 06/78
F1AD
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MIRAGE F

LIST OF A IRCRA FT MODI F ICA TIONS WHICH HA VE RESUL TED
IN MANUAL UPDA TING
The present manual includes the modifications applicable to the aircraft basic
technical definition
Original issue of December 1977 including following modifications
FX84 (FF1 14)
Change 1 of July 1979 including following modifications :

4551FF68) - FX80 (FF92)
Change 2 of January 1981
F1AD
BREGUET AVIATION ^2
MIRAGE F
NWS OPERATIONAL SYSTEMS
TABLE OF CONTENTS
SECTION Page
PREAMBLE iii
1 ARMAMENT PANEL 1-1
2 RADAR 2-1
3 SIGHTING SYSTEM 3-1
5 IFF 5-1
6 RADAR DETECTOR 6-1
7 ELECTRONIC COUNTER-MEASURES 7-1
8 RECONNAISSANCE SYSTEM .... Q

o-i
,
AF
06-77 Restricted i/ii
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MIRAGE F
Restricted
INTRODUCTION
- Servicing
- Trouble shooting
- Removal-disassembly
-
-
instructions, etc.
Thus :
It summarizes :
-
It defines :
AC
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>k MIRAGE F
^j^^^^^y Restricted
It gives :
parking-mooring,
- ground handling,
- tyres,
-pre-f light and post-flight inspections,
-preparation for mission,
-engine starting,
- run-up.
-
AC
11-75 Restricted iv
AVIONS MARCEL DASSAULT ,'
BREGUET AVIATION^, -'_,"
\ MIRAGE F
-C'N Restricted
GENERAL, INDEX OF MAINTENANCE MANUALS

1
MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Take-off Pilot
Servicing Structui e Hydraulic Electrical
General Flight and landing Power-plant environment
CHAP instructions
and system system
controls installations
airframi I system
Genpra) General General General General General General General General

0 information information informati on information information information information information information
and- safety and safety and safei y and safety and safety and safety and safety and safety and safety
Maintenance
1 periodic Wings Main L/G power power
Moor ing controls drive furnishings
opérât ions
Lubrication Fusel 39 i
points Lighting
Tightening forware Air
Ground Pitch Mam L/G Fuel system internal
2 torques
' handling
sectior
controls doors and conditioning
i nspection (up to
doors external
frame 2'. )
Tools Fuselag >

Air intake Anti-g
and Failure
Replenishing rear secti in Rudder and and
systems
Equipment frame 2Î 1 system systems
Engine
4 products Tires Tail uni t ejection
and material* system
Draining
Pre-flight
Removal >le Engine
Storage structur
5 post-flight
3l
controls tires check and
compone nts control
inspections

Transporta¬
6 for controls
tion
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Runup'
8 and steering
Check flights
controls
AD
01-7 7 Re stricted v/vi
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MIRAGE F
y' Restricted
MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
NWS radio NWS
SUB NWS NWS
general communi
electronics armament recording
and AP
systems
General General General General General GpnPMl General General

0 information m loi mat ion information information information information information information
Use of Index of
testing and Flight electrical
V/UHF Pitot Armament Gun
equipmeni components
Rocket
26 V 400 Hz UHF Air data Wiring Fatique
2 Autopilot Radai launching
system

3 Gyro systnm
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Radar
Electronic
7 counter-
altimeter
measures
Reconnais¬
Radio
8 sance
compass
system
Towing
system
9
practice
targets
AJ
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Restricted
1 - MAINTENANCE MANUAL COMPOSITION

A- A title page identifying the publication.



No
0 - General
6 - Cleaning-Corrosion preventive treatment
Painting
7 -Storage-Preservation-Transportation
8 - Repair
NOTE:
AC
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Restricted

aircraft system.
from 0 to X.
an aircraft system.
from 0 to X.

:
components.
AC
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BREGUET AVIATION^C _
Restricted
the operation.

B Fuselage doors
AC
06-74 Restricted xi
AVIONS MARCEL DASSAULT £-V^^[ |V\IKA\_7C I
BREGUET AVIATION.^ -^^C^>
__i>-^-<^X, Restricted
C Wing doors

the trailing edge.
V138.

- wiring diagrams.
indicator lights.
which is encircled and hooked to the tested circuit. If 'there are several test connectors, the reference
C - Wiring diagram. The wiring diagrams form the subject of Manual 16 to which reference should be
made.
charts :
AC
BREGUET AVIATION
MIRAGE F
Restricted
ELECTRICAL GRAPHIC SYMBOLS ; GENERAL SYMBOLS Fuse * Single-pole

42R
contactor
L
Fuse-breaker
1-wire lead
Coaxial connector
Terminal lug Box A Double-pole

1 Sub-assembly . terminals _ control switch
A Three-pole
i ! 2- wire lead circuit-breaker
i i
2 Connector
3
Double-pole
contactor
112 3 1
Single pole
Test connector 3-wire lead control switch
I **<-
on equipment
Spring-loaded,
both directions
42Z Single- po le o-6-o

pushbutton
Independent n, n-wire lead Double-pole
connector control switch
d» Bus bars Single pole I Spring-loaded,

Crossing without
connection Double-pole
pushbutton
T- control switch / one direction
-(X^ Li9nt or lamP
Crossing with
Magnetically-held
connection
pushbutton
Relay
Coaxial connector
-9- Press-to-test
light
Single-pole
double-throw
Antenna switch
Double-pole
Diode
"U--
DC ground double-throw
switch
Time delay
relay
e
Pushbutton
light
^-M- Zener diode
Double-pole
triple-throw
Flashing
t_zz_> Resistor ^7 AC ground switch
eM o-[ç}-
relay
AC
06-74 Restricted xiii/xiv xiii/xiv
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MIRAGE F
Restricted
ELECTRICAL GRAPHIC SYMBOLS:

a! Chassis ground
CX 12 TX
NPN
oj Computing power ground ou
Synchro- TR
CT transistor
receiver $
P4
CTR
Terminal 6 of
test connector P4
Differential tor PNP
synchro transistor
o CDX
o transmitter
o n-position
o
selector switch
o
o J RV4 Thyristor
o TR
Resolver
RS
Triac
Relay LV
-_- -@~- yi_- Linvar
Magnetron
-4 Cam-actuator
contact
Thermostat
-c
to- Capacitor
Potentiometer mi] Thyratron
Fuse
-C zf Thermistor
Initiator
Comparator
***-/ M J
Motor
Inductor
Amplifier
#/ é Q \- Generator Transformer
Failure Electronic
detector unit
IvlG) Motor-generator -& Single TR
generator
AC
06-74 Restricted xv
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Restricted

-0 or Cam
o
\\
Mechanical clutch
- _ Mechanical differential
E3 Self-sealing coupling Manually-operated cock
Level switch
® Non-return valve
(thermistor)
Pressure reducing valve

Electrically-operated cock.
Restrictor valve Solenoid valve
relief valve
Float switch
EP = Electro-pump
0 Fuel stop valve

P = Pump
Stop air valve
Restrictor Transfer valve

(D
m Filler plug Pressure transmitter

system
System No.2
hydraulic systems
- [ systems
ZM _____ )
m m m m Emergency system I
AC
BREGUET AVIATION ^-S^3
MIRAGE F
Restricted
SYMBOL DESCRIPTION

dimension
&
AND
i
the input states are l's.
>\ OR
i
1
NOT
>-
&
NAND (NOT-AND)
0-
>\ NOR (OR-NOT)

D-
one or more input states are Ts .
LOGIC EQUATIONS
Example : S = (A + B + C) (D + E)
or S = B and D or E
AC
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7- CROSS-REFERENCES

from Section to Section > Manual/Section

units.
dimensions, etc.).
Regulations (RT), Technical Circulars (CTVBNAe Standards, etc. All these documents are namely
AC
BREGUET AVIATION
Restricted

pages).
A Procedure

-systematic replacement of the title page and list of effective pages which serves as a guide to the
B Page numbering
First case Addition of one or more new pages following the last page of a Sub-Section.
of letters 1, 0 and Z.
3rd insertion
Successive
2nd insertion
insertions 1
1 st insertion
' T
ABCDEFGHJKLMNPQRSTUVWXY
Simultaneous
-T4 2 pages '
I
insertions
3 pages
AC XIX
06-74 Restricted
BREGUET AVIATION
MIRAGE F
Restricted
Example :

- 2 pages :they will be numbered 6H and 6R.
3 pages : they will be numbered 6F, 6M and 6T.
both the pre- and post-modification pages will bear the same number. «MOD...X» will be shown

AV («avant») = Front Lgt(«longeronnet»)= False spar
AC
02-80 Restricted xx
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MIRAGE F
SECTION 0
TABLE OF CONTENTS
Page
- Specific operations to be performed after installation of operational system equipment 0-109
0-2 SAFETY MEASURES

- General instructions for starting the aircraft and operating the various systems .... See 01 -0
- Safety measures to be observed when working on operational systems 0-201
AB
BREGUET AVIATION,.
L>^rU MIRAGE F
DESCRIPTION OF OPERATIONAL SYSTEMS
(Figure 1)
The aircraft is fitted with operational systems allowing the airborne weapons to be used during
interception and airspace control missions.
The operational systems include the following :
(1) Armament control panel and bombing control panel
It features the majority of the controls which are to be used for implementing the sight and the
various weapons.
(2) Fire control radar
It enables the following missions to be performed :
- AIR-to-AIR missions
- emergency AIR-to-GROUND missions.
The radar is operated from the radar control unit.
(3) Sight system
It enables the following missions to be performed :

-AIR-to-GROUND
- AIR-to-AIR (in relation with radar).
It generates and displays in cockpit the various bombing and A/G firing aid information required
for operating the weapons being carried.
It includes :
- a sight which allows for display of information and operates as a gyroscopic sight in A/A gun
firing mode,
- a laser range finder
- a bombing computer
- a sight camera which allows the various firing sequences to be filmed.
(4) IFF system
It constitutes a means of identification allowing to generate, on request or when interrogated by a

ground radar station, a signal used for identifying the aircraft.
(5) Radar detector
It provides the pilot with an omnidirectional search together with a direction indication and type
of the threat when his aircraft is illuminated by a tracking or fire control radar.
The corresponding data are displayed on a radar detector indicator.
AG
09-77 Restricted °~
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MIRAGE F
MANUAL 14
Emergency switch
r
FIGURE 1 - OPERATIONAL SYSTEMS A/A combat

AK missiles
0-102 FIGURE 1 0-102
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BREGUET AVIATION^^. «... n. am. , a i 1 a
SPECIFIC OPERATIONS TO BE PERFORMED AFTER INSTALLATION

OF OPERATIONAL SYSTEM EQUIPMENT
1 - PURPOSE
To describe specific operations to be performed after re-installation or replacement of an

equipment : the description only relates to those equipments the removal/installation procedure of
which has not been dealt with in this Manual. The general operations to be performed are described in
the instructions to be observed when working on systems (see 01-0).
2- EQUIPMENTS CONCERNED
A Laser range finder
After replacing the laser electronic unit or laser head, adjust the power switch of the laser
electronic unit.
AD
01-78 Restricted O"109
AVIONS MARCEL DASSAULT V
BREGUET
^>^zr\l
AVIATION^£. ^^^ .
MIRAGE
.........
F
..
SAFETY MEASURES TO BE OBSERVED WHEN WORKING

ON OPERATIONAL SYSTEMS
1- PURPOSE
To inform the personnel of the specific safety measures relating to operational systems.
CAUTION :
ALSO REFER TO MANUAL 01-0 AS CONCERNS THE GENERAL SAFETY MEASURES.
2- INSTRUCTIONS TO BE OBSERVED FOR PERSONNEL PROTECTION
Observe all applicable measures preventing any personnel from crossing the antenna radiation
beam while the radar is transmitting.
It is prohibited to perform laser telemeter test without installing the laser window screen.
Harmonization panel shooting only is permitted. Refer to the sheet dealing with this operation (14-3)
for the precautions to be taken in such a configuration.
3- INSTRUCTIONS TO BE OBSERVED FOR EQUIPMENT PROTECTION
Radar
Air conditioning : The ground ventilation unit must be implemented as soon as the radar is being
-
operated.
- Transmission : It is prohibited to operate the radar in transmit mode when the A/C is facing
metallic obstacles (Hangar, truck, tanker etc.) located at a distance less than 100 m (330 ft).
Laser
It is prohibited to test the laser range finder with the glass shield installed ; use the glass absorbent
mask provided for that purpose.
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MIRAGE F
SECTION 1
ARMAMENT PANEL
TABLE OF CONTENTS
Page
1-0 GENERAL
- Principle 1-001

- Operation 1-109
LIST OF FIGURES
Figure No. Page
1 SCHEMATIC 1-001
2 LAYOUT 1-108
3 ARMAMENT CONTROL PANEL OPERATION 1-110
4 BOMBING CONTROL PANEL OPERATION 1-1 10M
AC
BREGUET AVIATION
ARMAMENT CONTROL PANEL - PRINCIPLE

(See Figure 1)
The armament and bombing control panels are the items intended for manual selection and
control of the NWS operational system.
They accommodate most of the controls required for operating the following :
- bombing computer system,

- laser range finding system,
- miscellaneous armament systems.
The radar range finder is operated from the radar control unit.
SELECTION Aircraft CONTROLS

systems LASER
RADAR
RANGE RANGE
FINDER TEST control + Indicating FINDER
RADIO A/A missile audio signal ARMAMENT

SELECTOR ARMAMENT ARMAMENT SELECTION SYSTEM
UNIT CONTROL PANEL
Auto/manual firing
Indicating Guns
BOMBING Rockets
Fuel dipper Bombs
ENGINE CONTROL PANEL
Air-to-Air missiles
SELECTIONS SELECTIONS (ARMAMENT

(ARMAMENT + MODES) + EMERGENCY MODES)
BOMBING Indicating
COMPUTER
Indicating Sight operation
FIGURE 1 -ARMAMENT CONTROL PANEL SCHEMATIC
AF
BREGUET AVIATION
,j\if MIRAGE F
TABLE OF COMPONENTS
Layout - See figure 2
Location Doc.
Access Door No. _S_
1A GUN AND FUEL DIPPER FUSE-BREAKER Electro- X

center
It protects the gun system electrical power supply lines
and fuel dipper delay system.
2A ARMAMENT CONTROL PANEL RH

instrument
It accommodates the controls of the various weapons. panel
ARMAMENT CONTROLS (See Manual 15)
-One «FUEL DIP» switch (11) which, when set to «ON»,

switches on the fuel dipper timing box (gun firing).
This system is used to protect the engine during gun
firing at high altitude and low speed. It is intended
to prevent rich flame-out likely to result either
from exhaust gas suction during firing or from sudden
air rarefaction caused by the pressure wave.
To this end a part of the metered fuel intended for
the injectors is by -passed by the fuel dipper system
(See 06-5).
- One «FIX. MOV» switch (12) which, when set to

«MOV», enables manual gun firing in AIR-to-GROUND
mode on a moving target, whereas the sight operates in
Al R-to-AI R mode and desired firing distance setting
(200 to 800 m) is performed manually.
- One «550» switch (13) intended for operating close

combat AIR-to-AIR missiles. When set to «550», it
causes port and stbd missile operation relay to be
energized. These relays apply DC power supply to
missiles (See 15-5).
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S I
- One «SAFE-DELAY-INST» selector switch (15),

intended for selecting the arming of bomb fuses (head,
base or safe).
- One double-throw selector switch (16) «RP»

«SINGLE-SALVO» for guns (See 15-1), rockets
(See 15-2) and «550 NORMAL-EMERG» for close combat
AIR-TO-AIR missiles (see 15-5).
Selector switch set to «SINGLE».
GUNS
Each gun operates in accordance with the program
selected on its own control unit (Burst limiter) as
long as the firing enable signal is being applied
(manual firing only).
ROCKETS
Symmetrical firing of a limited number of rockets
(depending on the selection made on rocket-launchers)
for each actuation of firing button 21 A.
Selector switch set to «SALVO» :
GUNS
Each gun operates continuously as long as the firing
enable signal is being applied.
ROCKETS
Symmetrical and continuous firing for both carrying
stations as per duration of pulse applied to firing
button 21 A.
Selector switch set to «NORMAL» :
The «+ 28 V Firing» voltage from the «550»

pushbutton is directed, according to priority and via a
NO contact of gun relay 14A, to port close combat AI R-
TO-AIR missile firing circuit.
Selector switch set to «EMG» :
The «+28 V Firing» voltage from the «550»

pushbutton is directed, according to priority and via a
NC contact of gun relay 14A, to stbd close combat AI R-
TO-AIR missile firing circuit.
This position of the selector switch is used if automatic
switching has failed.
- One «AUTO-MAN» selector switch (17), locked to

«AUTO» by a cover, enables automatic firing (bombing
computer output signal, see 14-3) or manual bomb
release (See 15-3).
!
h
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. I
- A keyboard provided with four buttons (20) which are

illuminated in amber when depressed :
- buttons are engaged through a first depression
they are released by a second depression.
NOTE : Two or more buttons cannot be simultaneously
button should be released before
engaged ; the last engaged
the next one is depressed.
This keyboard includes the following buttons .
- «RP» button for rocket firing (see 15-2)

Depressing that button allows for the following .
- sight setting to AIR-to-GROUND configuration
- power supply to «armament ready» amber light of the
sight.
- incorrect display of the initial point on sight.
selection of firing control modes by the laser and
radar range finders.
- transmission of firing pulse to the rocket control
relay.
transmission of firing signals to all four lights
indicating availability of rocket launchers at «1-2»
carrying stations, and to wing carrying stations,
through contacts of rocket armament firing and safety
relays.
transmission of the firing mode selection signal
(single or salvo) to the wing carrying stations,
through contacts of rocket armament firing and safety
relays.
- «CLEAN-RET» button for clean and retarded bombs

jettisoning (see 15-3).
REMARK : The «CLEAN-RET» half-quadrants of the buttor

come on once the latter is depressed, according to the
carried bomb type selected on the intervalometer.
When depressed, it allows for :

- sight setting to AIR-to-GROUND configuration
- power supply to «armament ready» light of the sight
- Initial Point information to sight electronic unit and
bombing computer
- selection of firing control modes through laser and
radar range finders
- transmission of the firing pulse, via Auto/Manual firing
relay to the pulse distributor, and of the bombing mode
to the navigation computer.
Power supply to the film unwinding relay (see 4-3)
- Transmission of selection signals to :

pulse distributor 25A,
«SINGLE-SALVO» mode selector switch,
«SAFE-DELAY-INST» fuse selector switch,
all five lights indicating bomb availability at wing
and fuselage carrying stations,
wing carrying stations, via station 1 and 2 relays, and
fuselage station, via associated relay.
AE
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
«A/G GUN» button for AIR-TO-GROUND GUN

firing (see 15-1)
When engaged, this button allows for the following .

- sight setting to AIR-TO-GROUND configuration
- power supply to «armament ready» amber light of
the sight
- the type of attack to the range computer, in
AIR-TO-GROUND GUN mode
- the incorrect display of initial point at the
sight electronic unit
- the selection of firing control modes by laser
and radar range finders
- when the armament master switch is set to «TEST»,
power supply to gun master switch relay.
«550» button for close combat AIR-TO-AIR missile

firing
(§ee 15-5)
When engaged, this button allows for the following :

- radar range finder and sight setting to AIR-TO-
AIR MISSILE configuration
- closing of missile PREJETTISONING circuits
- closing of «missiles ready» indicating circuit,
«armament ready» sight amber light
- closing of the missile locked on and ready audio
output circuit upon missile launching
- power supply to AIR-TO-AIR missile control relay
- firing pulse from pilot's stick pushbutton 21 A to
AIR-TO-AIR missile control relay
- energization of missile firing relay, via control
relay contacts.
«LAMP TEST» pushbutton (21) is used for checking
the operation of all the armament control panel
operating lights.
LIGHTING
The Day/ Night brightness of + 28 V supplied buttons

can be adjusted from lighting control unit 29 L via
lighting distributor 65L.
The 6 V AC integrated lighting is provided by ligh¬

ting distributor 65L from the adjustment performed
through lighting control unit 29L.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. JS_ I
20A ROCKETS/BOMBS FUSE-BREAKER Electro X

center
Protects the power supply lines of rockets and bombs
circuits.
101A BOMBING CONTROL PANEL (See 14-3)

- A 6 «MODE» positions selector switch (6) :
«EMG» : Aircraft-to-target distance (not corrected)
displayed by the sight, is supplied by the
radar.
«AIDA» : Aircraft-to-target distance (corrected)
displayed by the sight, is supplied by the
radar.
«LASA» : (laser + triangulation) :
Laser range finder and bombing computer
are energized.
Altitude and distance resettings are achi¬
eved using the laser range finder, or by
triangulation from the altitude resetting
performed using radio altimeter (triangu¬
lation) or laser range finder. Range finder
function has priority over triangulation
function, and the switching of range finder
or triangulation function is automatic.
«LAS» : (laser) :
Laser range finder and bombing computer are
energized. Distance and altitude resettings
are only achieved through laser range finder.
«A» : (triangulation) :
Resettings are only achieved through triangulation from

altitude information delivered by the radio altimeter.
The laser range finder is set to OFF and the bombing
computer is energized.
«IP» (initial point) :
Distance resetting is achieved from an initial point

the distance of which is known in relation to target.
The laser range finder is set to off and the bombing
computer is energized.
- «TEST» pushbutton (7) is used for checking the
reliability of laser system. The result of that check is
indicated through illumination of «LASER» light (8).
- «INT.FAIL» light (19) signals the failure of some
intervalometer circuits.
- «LAMP TEST» pushbutton (14) is used for checking
the test and failure warninn lights, as well as the lights
of bomb availability display symbol.
- «COMPUT FAIL» red light signals any failure of the
bombing computer. It also signals the impossible functions
(for instance initial point in clean bomb configuration).
AH
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
- Time interval display selector At (15) (see 15-3) used

by the pilot to select the required time interval between
each jettisoning during a salvo.
- Time display check light (18) indicating that the interval
selected by the pilot is shorter than the minimum possible
jettisoning time, and that some intervalometer circuit
are faulty.
- «RP, NB-EMG» selector (9) used for selecting the
rocket-launcher symmetrical carrying stations or for
displaying the number of bombs to be launched in normal
or emergency mode .
- rocket-launcher range .
«RP» : one wing inboard station 1
two wing outboard stations 2
one plus two wing inboard and outboard stations
(see 15-2)
- bomb range :
«NB» : «1, 2,3,4 ,6,ALL» normal jettisoning, used by
the pilot to select the number of bombs he
wants to jettison during salvo.
« EMG» : «1-4» emergency jettisoning of bombs one by
one or by fours (see 15-3)
- Bomb display check light (17) indicating that the bomb
selection is inadequate and that some aircraft a id inter¬
valometer circuits are faulty.
- Display symbol (16) fitted with 14 lights and used when
bombs are carried. Each light materializes the store position
- on carrying station : Fuselage
Wing . - LH or RH
inboard or outboard
- on carrying device : - LH or RH front
- LH or RH rear
1Y ! PREPARATION FUSE-BREAKER Electro-

center
Protects the AIR-to-GROUND missile firing circuits.
64Y MISSILE CONTROL FUSE-BREAKER Electro-

center
Protects the power supply and control circuits of the close
combat AIR-TO-AIR missiles.
75Y MISSILE SAFETY FUSE-BREAKER Electro-

center
Protects the safety circuits of the close combat
AIR-to-AIR missiles.
AH
BREGUET AVIATION
MIRAGE F
20 -
FIGURE 2 - IMPLANTATION
LAYOUT
AJ
AVIONS MARCEL DASSAULT /
BREGUET AVIATION ^_^_L ^
MIRAGE F^
OPERATION
(Figure 3)
The armament and bombing control panels consist of an assembly of relays, selector pushbuttons,
switches, buttons and test lights, the operation of which is illustrated in Figure 3 and 4, depending on
selection made.
The intended purpose of each control is specified in the description of the various controlled
equipment items.
ARMAMENT SELECTION
Armament selection is performed from an assembly of pushbuttons located on the armament

control panel. Selecting one armament configuration prevents any other configuration from being
selected (mechanical device preventing any other pushbutton from being depressed).
Depressing one pushbutton causes :

-illumination of its indicator light,
- energization, through a series of + 28 V contacts, of sight, bombing computer, LASER telemeter
and radar telemeter systems and of armament circuits for the mode considered,
- mechanical prevention of other pushbuttons from being depressed.
NOTE : If no pushbutton is depressed, the sight operates in navigation mode.
AF
AVIONS MARCEL DASSAULT JLJ^-^
BREGUET AVIATION. -'*~s -"-
MIRAGE F
28 V lighting
-_ Lighting distributor 65L
CLEAN light
RET light
*- 1- Intervalometer 25A
Selected bombs
_+. Lighting distributor 65L
Manual firing Manual relay 26A
Auto firing "*" and intervalometer 25A
-*- Intervalometer 25A
Manual firing
Bombing computer 23T
-||i- 40 A
AIR-to-AIR MISS mode
Sight electronic unit 35A -*
28V EMERG-AIDA Bombing control panel 101 A
Sight operation relay 52A and Rapid gun cancel relay 56A *+
ROCKET mode Manual firing Sight electronic unit 35A
Sight electronic unit 35A -I "*AIR-to-GROUND GUN mode and bombing computer 23T
Auxiliary unit 44S, Radar operation relay 45S -*
Moving target
Navigation computer 103F

Armament safety relay 4A
Armament master switch 15A
Gun power supply
+ 28V Test
Retarded bombs
indicating
:} Sight electronic unit 35A
Incorrect IP
Outboard station selection display indicating
Bombing control panel 101 A *»_ -+~ Sight electronic unit 35A
Rocket firing relay 23A -»- Initial point
-+- Bombing computer 23T
Time delay relay 22A -*-
Time delay relay 76 Y ^_
+ 28 V Firing
Firing pushbutton 21 A _
Firing
Intervalometer 25A -*- *- Bombing computer 23T
Time delay relay 76Y -+-
+ 28 V Control
Bomb control switch 72A *
Sight electronic unit 35A -«-
Indicating
75Y Sight operation relay 52A

Single/Salvo relay 14A
-A_^ Bombing control panel 101 A *-
Inboard station selection
AIR-to-GROUND mode^ Bombing control panel 101 A
Retarded bombs Intervalometer 25A
Rocket firing relay 23A -«-
Single/Salvo relay 14A -*-
Audio output
*- R.S.U.29R
Clean bombs indicating
Time delay relay 22A -+- Sight electronic unit 35A
Indicating Clean bombs
AIR-to-AIR missile indicating relay 10a -*- Intervalometer 25A
21A Missile operation relays ^__
Bombing
-s\s- (LH,RH)67Yand68Y Initial point
control panel 101 A
1A
Single Base J.S. G

Rocket firing relay 23A -* Carrying stations
+ 28V
-*- Armament safety relay 4A[l 5.1 )
Bombs indicating + 28V
Bombing control panel 161 A -+- Armament safety relay 4/K1 5.1 )
Cone J.S.
-*- Carrying stations <N
_». Missile operation relays 64Y
Lighting control unit 29L
(LH, RH)67Yand 68Y/^\
+ 28 V Firing
« Single/Salvo relay 1 1A Q
Single
-0- Single/Salvo relay 14A
FIGURE 3 -ARMAMENT CONTROL PANEL OPERA TION
AK
BREGUET AVIATION
P. Stl Fu.TsT STBD St 1

Armament control panel 2A Bomb indicating p. st2 r _j
-i r -1 STBD St 2
Port station 2 - Armament control panel 2A

AIR-to-GROUND
r Port station 1 LH REAR
Port station 1 RH FRONT
_I4 1 I 1 1 I 1lA I I I I I L^
-Lé fc»l
Z\ Sight electronic unit 35A
,, I I I I I I I
H4- 1 1 1 1
Port station 1 LH FRONT J i +h

Port station 1 RH REAR 28VEMG-AIDA Armament control panel 2A
LH REAR FUS. -H- -H w
_^ LASER relay + 37T, LASER electronic

RH FRONT FUS.
-*- unit 34T, Bombing computer 23T
Carrying - LH FRONT FUS. -rt- "*" LASER electronic unit 34T
-* Bombing computer 23 T
stations RH REAR FUS.
44-
Stbd station 1 LH REAR
-W- -*- LASER electronic unit 34 T
Intervalometer 25A Stbd station 1 LH FRONT
-* i I L Reliability
Sthd station 1 RH REAR * Bombing computer 23 T
Stbd station 1 RH FRONT
-W- *-
*- Stbd station 2
N- J*. COMPUT.
FAIL.@ LASER (?)
LASER electronic unit 34T
Intervalometer failure
r* I AMP ' '
T indicator light
Number of bombs light
-III' 21A
Lighting distributor 65L Inboard station selection
Armament control panel 2A Outboard station selection
Bomb emergency
intervalometer 25A (15-3) - Bomb emergency -K-i
EMG NB o
L-,, 1 RP
42Z
Relay 71 A (15-3)
-MI I III i
OFF
o
1 +2
® 6 6 (J 6 t_"
+ 28 V Power control 3" ,OT*\ 1
+ 28 V Bombs-Rockets
Intervalometer 25A (15-3)
Intervalometer 25A (15-3) -

AT
coding
Number of
bombs coding
i - Lighting distributor 65L
l:
n i>
Number of
selected bombs
20v
Ov
AB FIGURE 4 - BOMBING CONTROL PANEL OPERATION

09-77 Restricted 1-110M FIGURE 4 1-1 10M FIGURE 4 1-110M
BREGUET AVIATION
MIRAGE F
SECTION 2
RADAR SYSTEM
TABLE OF CONTENTS
Page
1-0 GENERAL
- Radar system - Principle 2-001
Table of components 2-101

Transmission 2-109
Reception 2-113
AIR-TO-AIR and AIR-TO-SURFACE modes 2-116
AIR-TO-GROUND mode 2-129
Power supply 2-132
Integrated tests 2-136
- Removal and installation of radar nose cone 2-301

Removal and installation of tip cone 2-303
Closing of tip cone access door 2-304
2-5 I NSPECTION - CHECKS - ADJUSTMENTS
- Radar system brief check 2-501
2-8 REPAIR
- Replacement of tip cone access door seal 2-801
AB
AVIONS MARCEL DASSAULT/ - v 1 MIRAGE F
BREGUET AVIATION ydi~ ^ . - -, . .
Restricted
wakimai i a
MANUAL 14
Figure No. Page
1 RADAR SYSTEM SCHEMATIC 2-002

4 MICROWAVE CIRCUITS 2-108
5 TRANSMISSION 2-110
6 RECEPTION 2-114
7 LOBES 2-116
8 SEARCH ENVELOPE IN AIR-TO-AIR MODE (RANGE :10 km -5.4 NM) 2-117
9 RADAR OPERATION IN AIR-TO-AIR, AIR-TO-SURFACE
AND AIR-TO-GROUND MODES 2-119
10 UTILIZATION OF LOBES IN AIR-TO-GROUND MODE 2-129
12 TEST CHRONOGRAM 2-135
13 INTEGRATED TESTS 2-137
AB
BREGUET AVIATION _
/_-->îr5L
_ _
MIRAGE F
RADAR SYSTEM - PRINCIPLE
(Figure 1)
1 - PURPOSE
The radar system allows the following functions to be performed, provided that the sight is
operating :
In AIR-TO-AIR mode : Acquisition and tracking of a hostile aircraft within a range lower than
10 km (5 NM) and inside a cone with a 15-degree angular extent about radar axis.
When locked on, the radar supplies the following data to the sight :
- radar lock-on information

- fighter-to-target distance
- closing rate between fighter and target
- target elevation and azimuth tracking errors.
Such data, which are displayed on the sight head, are used for :
- gun firing and firing correction computation as per fighter-to-target distance when the latter is
comprised between 200 and 800 m (0.1 and 0.4 NM).
- assisting Air-to-Air close-combat missile firing.
Radar locking onto ground echoes due to side-lobes is prevented by low altitude and altitude trap
circuits the operation of which depends on aircraft altitude.
In AIR-TO-SURFACE mode, the lock-on and tracking range is increased up to 36 km (20 NM).
The radar supplies the same data to the sight.
In AIR-TO-GROUND mode, and for dive angles higher than or equal to 10°, the acquisition range
of a ground target is 15 km (8 NM) while the tracking range is increased up to 36 km (20 NM).
When locked on, the radar supplies the following data to the sight :
- radar lock-on information

- fighter-to-target distance along radio -electrical axis
- closing rate between fighter and target.
Such data, which are displayed on the sight head, are used for assisting AI R-TO-GROUND firing in
«AIDA» and «EMG» modes (bombing).
2 - CONSTITUENT ITEMS
The radar system includes the following :
- radar nose cone 43S
- radar auxiliary unit 44S, fed with altitude information supplied by air data computer 17F and
radio-altimeter transmitter -receiver 102R
- radar control unit 102A, controlling radar operation
- sight electronic unit 35A and sight head 34A, using the data supplied by the radar.
The radar supplies :

- radio selector unit 29 R with an audio signal when the fighter-to-target distance is lower than
400 m (0.2 NM)
- synchronization unit 13T with an «LF external synchro» signal intended to desensitize the radar
detector and IFF equipment during radar transmission.
AG
08 77 Restricted 2 <
MIRAGE F
BREGUET AVIATION -"^t^3
+ 28V Sight operation

+ 28 V Radar OK
+ 28 V Transmission 43 S RADAR NOSE CONE 35A ?4A
102 A
+ 28V AIDA
RADAR
+ 28V Moving
CONTROL
UNIT + 28V Air-to-Air
t
44S 1 _I__t_ SIGHT
Sight operation relay *i r n r Closing rate
Il I I HEAD
52A
200 V _, M"
/ DIODE 400Hz i °
Distance
é + 28V _/
+ 28V
8o<
BOX
READYING
FUNCTION ANTENNA
H M/CROWA VE
FUNCTION
RECEPTION
FUNCTION
'32
jj^
rn SIGHT
Elevation tracking error
Azimuth tracking error
SIGHT
ELECTRONIC
UNIT
Air-to-Air
-Si- Air-to-Ground
Ground prevention relay + 28V
SEARCH
ADAPTATION
FUNCTION + 28V D < Zg + 2s
Air-to-Air AND
46S 45 S Radar I ' + 28VD<Zg
gun button I TRACKING
12a operation FUNCTION
«ii o . n ii^ relay _____ J __J
TR 37A + 28V Transmission
control
3Z Synchro
i_
+ 28 V Trap Lights
+ 28V
-i
AIR-TO-AIR + 28V Standby U/C MICROSWITCH 7A TRANSMISSION + 28V Radar lock-on
1
GUN CANCEL RADAR FUNCTION
OFF AUXILIARY
BUTTON
Ii _____? UNIT
56A _l __-
TEST + 28V Test control + 28 V Test CD

Delay A r = 1 s
+ 28V
o 2.20NM + 28V Limitation 1
Control Limitation Limit

generation + 28V Limitation 2
0.5NM Radar
+ 28V Resetting
_
42 S 47S lock-out Delay A t = 1 s RECEPTION TEST a 1 r i

i
i
i t
~i
button + 28V Lock-out
-<r\j, CRYSTAL CURRENT TEST
"5
__
CD
102R Radio MEMORY AFC TEST CJ
altimeter control -H 'NTEGRATED k.
POWER SUPPL YTEST cj
RADIO-ALTIMETER correct TEST CD AGC
TRANSMITTER operation 5:
TRANSMISSION TEST FUNCTION
5: (Automatic
RECEI VER o o SIGHT ADAPTATION TEST
Radio gain control) -
Reset altitude TRACKING ERROR
altimeter O TRACKING TEST TCG (Time- 13T
FUNCTION
17F altitude Uj
controlled
L _ gain)
AIR H CO to FUNCTION
DA TA COMPUTER 29R
T
COMPARATOR D < 400m RADIO
AND
(800Hz)
SELECTOR J L-.j___.-J LF SYNCHRO
CONTROL UNIT W©} SYNCHRONIZATION
(\
41 S UNIT
ABC
_=,
Cj
~^Lr SAMPLING RFF
FIGURE 1 - RADAR SYSTEM SCHEMATIC

AJ
08-77 Restricted 2-002 FIGURE 2-002 FIGURE 2--002 FIGURE
1 1 1
2-002
BREGUET AVIATION
L-^^SL
yfSr^ ^y~(S^
MIRAGE
__*..,.._.
F
,_
3- AIR CONDITIONING
A Pressurization
The microwave and modulator circuits are pressurized. An 800-mb (11.6-psi) safety system
prevents radar transmission when the pressurization value is lower than 800 mb (1 1 .6 psi).
B Cooling
The modulator circuits are fed with blown air used to evacuate the calories emitted.
4- MONITORING AND TESTING
A Monitoring
The radar system is provided with safety systems preventing radar transmission when :
- certain temperature limits are exceeded

- radar pressurization is incorrect
- power supply voltages fed to the radar are incorrect
- magnetron faulty operation is detected.
B Testing
The radar system is provided with an integrated test system allowing correct operation to be
checked on the ground as well as in flight. The test result is displayed to the pilot through the
illumination of a light.
AB
06-75 Restricted 2-°°3
BREGUET AVIATION
TABLE OF COMPONENTS
Layout - See Figures 2 and 3
Location Doc.
Access Door No.
TIP CONE Nose cone
This is a compact mechanical assembly consisting of :
- a radome
- an anti-erosion tip
- a light-alloy coupling ring.
An access door, locked by means of seven self-retaining

cross-head screws, provides access to integrated test
system monitoring components. Tightness is ensured
through a seal.
The tip cone is attached by means of nine Allen screws.

Tightness is ensured through a seal ring.
FORWARD JUNCTION BOX

(See 16-0)
It contains diode box 8a, radar operation relay 45S and

ground prevention relay 46S.
2A ARMAMENT CONTROL PANEL Cockpit

(See 14-1) (Instrument)
panel)
It provided with the following radar controls :
is
- selector (20) with luminous pushbuttons, the
following of which affect the radar :
- «550» pushbutton
When this button is pressed, the radar is supplied
with a «28 V AIR-TO-AIR» command.
- «RP» «A/G GUN» «CLEAN-RET».
When these buttons are pressed, the radar is supplied
with a «28 V AIR-TO-GROUND» command.
- «FIX-MOV» switch (12). It permits manual firing in
AIR-TO-GROUND mode on moving target when
«A/G GUN» switch is selected.
7A U/C MICROSWITCH DC FUSE-BREAKER Electro-center

(see 15-0)
It protects the load-shedding DC system 1 of

relay 46S.
8A GROUND FIRING CONNECTOR

(See 15-0)
AE
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S 1
9A U/C MICROSWITCH LH gear well X

(See 15-0)
It prevents radar transmission as long as the U/C is extended.
34A SIGHT HEAD Cockpit X

panel)
It displays the following radar information :
- radar lock-on
- distance
- closing rate
- tracking error
- altitude trap
It processes the radar distance information for computing
the corrections in AIR-TO-AIR gun mode.

(See 14-3)
It receives the data fed by the radar. It adapts and

transmits such data to the sight head.
37A AIR-TO-AIR GUN BUTTON Cockpit X

(See 14-3) (Throttle
lever)
It permits radar control to be performed in AI R-TO-
AI R mode, whatever the range selector position.
38A SIGHT DC FUSE-BREAKER

(See 14-3)
52A SIGHT OPERATION RELAY

(See 14-3)
It permits radar control to be performed from AI R-

TO-AIR gun button 37A when the sight is operating.
54A AIR-TO-AIR GUN RELAY

(See 14-3)
It permits radar control to be performed in AI R-TO-

AI R mode.
56A AIR-TO-AIR GUN CANCEL BUTTON Cockpit X

LH console
When the radar is in Al R-TO-AI R gun mode, the Al R-TO-
AI R «A/A OUT» cancel pushbutton ensures return to the
previous selection.
90A AIR TO-AIR GUN LIGHT RH windshield X

post
Ensures display of the Al R-TO-AI R gun mode.
AG
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Dec.
Access Door No. I
101A BOMBING CONTROL PANEL Cockpit

(See 14-1) (RH console)
It carries the following radar controls :

- a 6-position «MODE» selector (6)
«EMG» : the radar delivers the Aircraft -Target
distance signal to the sight where it is displayed
uncorrected.
«AIDA» : the radar delivers the Aircraft-Target
distance to the sight where it is displayed corrected.
102 A RADAR CONTROL UNIT Cockpit

(RH console)
By its use, the pilot selects the Al R-TO-AI R or
AIR-TO-SEA mode.
It carries :
- 3-position switch (1 ) :
- TRC (transmission)
- S (standby)
-OFF (radar cut off)
- search range selector (2)
-0.5 NM (AIR-TO-AIR)
-2.20NM (AIR-TO-SEA)
- TEST (this position is for testing the system)
- indicator light (3) used for transmission and test.
- LT pushbutton (4) for testing indicator light (3).

(See 12-2)
It feeds radar auxiliary unit 44S with the barometric

altitude information required for the operation of the
ground echo eliminating circuits.
AA
08 -77 Restricted 2-102M
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
29 R RADIO SELECTOR UNIT

(See 11 -3)
It permits an 800 Hz continuous audio signal to be heard
with radar system operating when the fighter-to-target
distance is less than 400 m (non-adjustable signal).
102R RADIO-ALTIMETER TRANSMITTER-RECEIVER

(See 12-7)
It feeds radar auxiliary unit 44S with a linear altitude
information up to 15,000 ft, as well as with a correct
operation signal. Such an information is required for
the operation of the ground echo eliminating circuits.
115R RADIO-ALTIMETER CORRECT OPERATION Nose cone

RELAY junction
(See 12-7) box
When energized, it sends a radio altimeter correct
operation signal to the radar auxiliary unit 44S.
41 S RADAR AC FUSE-BREAKER Electro -center

(AC)
It protects the AC system 2 (phases A, B and C) of radar
nose cone 43S and radar auxiliary unit 44S.
42S RADAR DC FUSE-BREAKER Electro -center

(DC)
It protects the DC system 2 of radar nose cone 44S and
radar lock-out button 47S.
43S RADAR NOSE CONE Nose cone
It transmits microwave pulses :

-Frequency : 9375 MHz
- Peak power : 75 kW
- Pulse duration : 0.66 /lis
- Pulse repetition frequency : 1 500 Hz.
The main lobe is represented by a cone with a 1 5-degree

angular extent with respect to radar axis (the radar axis
coincides with the radio-electrical axis set 3.5° nose-
down with respect to the fuselage reference line (FRL)).
The radar nose cone receives the reflected pulses (ena¬
bling target acquisition and tracking) and generates the
data fed to sight electronic unit 35A.
The radar is controlled from armament control panel 2A
and Air-to-Air gun button 37A and operates in 3 modes :
(1) AIR-TO-AIR mode:
- search distance : 250 m to 10 km (0-5 NM range)
- data fed :
- radar transmission
radar lock-on
- fighter-to-target distance
- closing rate
- tracking error (elevation - azimuth)
- target within firing zone (3.6 km - 2 NM)
- altitude trap.
(2) AIR-TO-SEA:
- search distance : 3 km to 36 km (2-20 NM range)
- data fed : Same as in AIR-TO-AIR mode.
AG
08-77 Restricted 2 -103
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. I
(3) AIR-TO-GROUND mode :

- search distance : 250 m to 1 5 km, and tracking up
to 36 km.
-dive angle > 10°.
-data fed :
- radar transmission,
radar lock-on,
- fighter-to-ground distance along radio-electrical axis,
- closing rate,
- target within firing zone.
The tip cone access door (1 ) provides access to the

equipped door including :
- four protection fuses (2) : Ph1 - Ph2 - Ph3 - 28V.
- seven failure indicators ( ) (Black : incorrect
operation - White : correct operation) :
«ALIMENTATION - POWER SUPPLY»
«EMETTEUR - TRANSMITTER»
«CAF - AFC»
«RECEPTEUR - RECEIVER»
«POURSUITE - RANGE TRACK»
«DISTANCE VISEUR - HUD RANGE» (sight
adaptation)
- «I.XTAL» (Sum mixer crystal currents)
- an «R.A.Z. TEST - TEST RESET» button (4),

allowing failure indicators to be reset to zero.
- two radar connectors (5).
-a test connector (6).
- a coaxial connector (7), intended for desensitizing
radar detector and IFF equipment.
It is attached to nose cone frame 1 through four
screws.
44S RADAR AUXILIARY UNIT Nose cone

(3-06)
It ensures the switchings required for radar operation
and generates the «reset altitude» signal used by low
altitude circuits.
Its front face includes two protection fuses : Ph1 and
Ph2(1).
It is attached through four screws.
45S RADAR OPERATION RELAY Junction box

(Nose cone)
When energized, it permits radar transmission to be
controlled from the following controls :
- armament control panel 2A :
- «A/G GUN» and «MOV»
-«RP» - «A/G GUN» -
«CLEAN-RET» and mode selector set to «EMG» or
«AIDA»
- «550».
- AIR-TO-AIR gun button 37 A.
AJ
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
46S GROUND PREVENTION RELAY Junction box

(Nose cone)
When energized through U/C microswitch 9A, it permits
radar transmission when the aircraft is flying with its
U/C up.
47S RADAR LOCK-OUT BUTTON Cockpit

(Throttle
It allows the following to be controlled : lever)
- radar lock-out, when depressed for less than 1 second,
- resetting of altitude trap with respect to ground echo,
when depressed for more than 1 second.
13T SYNCHRONIZATION UNIT
(See 14-6)
It is fed with the «LF external synchro» signal intended
for radar detector and IFF equipment desensitizing
during radar transmission.
45Z DOPPLER RADAR AND 26V AC POWER SUPPLY

TEST CONNECTOR
(See 12-6)
It permits test equipment connection for testing and
trouble shooting purposes.
8a DIODE BOX Junction box

(Nose cone)
It provides for separation and protection of control
circuits associated with radar operation relay 45S.
AD
BREGUET AVIATION
MANUAL 14

GENERAL LAYOUT
AB
BREGUET AVIATION
MIKACib h
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COCKPIT LAYOUT
AG
BREGUET AVIATION
MIRAGE F
^ Shutter V
C!____l______?8v
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Il Shutter 9
Duplexer
Shutter _y
I Il II*
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L | Attenuator |
MAGNETRON OOOO
FIGURE 4 - MICROWA VE CIRCUITS

AB
AVIONS MARCEL DASSAULT// ^j>-li^l MIRAGE F
BREGUET AVIATION ^<_o_ __ .
TRANSMISSION
(Figure 5)
The characteristics of the microwave pulses fed to the radar antenna are as follows :
- Frequency : 9375 MHz

- Peak power : 75 kW
- Pulse duration : 0.66 jus
- Pulse repetition frequency : 1500 Hz.
Radar transmission is possible only after a 3-minute magnetron preheating time has elapsed.
1 - RADAR PULSE GENERATION CIRCUITS
A Microwave circuits (Figure 4)
They transmit and radiate the wave transmitted by the magnetron while protecting the reception
circuits against such a transmitted energy. Moreover, they are used to monitor the microwave pulse and
the transmission frequency after the latter has been transposed into intermediate frequency.
They consist of the following :

-Single-pulse antenna, itself consisting of an assembly of four horns grouped together and
illuminating an electromagnetic lens.
Ferrite duplexer, allowing transmission to be uncoupled from reception.
- Coupler (waveguide), associated with a diode holder and used to monitor the microwave pulse.
- AFC (Automatic frequency control) coupler (waveguide), followed by a variable attenuator
associated with a symmetrical mixer.
B Magnetron and modulator circuits
The magnetron delivers the microwave power radiated by the antenna. It is piloted through the
modulator. The modulator consists of a thyratron with a delay line and a resonant load. It delivers
high-voltage pulses calibrated through the magnetron (0.66 ps - 15 kV). These pulses are generated by
the THT circuits generating a 3350- V voltage from the phase of the 1 1 5 V 400 Hz aircraft system.
The loading circuit allows the delay line to be loaded between the synchronizing pulses fed by the
premodulator. The unloading circuit, consisting of a thyratron controlled by the synchronizing pulses,
is used to determine, through the delay line, the width of the pulse delivered to the magnetron.
C - Synchronizing and premodulator circuits
The synchronizing circuits generate the 1500-Hz synchronizing signals from a sine-wave oscillator.
These signals are shaped and applied to :

- blanking circuits
- premodulator circuits.
AB
BREGUET AVIATION.
MIRAGE F
MANUAL 14
FIGURE 5 - TRANSMISSION
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BREGUET
L^TVL.
AVIATION^j2=°_<^«->
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____--=-*"-"**^ Restricted MANUAL 14
The premodulator, which consists of a blocking oscillator, is used to adapt the level of the signal
fed by the synchronizing circuits for driving the modulator.
A synchronizing signal is delivered, after shaping and adaptation, to maintenance circuits (test
connectors) and to radar circuits (TCG). This signal is fed from .
- pulse transfomer (magnetron) in transmission mode
- master oscillator in standby mode.
The LF external synchronizing signal, which is obtained from the blanking pulse (internal
synchronizing), is used to desensitize the radar detector and IFF equipment during radar transmission.
2- CONTROL CIRCUITS
A - Standby control
Such a control is obtained from the «OFF-S-TR» selector switch on radar control unit 102A.
The 28 V pre-standby voltage is available at the output of radar nose cone 43S, provided that
phase detection and biasing are correct. Such a voltage is transmitted to radar auxiliary unit 44S to
obtain a 28 V standby control voltage through an NC contact of relay K8.
Setting the «OFF-S-TR» selector switch of radar control unit 102A to «S» or «TR» causes the
«28 V standby control» voltage to become a «28 V standby» voltage.
This voltage enables the following to take place through a relay located in radar nose cone 43S :
- Distribution of filtered 115 V 400 Hz aircraft system,power to .
- power supply circuits
- magnetron and thyratron preheating circuits
- transmitter assembly blower.
- Distribution of + 28 V service voltage.
The 28 V service voltage triggers the 3-minute time delay circuit which provides the 28 V time
delay voltage.
B - Transmission control
The 28 V time delay voltage is converted into a 28 V transmission ready voltage after enabled
through modulator monitoring circuits. This voltage is successively applied to the contacts of :
- ambient air thermostat (SW1 )
- magnetron thermostat (SW2)
barostat (SW3)
It is transmitted to radar control unit 102 A where it becomes 28 V transmission control voltage
when the «OFF-S-TR» selector switch is set to «TR».
The + 28 V transmission control voltage is transmitted to radar auxiliary unit 44S to obtain the
28 V transmission voltage through an NC contact of relay K9.
The 28 t transmission voltage is transmitted to radar nose cone 43S and to the indicator light of
radar control unit 102A through an NO contact of ground prevention relay 46S and radar operation
relay 45S.
AH
O*"77 Restricted 2"111
AVIONS MARCEL DASSAULT ___^W.. -Q.
BREGUET AVIATION^tî^^^Ô"
MIRAGE F
^C^^^^^y Restricted MANUAL 14
Relay 46S is controlled by U/C microswitch 9A when the aircraft is flying with its U/C up.
Relay 45S is controlled :

either from armament control panel 2A ;
-
- through the «550» switch,
- or through the «RP», «A/G GUN», «CLEAN-RET» buttons when the «MODE» selector is
set to «EMG» or «AIDA»,
- or through the «A/G GUN» button when the «MOV-FIX» selector switch is set to «MOV».
- or from Air-to-Air gun button 37A.
The «28 V transmission» voltage allows the following to be performed after enabled by relays 45S
and 46S :
- on radar control unit 102A : Illumination of the indicator light,
- in radar nose cone 43S :
- distribution of 1 15 V 400 Hz three-phase aircraft system power to THT circuits,
- switching from magnetron preheating mode to heating mode,
- switching from standby synchronization mode to transmission synchronization mode.
3 - SAFETY CIRCUITS
The 28 V transmission ready circuit is cut off as soon as any anomaly is being detected by either
one of the safety and monitoring circuits.
A Modulator monitoring circuits
They permanently monitor radar transmission and suppress the «28 V transmission ready»
voltage :
- in case of overcurrent, if the THT current is higher than 100 mA
- in case of impedance mismatching occurring in the magnetron (50 % of rated impedance).
A counting circuit causes the «28 V transmission ready» circuit to be definitely cut off after five
successive anomalies have been detected.
B- Environmental safety circuits
The «28 V transmission ready» voltage is cut off :

- through the magnetron thermostat, in the case where the magnetron temperature becomes equal
to or higher than 120°C
- through the ambient air thermostat, in the case where the THT transformer temperature becomes
equal to or higher than 80°C
- through the barostat, in the case where the modulator internal pressure becomes equal to or
lower than 800 mb.
AF
AVIONS MARCEL DASSAULT f^-^-^r'U
BREGUET AVIATION^<__L __-^ - ,
MIRAGE
k i i
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F
i.
RECEPTION
(Figure 6)
1 - MICROWAVE CIRCUITS (Figure 4)
They ensure the transit of the high-frequency energy reflected by the target.
The antenna generates the following signals from the information received :
- Elevation error (A E)
- Azimuth error (A A)
-Sum (e).
The elevation and azimuth signals are characterized by their level and phase. The level is
proportional to the value of the angle formed by the radar-to-target axis and the radio-electrical axis. It
is equal to zero when such an angle is equal to zero.
The relative phase between the elevation or azimuth signal and the sum signal depends on whether
the target is located in the elevation or azimuth plane on either side of the radio-electrical axis. It is
equal to 0° in one case and to 180° in the other case.
The ferrite duplexer allows signals to be transmitted from the antenna to the sum Channel.
The shutters are used to protect the receiver against other transmissions when the radar is not
operating.
The TRs provide additional insulation between transmission channel and reception channels.
2- FREQUENCY TRANSPOSITION
The microwave data fed by the antenna are transposed into intermediate frequency.
The local oscillator frequency is shifted by a value higher than 35 MHz with respect to magnetron
frequency (Flq= F + IF).
The distributor distributes the power fed by the local oscillator to the mixers. The mixers allow
the signals fed by the antenna to be combined with local oscillator signals, and a 35 MHz signal to be
transmitted to preamplifiers.
3- AUTOMATIC FREQUENCY CONTROL (AFC) CIRCUIT
This circuit allows the frequency difference between local oscillator and magnetron to be kept
equal to the intermediate frequency.
The AFC circuit forms a servo loop in which the discriminator supplies an error voltage
proportional to the frequency difference.
This error voltage is amplified and filtered and is then applied to the local oscillator control
electrode, causing the local oscillator frequency to vary in such a manner that the error voltage vanishes.
AB
BREGUET AVIATION
MIRAGE F
E1+E2 Tee E1-E2 SAMPLING CIRCUIT

RLANK/NG
\^ £ 1
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Tee hA ELECTRONIC
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(E3-t£4) Tee -(E3-E4) £
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FIGURE 6 - RECEPTION
AB
AVIONS MARCEL DASSAULT h^^TyV MIRAGE F
BREGUET AVIATION^£F=_-<^> . ......... ,,
4- SAMPLING CIRCUIT
After intermediate frequency transposition, the signals are processed to obtain the target presence
video signal.
Sampling allows vectorial summation of sum signal and elevation and azimuth signals to be carried
out in a sequential manner. Consequently, IF amplification is obtained through a single common
channel.
A- Preamplifiers
They allow :
- impedance matching with mixers, so as to obtain a minimum noise factor
- signal amplification.
The blanking control cuts off the preamplifier gain during transmission so as to prevent the
reception circuits from being disturbed.
The sum preamplifier is fed with the test oscillator signal (See integrated tests).
B Generation of sampling commands
The sampling rate is obtained by dividing the transmitter synchronizing frequency (1 500 Hz).
C Processing of elevation, azimuth and sum signals
(1) The elevation and azimuth signals are sampled through an electronic switch controlled by the
sampling rate fed by a frequency divider.
(2) The sum signal fed by the preamplifier is amplified before being added to the elevation and
azimuth signals.
(3) The summation of the three elevation, azimuth and sum signals is performed at IF amplifier input.
The resulting signal is an amplitude-modulated pulse train.
D IF amplifier
It allows the summation resulting signal to be amplified.
The automatic gain control (AGC) allows the gain to be regulated and corrected through action
exerted on the attenuator.
The amplifier gain is cut off by the blanking control during radar transmission.
The detection-separation assembly allows the envelope of each pulse to be only retained.
E AGC (Automatic gain control) and TCG (Time-controlled gain) circuits
These circuits are used to regulate and correct the gain at the IF amplifier.
Such regulations depend on the following :

- Radar mode :
-AIR-TO-AIR mode
- AIR-TO-SURFACE mode
-AIR-TO-GROUND mode
- Search and tracking phases.
AB
BREGUET AVIATION
MIRAGE F
AIR-TO-AIR AND AIR-TO-SURFACE MODES
1 - LOBES AND SEARCH ENVELOPES
A Lobes (Figure 7)
The radar antenna radiation pattern consists of a main lobe and side-lobes.
The main lobe (1) is represented by a cone with a 15-degree angular extent along A/C centreline.
WWWWWWWWWWWW
3H
FIGURE 7 -LOBES
Ground echoes may be received through the side-lobes (2) during low-altitude flying.
The diffuse lobes (3) are located at right angles to A/C centreline and receive the ground
echoes (4) located along A/C vertical reference.
In horizontal flight (over flat ground or sea), the echoes (5) received by the main lobe and
adjoining side-lobes are located at a distance close to 3 H. The ground echoes (4) due to the diffuse
lobes are located within a distance equal to H (H = A/C altitude).
AB
BREGUET AVIATION
MIRAGE F
B - Ground echoes
In AIR-TO-AIR mode, the ground echoes are suppressed during the search phase so as to avoid
radar lock-on to be accomplished onto ground echoes :
- For altitudes lower than 10,000 ft, through the altitude gate (altitude AGC) which regulates
these echoes to a level lower than the acquisition threshold.
- For altitudes higher than 10,000 ft, through the altitude trap which prevents lock-on to be
accomplished within H ± 250 m (H ± 0.14 NM).
In AIR-TO-SEA mode, the sea echoes are large echoes. They are regulated below the acquisition
threshold through the sea AGC.
C - Search envelopes (Figure 8)
Radar characteristics require a minimum search distance of 250 m (0.14 NM). The radar supplies
no information for shorter distances.
(1) AIR-TO-AIR mode
The search envelope is mentioned in the following figure :
Altitude
(ftx 1000)
(NM)
Distance
(km)
FIGURE 8 - SEARCH ENVELOPE IN AIR-TO-AIR MODE

(Range :10 km- 5.4 NM)
AB
AVIONS MARCEL DASSAULT LJ>~ibr\L
BREGUET AVIATION^c
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-area (1), comprised between 0 and 250 m (0 and 0.14 NM), corresponds to radar inoperative
area.
- operation is normal below 10 000 feet, within clear area (2) ; search takes place between 250 m
(0.14 NM) and a maximum of 3H + 1000 m (3H + 0.5 NM).
- operation is normal above 10 000 feet, within clear area (3) ; search takes place between 250 m
and 10 000 m (0.14 NM and 5.4 NM).
- position (4) corresponds to the ground echo or «altitude leak» due to the diffuse lobes.
- area (5) is located outside the AIR-TO-AIR envelope.
- lock-on range with 80% success onto a 5-m2 target is located at (6) (< 7 km or 3.8 NM).
- lock-on range with 80% success onto a 2-m2 target is located at (7) « 5 km or 2.7 NM).
- the altitude trap (8) is 500-m (0.37-NM) wide.
- area (9) corresponds to altitude echo regulation.
(2) AIR-TO-SEA mode
In that operating mode, there is no search envelope limitation due to sea echoes.
The envelope is clear within the area located between 3 and 36 km (2-20 NM range). Tracking is
possible between 0.250 and 36 km (0.14 and 20 NM).
Lock-on range with 80% success onto a 3000-m2 target is 35 km (19 NM).
2- AIR-TO-AIR OR AIR-TO-SEA CONTROLS (Figure 9)
The AIR-TO-AIR and AIR-TO-SEA controls only differ according to the position of the range
selector (0-5 NM and 2-20 NM) on radar control unit 102A.
A - AIR-TO-AIR controls
AIR-TO-AIR control is ensured :

- by setting the «OFF-S-TR» switch on radar control unit 102A to «TR».
- by selecting 0-5 NM mode either :
- by hand switching the search range selector.
- or, automatically by depressing the AIR-TO-AIR gun button 37A.
- by depressing either :
- AIR-TO-AIR gun button 37A ; AIR-TO-AIR gun light 90A lights up.
- or, «550» pushbutton which lights up on armament control panel 2A.
The radar control unit indicator light lights up.

When 0.5 NM mode is selected, «limitation 1» and «limitation 2» signals are delivered to radar
nose cone 43S.
The 28 V AIR-TO-AIR voltage generated by making these selections prevents the 28 V
AIR-TO-GROUND signal from being transmitted to radar nose cone 43S by energizing relay K7 in radar
auxiliary unit 44S.
AG
AVIONS MARCEL -DASSAULT MIRAGE F
BREGUET AVIATION
Restricted MANUAL 14 43S
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altitude + 5V
Distance voltage
CO/?/?. 0/W Correct operation H réf. < 1500 ft . INTEGRATOR 1 INTEGRAT0R2l
o 28
Incorrect operation
1^~ MEMORY
LOAD
ACTUAL
ALTITUDE 45Z
Reset H
ALTITUDE
TELEMETRY
>\
inhibition 3.6 km
ref.
-V-
Failure
27
115R
A f =
250 ms
CONDITION DIFFERENCE]
I '^\X-L
H < 10000 ft
Altitude~\
SELECTION/
l_i Search .
&
>i General lock-out
:+ 26 V Non-
CAPSULE - Sea Y AGC Search stopping control ALTITUDE
regulated
912/1 GROUND
1V1
Limit. 2
& Ground 7] ACQUISITION
Presence _
TRAP
I?
+ 2SV -o-Hi- -o Tracking limit. 2 threshold Delay
17F W 912/2 \ 30
Y K 150 ms & CN
+ 15V* Limit. 26 V Non-regulated
1
(Return) CO 221 Control Light
ALTITUDE* 2?
CN Altitude trap logic C brightness LIGHTS
COMPARATOR- L AIR-to-
+ + 28 Vt K 39
H> 1500 ft LIMITATION Delay + 28V ground Service
H HZ AMPLIFIER 0,5 s 21
COMPARAT
X K10 Sea ref.
ALTITUDE
H> 5000 ft v V
_E Tracking inhibition
Ground j H< 10000 ft DISTANCE
U Ref. \ -«-- 28 V Filtered
CN
29R ref. * *Href. > 5000 ft
\
\Filter
Reset H
COMPARATOR
D < 250 m
Tc « H réf. < 5000 ft \50ms Confirm Memory] i\ n n

T
912/1
7777, I Il 800Hz
H > 5000 ft Confirm
threshold
comp._ ;! __
General lock' out (Inhibition
A
CM
CN
41S °~
38)C Reset H CO
A
I »
TRANSF. 312/2 Memory
-tLp- -th
HI
+ 28V Tracking >1 D
B
I
+ 2SV
1 °" A
+ 28 V Tracking
800Hz
return
+ 28V Limitation
+ 28V Limitation 2
1
+ * »» inhibition
2s :} To53S(14.7)
Service Kl
912/1
FIGURE 9 - RADAR OPERATION IN AIR-TO-AIR, AIR-TO-SEA

AE AND AIR-TO-GROUND MODES
2-119 FIGURE 9 2-119 FIGURE 9 2-119 FIGURE 9 2-119 FIGURE 9 2-119 FIGURE 9 2-119
01-78 Restricted
BREGUET AVIATION^ _
MIRAGE F
B - Air-to-Sea controls
The «OFF-S-TR» selector switch is set to «TR».
The search range selector is set to «2-20 NM».
Radar transmission is controlled as in the Air-to-Air control mode.
C - Generation of «Limitation 1» and «Limitation 2» signals
These voltages are generated as follows :

- «Limitation 1» signal :
- through the range selector set to «0-5 NM» in
AIR-TO-AIR mode
in radar auxiliary unit 44S :
- through the 28 V AIR-TO-GROUND voltage in AIR-TO-GROUND mode
- through the 28 V resetting voltage when radar lock-out button 47S is being depressed
for more than 1 second.
- through the 28 V TEST voltage during radar correct operation check.
«Limitation 2» signal :
- through the range selector set to «0-5 NM»
- through the «28 V TEST» voltage in radar auxiliary unit 44S, during radar correct operation
check.
In AIR-TO-AIR mode, the «Limitation 1» and «Limitation 2» signals are used for :
operation of AGC circuits :
-
- altitude AGC during search phase, when the altitude is lower than 10,000 ft
- ground AGC 1 during tracking phase.
- limitation of search and tracking distances between 250 m and 10 km (0.14 and 5 NM), through
distance comparator.
In AIR-TO-SEA mode, the absence of «Limitation 1» and «Limitation 2» signals allows :

- operation of SEA AGC circuit
-limitation of search distance between 3 and 36 km (1.7 and 20 NM) and tracking distance
between 250 m and 36 km (0.14 and 20 NM).
3 - SEARCH PHASE (Figure 9)
A Search principle
Target search is performed automatically.
When no video signal (radar echo) is present, the « selection -acquisition » circuit causes
integrator 1 to be inhibited.
Integrator 2 delivers a distance search sawtooth signal controlling the movement of two juxtaposed
gates IP1 and IP2 generated by the time modulator from the synchronizing circuit.
The gates explore the range toward increasing distances at a rate of 20 km/sec.
The search envelope is determined by sawtooth signal amplitude and duration. It depends on the
high and low references set on distance comparator.
AG
08 ~77 Restricted 2 "12°
BREGUET AVIATION
MIRAGE F
B - Search envelope
The search distance is controlled by the distance comparator.
This comparator is fed with the following .
- Operating mode information .

-28 V AIR-TO-GROUND
- Limitations 1 and 2
- 28 V tracking
- Configuration information .
Distance voltage
- Reset altitude voltage
- Ground AGC 2 signal level.
From the above data, it determines high and low references which, compared with the search
sawtooth signal amplitude, allows the search range beginning to be rapidly resumed through action on
integrator 2.
The ground AGC 2 limitation comparator allows the search range beginning to be resumed when
the signal level is higher than a limit reference (excessive number of ground echoes). This prevents main
lobe area to be scanned, which areas include an excessive number of echoes (especially at the end of the
range).
The following table allows the various search ranges to be grouped together in accordance with
radar operating mode .
REFERENCES
MODE ALTITUDE CONTROL SIGNALS
Low High
28 V limitation 1
250 m 3H + 1000 m
H < 10,000 ft 28 V limitation 2
(0.14 NM) (3 H + 0.5 NM)
28 V H < 10,000 ft
AIR-TO-AIR
28 V limitation 1 250 m 10 km
H > 10,000 ft 28 V limitation 2 (0.14 NM) (5NM)
AIR-TO- 3 km 36 km
Any None
SEA (1.7 NM) (20 NM)
AB
BREGUET AVIATION
C AGC (Automatic gain control)-TCG (Time-controlled gain) circuits
The AGC-TCG function groups five circuits and provides for gain regulation and correction at the
reception circuit IF amplifier.
The following table summarizes the operation of the various AGC circuits according to the type of
mission and radar operating phase :
0-5 NM RANGE 2-20 NM RANGE

Air-to-Air Air-to-Surface
Search Tracking Search Tracking
Noise AGC X X X
Signal AGC
Sea AGC X
Altitude AGC *
x Reduced action
Ground AGC 1
* Preponderant
Ground AGC 2 action
* *
Reduced TCG X X
TCG Not used in Air-to-Air and Air-to-Surface modes

The AGC circuits having a preponderant action during search phase are as follows :

- The noise AGC maintains a constant noise average power at receiver output when the receiver
gain varies. The acquisition sensitivity threshold is determined with respect to the noise level.
- The altitude AGC maintains, below 10,000 ft, the altitude echo amplitude (altitude leak) below
the noise level used as a reference for the presence and acquisition comparators.
- The ground AGC 2 maintains the large ground echo amplitude below the noise level used as a
reference for the presence and acquisition comparators.
A peak detector allows the level of the large ground echoes centered onto the first gate and aft of
the second gate to be detected from the video signal and from tracking pulses IP1-IP2 and recurrence
pulses IP3-5. The mean level value is used by the ground and sea AGC circuits for gain regulation.
The reduced TCG is used, together with the blanking circuit, to attenuate the spurious effects of
the pulse transmitted through reception circuits.
(2) AIR-TO-SURFACE mode :
- The sea AGC maintains large echoes (sea return) below the noise level used as a reference for the
presence and acquisition comparators.
- The reduced TCG performs the same function as in AIR-TO-AIR mode.
(3) The various switchings associated with the operation of the ground, sea and altitude AGC circuits
shown in figure 9 are tabulated hereafter :
AB
BREGUET AVIATION s^P^
H< 1,500 ft 1,500 ft< H < 5,(00 ft 5,000 ft < H< 10,000 ft H > 10,000 ft
Operating
Mode Circuits Control Circuits Control Circuits Control Circuits Control
phase
operated signals operated signals operated signals operated signals
28 V Limitation 1 28 V .imitation 1 28 V Limitation 1 28 V Limitation 1

28 V Limitation 2 28 V .imitation 2 28 V Limitation 2 28 V Limitation 2
Altitude AGC Altitude AGC H< 10,000 ft
Altitude AGC
Search H< 10,000 ft H< 10,000 ft Ground AGC 2 H> 1,500 ft
Ground AGC 2 Ground AGC 2 Ground AGC 2
H> 1,500 ft H> 1,500 ft H > 5,000 ft
H> 5,000 ft
AIR-TO-AIR
28 V Limitation 1 28 V (.imitation 1 28 V Limitation 1 28 V Limitation 1
28 V Limitation 2 28 V Limitation 2 28 V Limitation 2 28 V Limitation 2
Tracking Ground AGC 1 H< 10,000 ft H< 10,000 ft H < 10,000 ft H> 1,500 ft
Ground AGC 1 Ground AGC 1 Ground AGC 1
28 V Tracking H > 1,500 ft H> 1,500 ft H > 5,000 ft
28 V Tracking H> 5,000 ft 28 V Tracking
28 V Tracking
H< 10,000 ft H< 10,000 ft H< 10,000 ft H> 1,500 ft

Sea AGC Sea AGC Sea AGC Sea AGC
Search H> 1,500 ft H> 1,500 ft H > 5,000 ft
(2 gates) (2 gates) (2 gates) (2 gates)
H> 5,000 ft
AIR-TO-SURFACE
H< 10,000 ft H< 10,000 ft H< 10,000 ft H> 1,500 ft
Tracking
Sea AGC 28 V Tracking Sea AGC H^ 1,500 ft Sea AGC H> 1,500 ft Sea AGC H > 5,000 ft
(1 gate) (1 gate) 28 V Tracking (1 gate) H> 5,000 ft (1 gate) 28 V Tracking
28 V Tracking
AB
06-75 Restricted 2-123 2-123
BREGUET AVIATION,,,-*-.- ^ . . . .... IA , - _
4- TRACKING PHASE (Figure 9)
A Acquisition
The presence of the video signal is detected by the time discriminator.
When pulses IP1 and IP2 coincide with the video signal, two channels are used to work out the
sum or the difference of the fraction of the video signal contained in each gate.
The signals obtained on each channel have an amplitude and a width varying in accordance with
the relative position between echo and pulses.
When the difference information is nil, gates IP1 and IP2 are positioned on the echo.
The sum information is used by the tracking error circuits and the selection/acquisition circuit.
A limitation amplifier is provided at the selection/acquisition circuit input to prevent the circuit
from being disturbed by an excessive modulation of the sum signal. This amplifier is also intended to
attenuate the effect of spurious signals (jammers for instance).
Furtive signals, such as noise surges, are suppressed through 5-ms and 50-ms filters.
Should the signal be higher than the threshold value set on presence comparator, the latter delivers
1 50-ms delayed information used for stopping the search function.
Should the signal be higher than the threshold value set on confirm comparator, the latter delivers
a 0.5-s delayed information (the 2-s memory is used at lock-out).
The delayed information signals fed by the comparators cause the search function to be stopped
through the insertion of integrator 1 in the servo loop.
The search sawtooth signal fed by integrator 2 is stopped at the echo acquisition point.
The gates are then slaved to the echo position.
Tracking is performed by the time discriminator. It measures the difference between the moment
at which the echo appears and its original position. Such a value represents the distance acceleration.
The correction required to cancel such a difference is determined by the time modulator.
B Tracking envelope
The tracking distance is determined by the distance comparator, in the same manner as during the
search phase.
The new high and low references are fed through the «28 V Tracking» voltage.
The following table allows the various tracking ranges to be grouped in accordance with radar
operating mode :
AB
BREGUET AVIATION
MIRAGE F
REFERENCES
MODE ALTITUDE CONTROL SIGNALS
Low High
28 V Limitation 1
H< 10,000 ft 28 V Limitation 2 250 m 3H + 1,200 m
28 V H< 10,000ft (0.14 NM) (3 H + 0.6 NM)
28 V Tracking
AIR-TO-AIR
28 V Limitation 1 250 m 10 km
H > 10,000 ft 28 V Limitation 2 (0.14 NM) (5NM)
28 V Tracking
AIR-TO- Any + 28 V Tracking 250 m 36 km

SURFACE (0.14 NM) (20 NM)
C Lock-out
(1) Undesired lock-out
The 2-s memory of the selection/acquisition circuit allows tracking phase continuity to be ensured
whatever the video signal variations may be. However, the search function is resumed automatically in
the case where the echo disappears for more than 2 seconds.
When tracking is performed at a distance lower than 250 m (0.14 NM), the distance comparator
inhibits the presence comparator and the 2-s memory of the selection/acquisition circuit and starts the
search function again.
(2) Voluntary lock-out
Voluntary radar lock-out obtained by depressing RADAR lock-out button 47S for less than
is
1 second (relay K1 de-energized in RADAR auxiliary unit). This allows the radar to immediately
lock-out from the acquired target through inhibition of the 2-s memory. The search function is started
again towards increasing distances, from the former acquisition distance.
Depressing the RADAR lock-out button for more than 1 second controls altitude trap resetting
(See paragraph 5 : «Ground echo elimination»).
D AGC (Automatic gain control)-TCG (Time-controlled gain) circuits
The AGC circuits having a preponderant action during the tracking phase are as follows :

- Signal AGC, which allows the target echo mean amplitude to be maintained at a constant value at
receiver output.
- Ground AGC 1, which allows the large ground echo amplitude to be maintained below the noise
level (the regulation is performed within a video signal area located forward of the target echo).
(2) AIR-TO-SURFACE mode:

- Signal AGC
- Reduced TCG.
These two circuits perform the same function as above.
AB
BREGUET AVI ATlONêi-.- _-^ . ......... ,.
5- GROUND ECHO ELIMINATION
A Generation of reset altitude information
The reset altitude information is fed to the RADAR nose cone by the RADAR auxiliary unit.
This voltage is generated from the data supplied by radio-altimeter transmitter-receiver 102R and
air data computer 17F.
The deviation existing between radio-altimeter altitude and barometric altitude (baro-ground
deviation) is permanently memorized. Memory loading is enabled :
- if the radio-altimeter operates correctly
- if the radio-altimeter altitude is lower than 14,000 ft.
The reset altitude information fed to the RADAR nose cone is the barometric altitude corrected
for the baro-ground deviation. This information is the same as that supplied by the radio-altimeter :
- if the altitude is higher than 14,000 ft

- or if the radio-altimeter does not operate any longer (the reset altitude information fed to the
RADAR nose cone is the barometric altitude corrected for the last memorized deviation).
Depressing RADAR lock-out button 47S for more than 1 second allows the deviation existing
between the distance information fed by the radar and the barometric altitude information to be
substituted for the last memorized value, when radar lock-on is accomplished onto the altitude echo. In
that case, the distance voltage corresponds to the exact altitude value.
Manual resetting sequence takes place as follows :
As soon as the «28 V Throttle lever» voltage is present, the «28 V Lock-out» information is
transmitted to the RADAR nose cone where it allows the radar to either enter (lock-out) or remain
(confirm) in search mode.
One second later, the «28 V Resetting» information fed by RADAR auxiliary unit relay K1 allows
the following to take place :
- In RADAR auxiliary unit :
- Switching of «0-36 km (0-20 NM) distance» signal fed by the RADAR nose cone.
- Switching of a «reset altitude» voltage (varying exponentially with respect to time) so as to
perform search from 250 m to H km (0.14 to H NM) with «H» altitude increasing with respect to time.
- Transmission of a «28 V Limitation 1 » voltage to the RADAR nose cone, so as to assign the
250 m - H (0.14 NM - H) search envelope to the distance comparator.
Memory loading is enabled by the «28 V Tracking» voltage which is fed when radar lock-on is
accomplished onto the ground echo.
B - Altitude lower than 10,000 ft
The ground echo is regulated to a level located below the average noise level by the altitude AGC.
Such a regulation takes place during the search phase, within the 0-5 NM range (Air-to-Air mode).
The altitude AGC acts upon the ground echo level through a 300 m wide gate centered onto the
ground echo through the reset altitude information fed by the RADAR auxiliary unit.
This gate is generated by the altitude telemetry circuit.
At altitudes lower than 1,500 ft, the altitude AGC operates in open-loop mode. It regulates
according to the fixed reference.
AB
AVIONS MARCH DASSAULT _L^~ir5L
BREGUET AVIATION^___P3^_<g<C_.
MIRAGE
......... ,.
F
C - Altitude higher than 10,000 ft
(1) Search phase
The altitude trap circuit allows the selection/acquisition circuits to be inhibited within the
H - 250 m/H + 250 m (H - 0.14 NM/H + 0.14 NM) range through the «general lock-out» signal.
The altitude echo located within that range cannot be acquired.
The altitude trap circuit is inhibited in AIR-TO-AIR mode (0-5 NM range) at altitudes lower than
10,000 ft.
(2) Tracking phase
A «28 V Altitude trap» signal is transmitted to the sight when the tracked echo enters the altitude
trap.
Moreover, a signal is being transmitted to integrator 1 to reduce its pass-band, so as to prevent the
integrator circuits from being disturbed by the altitude echo.
The radar remains locked onto the tracked echo provided that the closing rate is equal to or higher
than 50 m/s.
6- DATA FED TO THE SIGHT
A Tracking error
The sum signal fed by the time discriminator is demodulated.
The frequency used is the same as the reception circuit sampling rate.
Such signals are adapted and then transmitted to the sight.
B Distance adaptation
The distance voltage available at the output of integrator 2 is adapted through two
cascade-connected amplifying stages before being transmitted to the sight.
The firing zone comparator allows the following to be fed to the sight :
- «D > Zg (gun firing zone)» distance information, generated during tracking phase within a 250 m
to 36 km (0.14 to 20 NM) range. During search phase, such a distance is fixed and equal to Zg = 3.6 km
(2NM).
- «D < Zg» distance information, generated during tracking phase when the fighter-to-target
distance is comprised within the firing zone (250 m to 3.6 km - 0.14 to 2 NM). It is equal to zero during
search phase or when the fighter-to-target distance is not comprised within the firing zone.
- «28 V D < Zg» signal, when the fighter-to-target distance is lower than or equal to the firing
zone.
- «28 V D < Zg + 2s» signal, delayed 2 seconds with respect to the «28 V D < Zg» signal. It allows
the elevation and azimuth data to be kept displayed on the sight head for 2 seconds after the fighter
enters the firing zone.
The closing rate information, which is available at the first integrator output, is adapted before
being transmitted to the sight.
The «28 V Altitude trap» signal is transmitted to the sight when the tracked echo enters the
altitude trap at an altitude higher than 10,000 ft.
AB
AVIONS MARCEL DASSAULT /^^/Al MIRAGE F
BREGUET AVI ATlONîF^^'^ iaamiiai i-
The RADAR auxiliary unit generates the 800 Hz audio signal (full wave rectification of 400 Hz
aircraft system voltage) from the «D > Zg» distance information. This audio signal indicates to the pilot
that the fighter-to-target distance is lower than 400 m.
C Utilization of data fed to sight
In AIR-TO-AIR and AIR-TO-SURFACE modes, the sight head displays the various data fed by the
radar in accordance with fire control system condition.
(1 ) Radar lock-on not accomplished
No data is used by the sight.
(2) Radar lock-on accomplished
- The «28 V Radar lock-on» information causes the triangular amber light to come on.
- The closing rate information is repeated by the fixed reticle servo-channel.
(a) D > Zg
-The fighter-to-target distance information is repeated by the fixed reticle heading/distance
servo-channel. This distance is displayed in nautical miles (NM).
- The elevation and azimuth target tracking error information signals are repeated by the Air-to-Air
reticle, with radar radio-electrical axis used as a reference.
(b) D<Zg
The «28 V D < Zg» information causes the following to take place :
- Illumination of firing zone green light.
- Switching of distance scale, hence indication of distance in hectometers (hm).
Two seconds later, target tracking error repetition is prevented by the «28 V D < Zg + 2s»
information.
The Air-to-Air reticle provides the firing corrections for :

D > 800 m : Firing corrections apply to a distance of 800 m (chopping taking place inside the
sight)
- 200 m < D < 800 m : Firing corrections vary in accordance with the fighter-to-target distance
information fed by the radar.
The red sequence light comes on when the target is being tracked in the altitude trap.
When the target leaves the altitude trap :

- the amber and red lights go out in the case of radar lock-out (loss of target)
- the red light (altitude trap indication) goes out in the case where radar lock-on is maintained.
While the target is crossing the altitude trap :

- The distance repeated by the heading/distance scale varies. It depends on the distance existing
when the target enters the altitude trap and on the closing rate memorized at that time.
- The closing rate is fixed and corresponds to the closing rate existing at the time the target entered
the altitude trap.
AB
BREGUET AVIATION
AIR-TO-GROUND MODE
(figure 9)
1 CONTROLS (Figures 5 and 9)

The AIR-TO-GROUND control differs from the AIR-TO-AIR control only as regards the control
of radar operation relay 45S.
This relay is energized from armament control panel 2A :
-either through the «RP A/G GUN - CLEAN - RET» AIR-TO-GROUND buttons when the
«MODE» selector on the bombing control panel 101 A is set to «EMG» or «AIDA».
- or through the «A/G GUN» button when the «MOV-FIX» selector switch is set to «MOV».
The search range selector on radar control unit 102A can be set either to «0-5» or «2-20».
When no Al R-TO-AI R control signal is being fed, radar auxiliary unit relay K7 is de-energized and
supplies the radar nose cone with a 28 V AI R-TO-G ROUND voltage and a «28 V limitation 1 » voltage.
2 - SEARCH PHASE
A - Search principle (Figure 10)
Search is performed in accordance with the same principle as for Al R-TO-AI R mode.
The search range is from 250 m to 15 km (0.14 to 8 NM) and the high and low limits are supplied
to the distance comparator through the 28 V Al R-TO-G ROUND and « limitation 1 » signals.
Lobe 1
y Beam axis or
radio-electrical axis
Lobe 2 Zero-modulation point
FIGURE 10 - UTILIZATION OF LOBES IN AIR-TO-GROUND MODE

AC
AVIONS MARCEL DASSAULTjL^^Ty^ MIRAGE F
BREGUET AVIATION^^P^^sf^ . ._....... ,.
The radar radiation beam illuminates a portion of ground. The radio-electrical axis along which
distance measurements are being performed is determined by the two lobes associated with the four
horns.
The video signal associated with ground portion S1 is assigned an amplitude modulation with a
zero phase. On the contrary, the signal associated with ground portion S2 is assigned an amplitude
modulation with a rr phase.
The modulation factor decreases as the distance to the radio-electrical axis decreases. It is equal to
zero when the elevation tracking error is equal to zero (point C).
B AGC (Automatic gain controD-TCG (Time-controlled gain) circuits
The «28 V Air-to-Ground» voltage is used to activate the TCG circuit.
It has a preponderant action during the search phase, over the whole «250 m to 15 km (0.14 to
8 NM)» range.
It allows ground echo dynamical characteristics to be reduced according to their distance. It exerts
its action in accordance with the synchronization rhythm and with a pre-determined function
depending on time. Therefore, ground echo dynamical characteristics are adapted to receiver dynamical
characteristics.
3- TRACKING PHASE
A Acquisition
Selection/acquisition and change-over to tracking mode take place when a portion of the search
gates coincide with a portion of the video signal.
The elevation deviation is used to slave the gates to the echo. As a matter of fact, it is necessary to
place the gates onto the zero-modulation point (point C).
The error voltage fed by the discriminator is replaced by the elevation demodulator output
voltage.
The elevation demodulator is fed with the video signal contained in the gates (sum signal).
When the modulation of the sum signal is equal to zero, the elevation demodulator delivers a zero
error voltage. The gates are then positioned onto point C.
In the case where the sum signal is modulated, the distance information available at the output of
integrator 2 is not the distance corresponding to point C. Thé elevation voltage gradient is then
inversely proportional to the distance. A multiplier is used to make this gradient constant and
independent of distance. The multiplier output voltage is applied at the input of integrator 1 and allows
the previously detected distance to be corrected. This new distance voltage allows the tracking gates to
be centered again and, therefore, the elevation voltage to be corrected, until a zero-modulation sum
signal corresponding to point C is obtained.
B Tracking envelope
The «28 V Tracking» voltage allows the distance comparator high reference to be increased up to
36 km (20 NM).
Tracking is possible within the 250 m to 36 km (0.14 to 20 NM) range.
C - AGC (Automatic gain controD-TCG (Time-controlled gain) circuits

The «28 V Tracking» voltage disconnects the TCG circuits. Only the signal AGC circuit has a
preponderant action. It allows the target echo mean amplitude to be maintained to a constant value at
receiver output.
AB
f
AVIONS MARCEL DASSAULT l_--->--"r'U
BREGUET AVIATION_x_c_ _^^
MIRAGE
.__...._.,_
F
4- DATA FED TO THE SIGHT
A Adaptation
The distance voltage is adapted at the output of integrator 2 through two cascade-connected
amplifying stages before being transmitted to the sight. This is the fighter-to-ground distance along
radio-electrical axis.
The elevation and azimuth voltages fed to the sight are equal to zero.
The firing zone comparator allows the following to be fed to the sight :
- «D > Zg» distance information, generated during the tracking phase within a 250 m to 36 km
(0.14 to 20 NM) range. During the search phase, such a distance is fixed and equal to Zg = 3.6 km
(2NM).
- «D < Zg» distance information, generated during the tracking phase when the fighter-to-target
distance is comprised within the firing zone (250 m to 3.6 km - 0.14 to 2 NM). It is equal to zero during
the search phase or when the fighter-to-target distance is not comprised within the firing zone.
- «28 V D < Zg» signal, when the fighter-to-target distance is lower than or equal to the firing
zone.
- «28 V D < Zg + 2 s» signal, delayed 2 seconds with respect to the «28 V D < Zg» signal.
The closing rate information, which is available at the first integrator output, is adapted before
being transmitted to the sight.
The «28 V Altitude trap» signal may be transmitted to the sight. Such a configuration is not
encountered during normal firing phase.
The RADAR auxiliary unit generates the 800 Hz audio signal from the «D > Zg» distance
information. This audio signal indicates to the pilot that the fighter-to-target distance is lower than
400 m.
B - Utilization of data fed to sight
In AI R-TO-GROUND mode, the sight head displays the various data fed by the radar.
(1 ) Radar lock-on not accomplished
No information is being used by the sight.
(2) Radar lock-on accomplished
- The «28 V Radar lock-on» information causes the triangular amber light to come on.
- The closing rate information is repeated by the fixed reticle servo-channel.
(a) D > Zg
The fighter-to-target distance along radio-electrical axis is repeated by the fixed reticle
heading/distance servo-channel. This distance is displayed in nautical miles (NM).
(b) D<Zg
The «28 V D < Zg» information causes the following to take place :
- Illumination of firing zone green light.
- Switching of distance scale, hence indication of distance in hectometers (hm).
AB
BREGUET AVIATION .<_£-
r_->-*V\l
. -~
MIRAGE F
POWER SUPPLY
(Figure 11)
1 - A/C POWER SUPPLIES

RADAR nose cone 43S is supplied with :
28 V DC power through the R2DC system, for radar readying,
-
- 1 1 5 V 400 Hz AC power (phases A, B and C) through the R2AC system, for the generation of the
various voltages required for radar operation.
All these voltages are filtered and protected through fuses.
Moreover, a phase and polarity detector circuit prevents radar operation to take place :
- if one of the three 115V 400 Hz phases is missing,
- if 1 1 5 V 400 Hz phase reversal is detected,
- if the 28LV DC power is missing or if its polarity is incorrect.
RADAR auxiliary unit 44S is supplied with 115 V 400 Hz power from the A/C system (same
source as for the RADAR nose cone).
Phases A and B are used to generate the following :

- 800 Hz audio signal (D < 400 m),
- + 5 V voltage, required for the altitude resetting circuit (memory loading enable).
These phases are protected through a fuse.
Phase C is not used.
2- RADAR INTERNAL POWER SUPPLIES
A RADAR nose cone
It is provided with various power supply assemblies required for operation.
(1) The general power supply circuits generate the following voltages from the 115 V 400 Hz power
fed by the A/C system :
+ 15V
-15V
+ 5V
+ 20 V
+ 8V
- 8V
- 28 V LO (Local oscillator)
+ 26VNR (Non-regulated).
AB
O6"75 Restricted 2-132
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Restr-icted MANUAL 14
S\j-0-
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FIGURE 11 -PO WER SUPPLIES
AD
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2-133 FIGURE 11 2-133 FIGURE 11 2-133
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MIRAGE F
Testing of regulated voltage is performed through the integrated test system.
The ± 15 V voltages are transmitted to the radar auxiliary unit for generation of the reset altitude
signal.
(2) From the 115 V/400 Hz aircraft power supply, the THT power supply generates the THT
voltages required for magnetron operation.
(3) The power supply proper to the sight adapter circuits generates the following voltages from the
115 V/400 Hz power:
- + 45V
- + 30V
--30V.
B Radar auxiliary unit
It generates the following voltages from the 1 15 V/400 Hz aircraft power supply :
- + 5 V required for altitude resetting circuits ; this voltage is transmitted to the radio altimeter
transceiver correct-operation relay,
- 800 Hz full-wave rectified voltage used for the «D < 400 m» audio signal.
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GROUND TEST
+28V Test control -\n ls
+ 28V Test
Power supply test
Reception test
Crystal test , 0.6 s 2s

\* *-
+ 28V Tracking
Tracking test n
Sight adapter
circuit test
+ 28V Transmission
tight
Transmission test r
1.3 s
AFC test ____T
Radar OK 1
Radar OK 2
Low altitude
Test light test
illumination
FIGURE 12 - TEST CHRONOGRAM

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INTEGRATED TESTS
(Figures 12 and 13)
The integrated test system allows the main circuits of radar nose cone 43S to be checked for
correct operation on the ground as well as in flight.
1 - TEST CONTROL AND SEQUENCING

A radar test sequence is controlled from the «TEST» button located on armament control
panel 2A. The button must be held depressed throughout the test sequence.
A Aircraft on ground
With the «OFF-S-TR» selector switch set to «TR» on radar control unit 102A (3-minute
preheating), radar transmission is prevented through U/C microswitch 9A.
The «TEST» button furnishes the 28 V TEST control voltage which energizes relay K9 located in
radar auxiliary unit 44S. The 28 V Transmission voltage is prevented from being applied.
One second later, radar auxiliary unit relay K1 supplies the 28 V TEST voltage causing the
following to take place immediately :
- following tests are triggered :
- power supply test
- reception test
- crystal current test
- a 2-km (6,600-ft) simulated altitude reference is sent to the altitude AGC circuit (relays K10 and
K12 energized and relay K11 de-energized).
The reception test simulates an echo due to a virtual target located 1 km (0.5 NM) from the radar.
The altitude AGC regulation, performed with respect to a 2-km (6,600-ft) reference, allows search,
acquisition and lock-on to be performed by the radar onto this virtual target :
- The tracking and then sight adaptation tests are triggered.
Once lock-on is accomplished, the radar operates in tracking mode. The 28 V Tracking voltage
allows the following to take place :
- in radar auxiliary unit :
- energization of relay K6 through an NO contact of relay K5.
de-energization of relay K9, allowing the 28 V Transmission control voltage to be
transmitted.
in radar nose cone, transmission of a 1-km (3,300-ft) simulated altitude reference intended for
low altitude circuit test.
The 28 V Transmission control voltage furnishes the 28 V Transmission light voltage through an
NC contact of relay K9 and an NO contact of relay K5. The 28 V Transmission light voltage allows the
following to take place :
- illumination indicator light on radar control unit 102A.
disabling of transmission prohibition due to U/C microswitch 9A and transmission of a 28 V
Transmission voltage to the radar nose cone.
AB
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FIGURE 13 - INTEGRATED TESTS

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___C-^~î-^ Restricted MANUAL 14
The radar transmits and allows the following tests to be performed :
- Transmission test
- AFC test.
The 1-km (3,300-ft) altitude simulation (K11 energized through + 28 V tracking voltage) allows
the 300-m (0.16-NM) gate associated with altitude AGC regulation to be centered onto the simulated
echo (range : 1 km - 0.5 NM). Regulation is then performed at a threshold lower than the acquisition
threshold.
Two seconds later, the tracking function is cut off by the selection/acquisition circuit memory,
therefore causing the «28 V tracking» voltage to be suppressed.
Should all tests be satisfactory, radar nose cone relay K13 is energized and enables the «28 V
radar OK 1» signal to be transmitted. The suppression of the 28 V tracking voltage causes relay K12
to become de-energized and allows the «28 V radar OK 2» signal to be transmitted to the light located
on the radar control unit (low altitude test satisfactory). This light comes on 3.6 seconds after the test
sequence is initiated.
NOTE : The test sequence can be performed in two steps :

- «S» position, up to sight adaptation test
- Then, it is necessary to select the «TR» position to complete the test sequence.
B - Aircraft in flight with U/C up

The «28 V test control» voltage obtained through the «TEST» position of the search range
selector allows the following to be performed :
- with radar transmitting : cut-off of transmission through energized relay K9 (radar auxiliary
unit),
- with radar lock-on accomplished : lock-out from tracked echo through de-energized relay K1
(radar auxiliary unit).
One second later, energized relay K1 generates the «28 V TEST» voltage and suppresses the 28 V
lock-out voltage.
The chronological sequence of tests is the same as with aircraft on ground.
The 28 V tracking voltage energizes radar auxiliary unit relay K6. De-energized relay K9 allows
the 28 V transmission voltage to be transmitted. Ground prevention relay 46S is not prevented from
operating by U/C microswitch 9A.
The light illuminates on the radar control unit 3.6 seconds after the test sequence is initiated, in
the case where all tests (including the low altitude test) are satisfactory.
2 - TESTS COMPLETED
The 28 V TEST voltage controls the following :
- Power supply test, which allows the ± 8 V, ± 15 V, + 5 V, + 20 V and - 28 V LO regulated
voltages to be checked for absence of short-circuit.
- Reception test, performed by means of the test oscillator which simulates an echo due to a
virtual target located 1 km (0.5 NM) from the radar. The level of the video signal detected through a
peak detector is then compared with a reference.
-Sum mixer crystal current test, which allows the crystals and local oscillator to be checked for
correct operation. Should the currents show an unbalance of more than 50%, or should their value be
lower than 50% of normal value, the test is considered unsatisfactory.
- Tracking test, which allows the search (duration __ 0.6 sec), selection and acquisition phases to be
performed using the simulated echo. The test result depends on the comparison between distance
voltage and two references : 900 m (0.49 NM) and 1 100 m (0.59 NM).
- Sight adaptation test, which is enabled by the tracking test satisfactory signal and which allows
the repeated distance information to be checked for correct value with a tolerance of ± 100 m
(0.05 NM).
AF
08 -^ Restricted 2 "138
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^Cf^^^^y Restricted MANUAL 14
The other tests are dependent on the 28 V tracking voltage obtained through simulated echo
acquisition :
-transmission test, which allows the microwave pulse for presence and correct level at the
magnetron by analyzing the magnetron mean current. The «Ph 1 transmission» signal is used to check
that the 28 V transmission signal is present.
- AFC test, which allows the circuit servo loop to be checked by analyzing the error signal fed by
the discriminator.
The low altitude test is performed in two steps :

- prior to tracking test : Fictitious echo acquisition is enabled through the simulation of a 2-km
(6,600-ft) reset altitude, provided that the circuit operates correctly.
- after application of 28 V tracking voltage : The altitude AGC regulation gate is centered onto the
simulated echo through the simulation of a 1-km (3,300-ft) reset altitude. Regulation then takes place
at a level lower than the acquisition threshold of the selection/acquisition circuit. After the 2 -second
memory is triggered, the search-tracking circuits are switched over to search function and cause the
28 V tracking voltage to be suppressed.
Should all tests prove satisfactory, the seven failure indicators remain white and the light
illuminates on the radar control unit.
3 - TEST RESULT DISPLAY
The results of the seven tests are displayed through failure indicators (magnetic indicators) :
- power supply . «ALIMENTATION - POWER SUPPLY»

- transmission «EMETTEUR - TRANSMITTER»
-AFC «CAF - AFC»
- reception «RECEPTEUR - RECEIVER»
- tracking «POURSUITE - RANGE TRACK»
- sight adaptation «DISTANCE VISEUR - HUD RANGE»
- crystal currents . «I.XTAL».
The low altitude test result is not displayed. This test circuit controls the illumination of the light
on radar control unit 102A.
Any unsatisfactory result is indicated by the corresponding magnetic indicator showing black
color. Any satisfactory result is indicated by the corresponding magnetic indicator showing white color,
which result is memorized when the «28 V radar OK 2» signal is not being applied. Magnetic indicator
resetting is performed by means of the «RAZ TEST - TEST RESET» button located on the equipped
door. If the 28 V radar OK 2 signal is applied, the radar is considered satisfactory and the lights are
recycled through the search range selector in «TEST» position.
Certain test circuits are interdependent :

-should the power supply test prove unsatisfactory, all the other magnetic indicators show white
color,
- should the transmission test prove unsatisfactory, the AFC test magnetic indicator shows white
color,
- should the 28 V transmission command be not applied, the AFC test magnetic indicator shows
black color as long as the AFC test result is not transmitted,
- should the reception test prove unsatisfactory, the tracking and sight adaptation test magnetic
indicators show white color,
- should the tracking test prove unsatisfactory, the sight adaptation test magnetic indicator shows
white color.
AG
0877 Restricted 2 139
AVIONS MARCEL DASSAULT r_->''irVv MIRAGE F
BREGUET AVIATION ^^=3^ >_fÔ __a-.miai i_
RADAR SYSTEM TROUBLE SHOOTING
1 - SCOPE
This operation is intended to detect defective equipment items with means proper to the units
themselves.
For any anomaly reported by the pilot, the mechanic will confirm the failure (through brief
check) by trying to restore the flight conditions :
A - If anomalies reported by the pilot cannot be confirmed, use the SDAP (see 10-1) in accordance
with the programme described in the following charts.
B - Should anomalies be confirmed, follow the procedure described in the charts hereafter.
2- TROUBLE SHOOTING
Trouble shooting procedure is indicated in the following charts.

When the SDAP is required for trouble shooting, the charts show the number of programme to be
followed (see 10-1 for preliminary steps and procedure).
AA
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CONFIRMATION ISOLATION BY THE MECHANIC CHECK AFTER REPLACEMENT ISOLATION

SYMPTOM BY THE
Failure
Procedure Trouble shooting Procedure Result SDAP
reproduced
Radar system does not - Supply the aircraft with electrical yes Check fuse breakers 41 S and 42S and fuses in
start up. power radar nose cone 43S No more failure A/C
- Start the sight serviceable
- Start the radar system. Failure subsists P- 3
no P 3
Other symptoms P 3
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1 1
REMOVAL AND INSTALLATION OF RADAR NOSE CONE
A Standard tools
- Torque wrench kit - 0 to 3 m.daN (0 to 22 ft.lb).

- Accessory kit for 0 to 3 m.daN (0 to 22 ft.lb) torque wrench.
- Radar nose cone hoisting crane 23723 and dynamometer

- Radar hoisting bar.
2- MATERIALS
-Oil AIR 1504.
- Remove tip cone (See 14-2).
4- REMOVAL
Disconnect the following :

-
- both coupling connectors
- coaxial connector.
- Position the hoisting crane, fitted with its dynamometer and hoisting bar, so as to engage the
hoisting bar on the radar.
- Remove the pip-pin from the hoisting bar.
- When the hoisting bar is in position, reinstall the pip-pin so as to secure the hoisting bar to the
radar nose cone.
- Select 29.5 daN (66 Ib.wgt) on the dynamometer by lifting the crane jib.
- Successively loosen the two lower and then the two upper screws attaching the radar to frame 1 .
- Clear the radar forward, being careful to avoid lateral swinging.
- Move the crane forward and lower the hoisting bar onto the ground.
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' _ Restricted MANUAL 14
5- INSTALLATION
- Clean (dry cleaning) and slightly oil the four radar attaching screws.
- Offer the radar mounted on its handling device, being careful to avoid lateral swinging as much as
possible.
- Position the radar against frame 1 . Maintain a dynamometer tension of 29.5 daN (66 Ib.wgt). Fit
the screws and torque them to 2 m.daN (15 ft.lb), starting with the upper screws.
- Relieve dynamometer tension.
- Remove the hoisting bar.
Connect the following :
- both coupling connectors
- coaxial connector.
6- FINAL STEPS
- Perform radar system brief check.

- Reinstall the tip cone (See 14-2).
AB
AVIONS MARCEL DASSAULT£__^>-^r^l MIRAGE F
BREGUET AVIATION^X-joPI^-^4^ . 11 -
A k. iA I
^-£-<C:X Restricted MANUAL 14
1 1 1
REMOVAL AND INSTALLATION OF TIP CONE
A Standard tools
- Torque wrench kit - 0 to 3 m.daN (0 to 22 ft.lb)

- Accessory kit for 0 to 3 m.daN (0 to 22 ft.lb) torque wrenches.
B Spares
- O-ring
2- MATERIALS
-Grease AIR 4210.
- Remove the pitot head forward fairing and slide it slightly forward along the pitot head.
4- REMOVAL
- Remove the nine screws attaching the tip cone to frame 1 .

- Hold the tip cone with both hands.
- Remove the tip cone and place it in a clean place with its tip directed upwards.
5- INSTALLATION
Replace the seal ring (smear it with grease and position it carefully).
- Take the tip cone and offer it before frame 1 .
- Make sure that the nine screw seals are in good condition. Replace them if required and smear
them with grease.
- Torque the attaching screws to 0.58 m.daN (4.3 ft.lb).
6- FINAL STEPS
- Reinstall the pitot head forward fairing (See 03-0).
AA
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MIRAGE F
CLOSING OF TIP CONE ACCESS DOOR
A Standard tools
- Torque screwdriver - 0.50 m.daN (3.7 ft.lb).
2- MATERIALS
- Silicone compound S14.
3- SEAL CHECK
-Before closing the door, check that .

- the seals fitted under the screw heads are actually installed and that they do not separate
from the screw heads. Replace them, if required.
- the door seal does not separate from the door. If the door seal is damaged, perform tip cone
access door seal replacement (See 14-2).
4- DOOR CLOSING
-Slightly smear the self-retaining screw seals with silicone compound.

Screw and lock the seven self-retaining screws in the order indicated by the arrows in the
-
following diagram. Torque them to 0.25 m.daN (1.85 ft.lb).
AA
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BRIEF CHECK OF RADAR
1 - SCOPE
This operation is intended to :
-check the radar system for correct operation after component installation or long aircraft unser-
viceability time,
- provide indications for trouble shooting, if applicable.
It can be performed with nose fairing removed.
- Ground ventilation unit CPV 13
- Ground firing shunt
CAUTION :
MTjVt THE AIRCRAFT TO A CLEAR AREA AND TAKE ALL SAFETY MEASURES RELA¬
TIVE TO PERSONNEL PROTECTION (see 01-0). '
CAUTION :
TAKE ALL SAFETY MEASURES RELATIVE TO OPERATIONS PERFORMED ON OPE¬
RATIONAL SYSTEMS ASSOCIATED WITH RADAR SYSTEM (see 14-0).
- Install the ground firing shunt.
- Connect and start the ground ventilation unit.
- Connect the external power receptacle and energize the aircraft systems.
- Start the sight system (see 14-3).
- On radar control unit 102A :
- set «OFF-S-TR» selector switch to «S»,
- test the indicator light with the «LT» button.
4- PROCEDURE
- Select the AIR-TO-AIR GUN mode and set the «MODE» selector switch to «AIDA».
- On radar control unit 102A, set «OFF-S-TR» selector switch to «TR».
- Three minutes after selecting «S» on the radar control unit, the amber indicator light of this
unit comes on.
- Set the search range selector switch to «TEST» and hold it in that position during the whole
duration of the test.
- After one or two seconds :
- the triangular amber indicator light illuminates on the sight head,
- the green sequence indicator light illuminates,
-the heading-distance scale reads «10 hm», then returns to the value set on the manual
distance selector unit,
- the closing rate scale reads up to «700 kt» then returns to zero.
- The radar control unit indicator light goes out during the test sequence, then comes on again
after approximately 2 s if the radar is in operating condition.
- Release the test selector. The radar control unit indicator light remains on.
NOTE : If the indicator light remains out after the test sequence :
-open the door giving access to the radar integrated test systems,
- check the failure indicators.
5- FINAL STEPS
- Cancel the AIR-TO-AIR GUN mode.
- Stop the sight system.
- On the radar control unit, set «OFF-S-TR» selector switch to «OFF».
- Cut off the external power supply and disconnect the receptacle.
- Stop and disconnect the ground ventilation unit.
- Remove the ground firing shunt.
AB
AVIONS MARCEL DASSAULT/L_J_>_ir_JL MIRAGE F
breguet AviATiON^gg^^ Restricted MANUAL 14
REPLACEMENT OF TIP CONE ACCESS DOOR SEAL
1 - SCOPE
This operation describes the procedure to be followed for replacing a damaged tip cone access
door seal on aircraft.
A Spares
Door seal.
3- MATERIALS
-Cement EC 1022
- Methylethylketone
- Trichlorethylene.
4- PROCEDURE
- Remove the damaged seal from the door.

- Clean the seal bearing surface with methylethylketone.
- Allow to dry for 20 minutes in ambient air. Protect from dust.
- Clean the new seal with trichlorethylene and allow to dry for 20 minutes in ambient air. Protect
from dust.
- On the door, apply the cement on the seal bearing surface. Leave in ambient air and allow
20 minutes to elapse. Protect from dust.
- Apply the cement on the seal itself. Allow 5 minutes to elapse.
- Bring the two surfaces coated with cement into contact and close the access door (See 14-2).
- Allow 24 hours to elapse (curing cycle time).
AA
AVIONS MARCEL OASSAXM L^-^r\K MIRAGE F
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SECTION 3
SIGHTING SYSTEM
TABLE OF CONTENTS
Page
3-0 GENERAL
- Sighting system - Principle 3-001

- Installation in aircraft 3-124
-Sight system 3-130
- Laser range finder 3-145
- Bombing computer 3-1 56
- Operating modes 3-164
- Sight controls and logics 3-180
-AIR-to-GROUND mode 3-183
- Al R-to-AI R mode 3-186
- Navigation and approach modes 3-188
- Sight camera 3-191
3-2 FAILURES
- Sight system trouble shooting 3-201

- Removal and installation of sight head 3-301
- Removal and installation of sight head support 3-302 H
- Removal and installation of sight camera 3-303
- Removal and installation of laser head 3-304

- Check of sight head silicagel See 02-9
-Sight system brief check 3-502
- Sight head reticle brightness check 3-506
-Sight camera brief check 3-507
- Overall inspection of sight camera system 3-508B
- Checking sight camera control unit 3-508H
- Checking sight camera 3-508M
- Checking sight camera photo-electric unit 3-508T
- Sight unit harmonization check 3-509
Harmonization of the sight head support 3-51 1 F
- Sight camera support harmonization check 3-513
- Laser telemeter brief check 3-51 4
- Laser telemeter shooting test 3-515
- Laser head harmonization check 3-516
- Laser head harmonization 3-51 7
- Setting laser electronic unit power switch 3-519
- Overall check of laser window demisting system 3-520
3-8 REPAIR
- Replacement of fixed reticle iodine lamp box 3-801
- Replacement of fixed reticle indicator lamp box 3-802
- Replacement of moving reticle iodine lamp box 3-803
- Replacement of Air-to-Air reticle iodine lamp box 3-804
- Replacement of sight head silicagel 3-805
- Replacement of laser electronic unit desiccator cartridge 3-805M
- Repair of sight head aircraft support 3-806
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F
LIST OF FIGURES
Figure No. Page
1 SIGHT SYSTEM SCHEMATIC 3-003

2 SIGHT CAMERA SCHEMATIC 3-006
5 SIGHT HEAD AND CAMERA 3-123
6 SIGHT HEAD ATTACHMENT 3-125
7 LASER HEAD ATTACHMENT 3-126
8 DEMISTING UNIT PRINCIPLE 3-128
9 FIXED RETICLE 3-131
10 AIR-TO-AIR RETICLE 3-132
11 MOVING RETICLE 3-133
12 OPTICAL SYSTEM 3-134
13 FIXED RETICLE SYSTEM 3-135
14 GYRO SYSTEM 3-136
15 MOBILE RETICLE SYSTEM 3-137
16 BRIGHTNESS CONTROL CIRCUIT 3-138M
16M SIGHT FUNCTIONAL DIAGRAM 3-140
17 AIR-TO-AIR GUN FIRING CORRECTION SCHEMATIC 3-142
17M SIGHT POWER SUPPLY PRINCIPLE 3-144R
18 AIRCRAFT CIRCUITS AND LASER ELECTRONIC UNIT 3-146
19 LASER HEAD CIRCUITS 3-147
20 STARTER SEQUENCE 3-153
21 BOMBING COMPUTER INTERNAL LAYOUT 3-157
22 BOMBING COMPUTER SCHEMATIC 3-159M
23 BOMBING COMPUTER POWER SUPPLY SCHEMATIC 3-163M
24 DISPLAY IN CLEAN BOMB-AUTOMATIC FIRING MODE 3-165M
25 DISPLAY IN CLEAN BOMB-GUN-ROCKET-MANUAL FIRING MODES
(RANGE FINDING + TRIANGULATION AND «AIDA») 3-167M
26 DISPLAY IN RETARDED BOMB MODE - AUTOMATIC AND SEMI-AUTOMATIC
FIRING 3-169M
27 DISPLAY IN AIR-TO-AIR GUN MODE 3-174M
28 DISPLAY IN AIR-TO-AIR MISSILE CLOSE-COMBAT MODE 3-175M
29 DISPLAY IN NAVIGATION MODE 3-176
30 DISPLAY IN APPROACH MODE 3-177
31 SIGHTING SYSTEM SWITCHING 3-180M
31M MOVING RETICLE SERVO CHANNEL 3-183M
32 AIR-TO-AIR RETICLE SERVO CHANNEL 3-184M
32M FIXED RETICLE SERVO CHANNEL 3-185M
33 SIGHT CAMERA OPERATION 3-192
34 SIGHT TESTING DISPLAYS 3-503
34M SIGHT CAMERA INSTALLATION CHECK 3-508D
35 SIGHT HARMONIZATION 3-510
35M LASER HEAD HARMONIZATION 3-518
35R REPLACEMENT OF FIXED RETICLE LIGHT BOX AND OF INDICATOR LIGHTS . 3-802
35S REPLACEMENT OF MOVING RETICLE LIGHT BOX 3-803
35T REPLACEMENT OF AIR-TO-AIR RETICLE LIGHT BOX 3-804
35U REPLACEMENT OF SIGHT HEAD SILICAGEL 3-805
36 AIRCRAFT SUPPORT REPAIR 3-807
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MIRAGE F
SIGHTING SYSTEM - PRINCIPLE
1 - SCOPE
The sighting system is intended to generate and display to the pilot the various firing and bombing
data required to fire or release the weapons carried by the aircraft.
The following functions can be performed through the sighting system :
A- AIR-TO-GROUND functions
The fire control system furnishes the target approach data as well as the signals and sequences
required for weapon release or firing.
The firing or release modes are as follows :

- Automatic firing (telemeter + triangulation, telemeter or triangulation position) for clean bombs
and retarded bombs.
Manual firing (telemeter + triangulation, telemeter, triangulation, AIDA or emergency position)
for clean bombs, guns or rockets.
- Automatic firing (initial point position) or semi-automatic firing for retarded bombs.
B- AIR-TO-AIR functions
(1) AIR-TOrAIR GUN mode
The approach navigation can be performed with or without the radar.

The sight operates as a direct-vision sighting unit and firing is performed manually, after
stabilization of the sighting line, through a firing reticle materializing the firing corrections.
(2) AIR-TO-AIR missile mode
The approach navigation is performed with or without radar display and firing is performed
manually.
C- NAVIGATION function
Flight and navigation data are displayed to the pilot by the sight.
D - APPROACH function
Visual landing data, displayed to the pilot by the sight, are superimposed on runway perspective
view.
AD
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BREGUET AVIATION
MIRAGE F
2 - SYSTEM COMPONENTS (Figure 1)
A Main components
(1) Sight head 34 A
Located at the instrument panel top part, the sight head is used to form images by means of
reticles, which images are collimated to infinity and superimposed on landscape through a
semi-reflective glass.
This sight head essentially consists of the following :

- optical system
- reticle mechanical assemblies
- rate gyro assembly, used in Air-to-Air, navigation and approach modes.
(2) Sight electronic unit 35A
The sight electronic unit performs electrical connections between sight and various A/C equipment
items. It also performs the following functions :
- switchings corresponding to selected function,
- adaptation of various data received,
- computation of firing corrections in Air-to-Air gun mode,
- generation of electric signals required for sighting mark motions,
- generation of power supply voltages intended for sight head, manual distance selector unit,
associated units, etc.,
- generation in automatic mode of release signal which is routed towards the bomb release circuits
through relay 26A,
- generation of distance resetting signals intended for bombing computer 23T and laser electronic
unit 34T, as well as of elevation and azimuth tracking error signals intended for laser electronic
unit 34T.
(3) Bombing computer 23T
It computes the following :

- projectile range as per projectile charge parameters and as per parameters fed by other NWS
components (associated units),
- remaining aircraft-to-target distance, from distance information obtained through laser telemetry,
triangulation or initial point functions,
The computer generates the following from projectile range and remaining distance data :
- sequence signals intended for the sight head,
- release signals, in automatic firing mode.
Depending on the weapon(s) used and on the firing mode and phase, the gravity correction (which
is represented by the moving reticle) may be variable or fixed and may represent the following
- a fixed sighting mark, representing the laser shooting axis,
- a gravity correction, generated by the bombing computer or set manually by the pilot and
corresponding to the corrections indicated on firing tables.
- a variable sighting mark, representing the point of impact of the projectile at any moment.
AD
0977 Restricted 3 °02
BREGUET AVIATION 43S
Restricted MANUAL 14 Distance resetting r Distance signals DC < D < DC
Closing rate signal 445
Phase A Elevation and azimuth tracking errors
39A
Phase 102R Altitude indicator lights + 28 V Transmission RADAR
B
-fff >- To sight electronic unit 35A RADIO ALTIMETER RADAR
+ 28 V Radar lock-on NOSE AUXILIARY
Phase C 56A
Dror True Course + 28 V D <Zg (distance) UNIT
ST -Min. D-Cos R
0 -
Drift validity
CONE 4
Phase A 103F + 28 V D<Zg (commands)
*^
21T NAVIGATION
Clean bomb automatic firing D< Do + 28 V Altitude trap
4_.
03 Phase B COMPUTER Close combat A/A
-fff To bombing computer 23T (Armament control panel) Reliability 37A
Phase C
1»-
H > 6,900 m from 102R " H
MISS, firing circuit
r i 55A
^ H 17F from 17FJ Resetting unit 25T
-4 +28V
Phase A 31T
Vs
AIR DATA H <>- LASER electronic unit 34T
POWER SUPPL Y TAS
Phase B To laser electronic unit 34T COMPUTER HH" Sight camera
Phase C #- -# HP1-HP2 switching
Sight operation
34T 23T V V v V V
U U V
_*. H > 6,900
Release minus 2 sec. signal 35A A/A GUN selection
BOMBING COMPUTER
SIGHT ELECTRONIC UNIT
Release signal A/A GUN suppression
35T Safety signal 34A
Distance too short signal
i
LASER HEAD « »
LASER ELECTRONIC Distance
#
.0
c
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Range envelope entry signal
Remaining distance
i i _>
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Gravity correction
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GYRO PLATFORM
iOA
22T 27F 112F H
4/ _^. To bombing computer 23T ELECTRONIC
UNIT
PITCH
SYNCHRO
AMPLIFIER
c MANUAL
DISTANCE
SELECTOR
38A Power supply GS 19F 14F 11F -Q UNIT
->- To operation relay 52A
5/(7/7 f 35A *- CO
2
from ROLL
- To distance resetting button 55A 25A INCIDENCE a/ INCIDENCE cc Alimentation 25A
INDICATOR PROBE SYNCHRO
- 7~o s/flr/jf electronic unit 35A AMPLIFIER 29F 26A
INTERVALOMETER
25T v
32T V V V
7 21A
MAGNETIC
->. 7b laser range finder power supply 34T
BOMBING RESETTING
UNIT
a7
N 15F
28V
MONITORING
UNIT
* c^
+ 28V»-
41
+ 28V
134F
126F from 52A >- ^
Mode selection 2A
+ 28 V incidence information c
O
26V To23T
Ref. To bombing computer 23T Armament selection Armament selection
REGULA TED 26 V .»;.
Moving target A/G GUN selection "^
101A ->- Sight camera
26V A/A GUN suppression
TRANSFORMER ARMAMENT
-+. To sight electronic unit 35A CONTROL PANEL Auto
Ref.
:} BOMBING CONTROL AIR-to-GROUND 28 V Bombs
t v
PANEL Initial point 28 V Sight
FIGURE 1 - SIGHT SYSTEM SCHEMATIC

AF
09-77 Restricted 3-003 FIGURE 1 3-003 FIC7URE 1
3-003 FIGURE 1 3-003 FIGURE 1 3-003
BREGUET AVIATION _-<!£-_--£.- àâamiiai i-
(4) Laser telemeter

When fed with a pilot's command, the laser telemeter measures with accuracy the distance
between the aircraft and a ground target, such an information being intended for the bombing
computer.
It consists of the following :

(a) Laser head 35T, which is the main transmission-reception component. The transmission beam axis
is slaved to sighting axis (materialized by the moving reticle of sight head 34A).
(b) Laser electronic unit34T, which is used for laser head preparation and operation.
(5) Manual distance selector unit 10A
This unit supplies electronic unit 35A with the distance information selected by the pilot and used
for firing corrections in AIR-to-AIR GUN mode.
(6) Bombing reset control unit 25T
This unit allows the following to be performed :

- setting of target altitude difference,
- setting of initial distance (Do) with respect to a known reference point (case of resetting through
initial point),
- altitude resetting through radio-altimeter and transmission of «reset altitude» signal.
(7) Distance reset button 55A
This button is used for distance resetting.
B Associated units
(1) Radio-altimeter
Radio-altimeter transmitter-receiver 102R supplies height information (h) to bombing
computer 23T and sight electronic unit 35A.
(2) Navigation computer 103F

This computer supplies electronic unit 35A with drift (X) or course deviation (. -True course)
information, and bombing computer 23T with «speed on trajectory» and approach envelope (D min.)
information.
(3) Air data computer 1 7F

This computer supplies electronic unit 35A and bombing computer 23T with pressure altitude (H)
information, and bombing computer 23T with true airspeed (TAS) and vertical speed (Vz) information.
(4) Gyro assembly

This assembly supplies pitch (P), roll (R) and heading (GMH, EGMH and MH) information to sight
electronic unit 35A. It supplies pitch (P) information only to bombing computer 23T.
(5) Incidence probe and indicator

Incidence probe 14F supplies sight electronic unit 35A and bombing computer 23T with local
incidence information. When such an incidence information is used by the sight, the incidence
information is then fed by incidence indicator 19F.
(6) Radar
It supplies the aircraft-to-fighter (Air-to-Air interception), aircraft-to-target (tactical support),
closing rate and target tracking error (with respect to aircraft) information, as well as the various
sequence signals associated with the system.
AE
AVIONS MARCEL DASSAULTJL^>^r^JL
BREGUET AVIATION^S53,--^--.
MIRAGE
.._,,
F
«a
C General controls
(1 ) Armament control panel 2A
It mainly ensures :
- selection of armament type (bombs - A/G guns - rockets - A/A missiles),
- selection of bomb release mode (manual or automatic).
(2) Bombing control panel 1 01 A
It mainly accommodates the distance computation mode selector (LASER + triangulation,

LASER, triangulation, initial point, radar, emergency).
(3) Throttle lever
It is provided with A/A GUN mode control button 37A.
(4) A/A GUN mode cancel button 56A

(5) Intervalometer 25A is provided with the bomb type selector (clean bombs - retarded bombs).
Access to that control can be gained on ground only.
D Signt recorder (figure 2)
Characteristic sighting images and firing sequence can be recorded by means of camera 40A which
is installed on sight head rear face through an attachment system which can be harmonized.
This camera is associated with photo-electric unit 41 A providing constant film luminosity and with
control unit 42A containing the various servo-mechanisms and connecting the camera to the photo¬
electric unit and to A/C systems.
The camera control is function of :

- the armament selected,
- the firing/release mode.
The sight recorder is provided with an overrun device allowing shooting to be prolonged by 0, 2, 5
or 40 seconds after firing/release is completed.
A test device placed on the camera enables to check the sight recorder.
AE
BREGUET AVIATION .ôF3
) MIRAGE F
4 1A PHOTO-ELECTRIC
35A 34A UNIT
38A 55A OFF
A
-A_p- 52A O-i
ON
-Hh-
-sr
SIGHT OPERA TION ELECTRONIC SIGHT
RELAY UNIT HEAD
_. 9A U/C
'£ I MICROSWITCH
-o\_p f o< O t f
FLIGHT
8A
T^__£T
GROUND FIRING CONNECTOR
(with shunt)
CONTROL 2A ARMAMENT CONTROL PANEL

STICK
HANDGRIP AIR-TO-AIR missile
selection
21A
A/AMISS
Bomb selection
Bomb/rocket/missile
firing button CLEAN
ROCKET
selection
** R.P.
- Firing circuits
FIGURE 2 - SIGHT CAMERA SCHEMA TIC

AK
AVIONS MARCEL DASSAUir/LJÂi
BREGUET AVIATION ^jJ^^-gÔ
MIRAGE F
___C2-^^*2_s, Restricted MANUAL 14
3 - INSTALLATION IN AIRCRAFT
A - Sight head support
This support allows the sight head to be rigidly attached and accurately positioned onto A/C
structure. Moreover, it allows the sight head to be replaced without requiring harmonization to be
performed.
B Laser telemeter
(1 ) Laser head harmonization
The Laser sight head is attached to an A/C support which is harmonized with respect to the A/C.
This allows the Laser head to be replaced without requiring any new adjustment to be performed.
(2) Air conditioning
The Laser head compartment is ventilated through the A/C air conditioning system. The window
which is located at the compartment front part is heated electrically. Temperature control is performed
by a temperature controller.
4 - MONITORING AND TEST
A - Sight
The sight is provided with a test device presenting the reticles corresponding to the selected
function (AIR-to-AIR, AIR-to-GROUND, navigation or approach function) in characteristic positions.
B Bombing computer
The bombing computer is provided with a self-monitoring device solving a test problem each time
a computing cycle is taking place. The test result is- displayed through a light located on bombing
control panel 101 A.
C - Laser telemeter
The Laser telemeter is provided with a permanent self-monitoring device (deflector servo-systems
and power supplies). The test result is displayed through one of the sight head indicator lights.
A test device which can be controlled manually on the ground or in flight is provided for testing
main telemeter components. The test result is displayed on bombing control panel 101 A.

ssauit£V_L
AVIONS MARCEL DASSAULT J_
BREGUET AVIATION^-.!533
MIRAGE F
DESCRIPTION - OPERATION
TABLE OF COMPONENTS
Layout See Figures 3, 4 and 5
Location Doc.
Access Door No.
ARMAMENT UNIT (See 16-0) Equipment

bay
It contains the electrical sub-assemblies associated with 13-00
armament and sight system.
FRONT JUNCTION UNIT (See 16-0) Nose cone

P4.06
It contains the sight camera installation sub-assemblies.
2A ARMAMENT CONTROL PANEL (See 14-1) Cockpit

(RH
The armament control panel provides the following for the console)
sight system :
- armament selections through buttons (20)
- bomb mode through «CLEAN-RET» button.
Note : the only range related to CLEAN or RET
selection on intervalometer 25A will come ON.
- Air-to-Air missile mode through «550» button
- Rockets mode through « RP» button
- Air-to-Ground mode through «A/G GUN» button.
The navigation function selection is obtained when none

of the buttons is depressed.
Pressing two or more buttons simultaneously is prevented
mechanically.
- preparation of Air-to-Air missiles by switch (13)
marked «550» is indicated by indicator light «armament
ready» attack phase (on sight head).
- firing mode selection of Air-to-Ground gun by switch
(12) marked «FIX-MOV» according to whether the ground
target is fixed or moving.
- selection of type of armament of bomb fuses by switch
(15) «INST.DELAY-SAFE» information transmitted to the!
bombing computer 23T (fuse retarded information).
- the bombing mission firing mode selection is carried out
by means of switch (17) «AUTO-MAN» (Automatic-
manual).
Note : The switch is locked in «AUTO» position by the

guard.
AK
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MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. I
3A FILM MARKING RELAY Armament

box
Provides power supply to the camera film marking electro¬
magnet. It is energized with a control current from the gun
firing circuit (gun firing button 1 1 A, 2nd boss) (see 15-1 ).
7A FIRING TRIGGER FUSE-BREAKER Cockpit

(See 15-1) (Circuit
breaker
Protects the firing trigger line DC system 1 . box)
8A GROUND FIRING CONNECTOR (See 15-0) LH

gear well
Allows the ground firing prevention microswitch supplying
the firing trigger circuit to be shunted on the ground
(U/C down).
9A U/C MICROSWITCH (See 15-0) LH

gear well
U/C down : cuts off firing trigger circuit.
U/C up : allows the firing trigger circuit to be energized.
10A MANUAL DISTANCE SELECTOR UNIT Cockpit

(LH console)
In manual firing mode, this unit enables setting of firing
distance estimated by the pilot, which is transmitted to the
sight head (distance indicator, firing correction calculation).
For this, the unit is fitted with a thumb wheel control (1 )
which drives disc (2) (50 m setting increments from 200 m
to 800 m).
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S 1
11A GUN FIRING BUTTON (See 15-0) Cockpit X

(control
Actuated by firing trigger (1 ) (when the latter is folded stick
forwards), this button (3) provides for power supply handgrip)
of gun firing circuits (in manual or automatic firing
mode) and film marking.
A retractable stop (2) allows sight recording to be

performed without firing the weapons, during fictitious
firing runs (camera runs).
13A MASTER SWITCH FUSE-BREAKER Electro-

center
Protects the DC 1 system of the armament master
switch 15A line, and the «armament ready» indicator circuit
15A ARMAMENT MASTER SWITCH

(see 1 5-0)
When set to Firing or «TEST», this switch marked

«ARM.M» (ARMAMENT MASTER) ensures :
- closing of «Armament ready» indicating circuit
- power supply to the various firing circuits : guns,
bombs, rockets, A/A and A/G missiles.
21A BOMB/ROCKET/MISSILE FIRING BUTTON Cockpit X

(See 15-0) (control
When depressed, this button provides for the following : stick
-power supply to bomb, rocket and missile firing handgrip)
circuits
- bomb release clearance in case of automatic firing
sight camera film starting and shot marking (energi¬
zation of relay 57 A).
22A ROCKET RELAY (see 15-2)
When energized («R.P.» button depressed on armament

control panel), it ensures power supply to camera control
relay 57 A.
AD
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MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
25A INTERVALOMETER (See 15-3) Cockpit X

RH F. 10
It ensures the following for the sight system :
- selection of the bomb type (clean or retarded) through
four-position selector switch (6),
- generation of the signal representing the half-salvo
duration. This signal is fed to bombing computer 23T
which uses it in Auto mode.
26A MANUAL/AUTO RELAY (See 15-3) Armament

box
Energized through a «Manual» signal from armament control
panel 2A, this relay is provided for transmission of the
«firing control» signal to intervalometer 25A.
- In rest position (automatic mode) through firing signal
from armament control panel 2A sent toward electronic
unit 35A. After receiving the «Release PIP» signal
from range computer 23T, and after validation by the
pilot (bomb firing button 21 A depressed, the electronic
unit feeds the «firing control» signal to intervalometer
25A.
- in operating position (manual mode), through firing
signal from panel 2A, directly to the intervalometer.
34A SIGHT HEAD Cockpit

(Instrument
Located before pilot's eyes, the sight head displays, in panel)
the form of luminous and colored images infinitely super¬
imposed on landscape .
sighting marks
- firing aid information
- flying aid information.
The sight head mainly consists of :

- an optical system, intended to form the luminous images,
-three mechanical assemblies (fixed, moving and gyro
reticle mechanisms) themselves consisting of :
- one or several object reticle(s)
- one or several servo mechanism(s)
- gyro system mainly consisting of the gyroscope, its anti-
stop ring and the driving motor.
- the following various controls :
- manual gravity drop control (1 ) associated with manual
gravity display counter (2).
In emergency A/G mode, with guns/ rockets/bombs to
Manual, this control is used for elevation setting of
the moving reticle, within a 0 to 210 mrd range.
AE
BREGUET AVIATION
MIRAGE F
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MANUAL 14
Location Doc.
Access Door No.
the brightness control devices :

- on the lower RH side, a brightness control
selector (3), which has three positions.
- in the center position «AUTO» (AUTOMATIC)
The reticle brightness varies in relation
to the ambient light, after setting of the range
by the operator. Light detection is by means of
photo resistant cells (4).
- left side position «MAN» (MANUAL)
The reticle brightness depends on the setting
made with each reticle individual control.
- right side position «TEST»
With button held down, to revert to center,
shows a specific reticle configuration for
each function selected in test mode.
All indicator lights are on in this mode.
- on the RH side of the sight head, the adjuster
wheel (5) of the fixed reticle brightness.
- on the lower LH side, the adjuster wheel (6) of
the moving and air-to-air reticle brightness.
Brightness adjustment ranges from complete extinction
to maximum brightness.
- on the upper LH side, the adjuster wheel (7) of
indicator light brightness.
- switch (8) marked «ON-OFF» for turning on the sight
and located to the upper LH side of the sight head.
screen tilt lever (9).
In Approach mode, this device enables the optical
field to be tilted downwards.
In approach mode, the maneuver of the tilt lever sets the
sight unit.
Camera attachment device (10) which may also be
fitted with the protective cushion or inspection
glass.
The device is unlocked with levers (11).
This device is synchronised with the sight head.
A dryer fitted with an inspection window (12).
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Doc.
Item Name Characteristics and Functions Location
Access Door No. I
Access doors to :
Access doors :
- moving reticle lamp unit (13)
- fixed reticle lamp unit (14) and indicator light access
door.
- air-to-air reticle lamp unit (15).
35A SIGHT ELECTRONIC UNIT Equipment

bay
This unit makes the required electrical connections 13-00
between the different parts of the sight and the aircraft
equipment (air data computer and gyroscope, radar, etc.).
The electronic unit has five main functions :
- The processing of reticle mechanism control information
(adaptation of signals) and control of the mechanisms.
Switching selection (control logic).
The selection is determined by the mode selected by the
pilot (on armament panel 2A or on sight head 34A) and
selects :
- data intended for the sight head,

- data for associated units.
- lighting sequence of lamps and indicator lights.
- Calculation of Air-to-Air firing corrections,
- Calculation of the voltages required by the various
elements of the sight and taken from the aircraft power
supply.
- Checking and control of the sight head reticle lighting
(brightness circuit control).
On the face of the unit there are three maintenance test

connectors protected by plugs. These connectors are J05 -
J06-J07.
37A RAPID GUN PUSHBUTTON Cockpit

Throttle
This button enables rapid change from sight and AIDA radar control
mode to Air-to-Air function. This function has priority over
the function selected, and over all functions, except
Approach.
Change to AIR-to-AIR gun function is obtained either :

- by pushbutton depressed and released
- Radar not locked on
The distance displayed on distance manual display unit
10A can be seen on the sight heading-distance scale
and is used for AIR-to-AIR firing corrections.
- Radar locked on
The radar distance can be seen on the sight heading-
distance scale and is used for Al R-to-AI R firing
corrections.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
- by pushbutton held depressed

- Radar not locked on
Same as with pushbutton depressed and released
- Radar locked on
The radar distance can be seen on the sight
heading-distance scale, but distance displayed
on unit 10A is used for A/A firing corrections.
38A SIGHT HEAD SUPPLY FUSE-BREAKER Electro-

center
It protects the R2 DC system line supplying computer
35A.
39A SIGHT HEAD SUPPLY FUSE-BREAKERS Electro-

center
They protect the AC system 1 (phases ABC) line
supplying electronic unit 35A.
40A SIGHT CAMERA Cockpit

(On sight
This is an electric motion picture camera provided head)
with an automatic exposure setting- system and which
installed on sight head rear face :
- records, through a small-size periscope located
at the pilot's eye level middle plane :
- target images,seen through transparent glass pane
- allows for restituting the weapon triggering phase
during the sight.
Characteristics
Film used :
16 mm (.63 in) (standard gauge)
Capacity :
22.5 m (73.8 ft) wound on special core (external film layer).
Lenses :
50 (2 in) and 32 mm (1.3 in) focal lengths (interchangeable).
Fields covered :
50 mm focal length . 208 mrd in elevation
158 mrd in azimuth
32 mm focal length : 325 mrd in elevation
234 mrd in azimuth
Orange filter :
Coefficient 2
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
Exposure time :
5 and 16 frames/sec. with automatic exposure compen¬
sation.
Exposure :
5 frames/sec. : 1/35 to 1/400 sec.
16 frames/sec. : 1/100 to 1/1200 sec.
Shooting time :
From 1 80 to 590 seconds, depending on film speed
selected.
Overrun device :
0, 5, 30 or 60 sec.
The sight camera is also provided with the following :

-An exposure repeater (1 ), graduated from 1 to 6 and
also used for manual setting of estimated exposure
time.
- An exposure time selector (2), marked «IM.S-
P.P.S» and used to select an exposure time of either
5 or 16 frames/sec.
- A rewind «TEST» switch (3), spring-loaded to off
position and used for camera ground tests.
A checking index (4), used to check camera loading.
- An overrun setting thumb wheel (5), marked
«RETARD - OVER RUN» and intended to prolong
shooting for either 0, 5, 30 or 60 seconds.
- Lateral parts (6), intended to fix the camera to
the sight head.
Attachment :
The camera is attached to a support which is integral
with the sight head (See 34A).
41A PHOTO-ELECTRIC UNIT Cockpit

(On sight
The photo-electric unit consists of a photo-resistant head)
cell and a lens. It is located in such a manner as to
have its optical axis parallel with that of the camera.
It provides for constant film illumination through
control unit, whatever the changes in illumination of
photographed target.
42A CAMERA CONTROL UNIT Frame 10

Aft of
Connects up the various elements of the sight camera. The seat
control unit contains the exposure servomechanism
amplifier and the overrun device. It is fitted with a knob
for selecting the variables independent of the exposure
(film sensitivity, filter used, etc.).
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S I
52A SIGHT OPERATION RELAY Forward X

junction
Energized by a control current from sight electronic box
unit 35A, the relay supplies :
- resetting unit 25T
- Air-to-Air gun button 37A
- laser electronic unit 34T
- armament control panel 2A
- intervalometer 25A
- sight camera.
54A AIR-TO-AIR GUN RELAY Armament X

box
Energized by a signal from Air-to-Air gun button 37A,
this relay :
- sends the Air-to-Air gun signal to the sight,
- sends the Air-to-Air gun signal to the radar,
- cuts in the ground circuit of Air-to-Air gun mode
indicator light 90A,
- cuts out the «armament ready» indicator circuits
intended for the sight.
55A DISTANCE RESETTING BUTTON Cockpit X
pilot's
When this pushbutton is pressed, it sends a + 28V handgrip
distance resetting control current to sight electronic
unit 35A, and a +28 V control current to camera
control relay 57A for camera starting and film marking.
56A AIR-TO-AIR GUN CANCEL BUTTON Cockpit X
LH console
When depressed, it ensures deenergization of A/A gun
relay 54A and transmission of a 28V cancel voltage to
sight electronic unit 35A.
57A CAMERA CONTROL RELAY Armament X
box
Energized by a control current from distance resetting
button 54A or from one of the bomb, rocket or missile
firing circuits, it simultaneously :
- starts up the film
energizes the marking electromagnet.
63A CAMERA CONTROL BUTTON Pilot's X

(See 15-0) handgrip
Actuated by firing trigger (1 ) in forward position, this

button starts the film.
Actuation of the pushbutton is independent of the position
of retractable firing stop (4).
AE
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Doc.
Location
Access Door No.
90A AIR-TO-AIR GUN INDICATOR LIGHT Cockpit

RH windshield
This self-testable light comes on upon selection of arch post
A, A gun function (37A depressed). Depressing A; A gun
function cancel pushbutton 56A causes it to go out.

»See 14-1) RH console
The bombing control panel ensures the following for the

sight system .
- through 6-position «MODE» selector (6), selection
of the operating mode or sight or radar range computer.
The various following modes are available through that
selection :
- «EMG» (EMERGENCY)
- «AIDA»
In both cases, the Aircraft -to-Target distance
displayed in the sight head is supplied by the radar
although no correction is made in the sight when set
to «EMG».
- «LASER A» (LASER + triangulation). Altitude
and distance resettings. are performed using the range
finder or through triangulation from the altitude
resetting effected using radio-probe (triangulation)
or range finder.
Range finder function has priority over triangulation
function, and switchover to range finder or trian¬
gulation function is automatic.
- «LAS» (LASER). Distance and altitude resettings
are only performed through LASER ranger finder.
In either case, the range finder is energized.
- «A» (triangulation) : resettings are only performed
through triangulation from altitude information
supplied by the radio-probe.
- «I. P.» (Initial Point). Resetting is performed from
an initial point the initial distance of which is
known in relation to the target.
The bombing computer failures are signalled through
illumination of «COMPUT FAIL» light (10).
- Test mode control of LASER range finder from «TEST»
pushbutton (7).
The range finder test result is signalled through
illumination of «LASER» light (8) if the test is
satisfactory.
AA
AVIONS MARCH. DASSAULT
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
14F INCIDENCE PROBE (See 12-1)
Supplies local incidence data (al).

to incidence indicator 19F
-,accross relay 15F in energized position
- to bombing computer 23T
-across relays 15F and 134F in rest position.
15F INCIDENCE DATA RELAY Forward

junction
Energized by a signal from the sight electronic unit box
through relay 134F. This relay enables : P4.06
- in rest position, transmission of local incidence data to
the bombing computer 23T through relay 134F in rest
position.
- in energized position, transmission of data to sight
electronic unit 35A.
17F AIR DATA COMPUTER (See 12-2)
Supplies the following data :

- altitude pressure H (to bombing computer 23T and
sight electronic unit 35A).
- true airspeed TAS to bombing computer 23T
- vertical speed VS to bombing computer 23T
- a signal H > 6900 m to LASER electronic unit 34T
and sight electronic unit 35A
- a + 28 V reliability signal from the altitude channel
(toward 35 A).
- a + 28 V reliability signal from the true airspeed
and Mach channels.
19F INCIDENCE INDICATOR (See 12-2)
Supplies local incidence information (al) to the bombing

computer 23T through sight incidence control relay 134F
in energized position.
27 F GYRO ELECTRONIC UNIT

(See 12-3)
Supplies pitch information P to bombing computer 23T.

Receives a 9V reference current from the bombing
computer for the pitch output multiplier linvar power
supply.
This unit also supplies electronic unit 35A with a heading
and vertical reference reliability signal.
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S 1

(See 12-3)
It supplies the sight electronic unit with the following

data.
- gyromagnetic heading or magnetic heading or
- emergency gyromagnetic heading
It also supplies the sight electronic unit with a
reliability signal from the heading channel.
35F GYRO CENTER (See 12-3)
The gyro center supplies the sight electronic unit 35A

with the roll R information (sight head moving reticle
roll stabilization).
The sight supplies the gyro center synchro-transmitter
with the reticle position information, and the synchro-
transmitter forwards the corrected information for angle
of rotation value.
103F NAVIGATION COMPUTER (See 12-6)
Supplies the sight electronic unit 35A with the

following data .
- true course deviation (0 - TC)
-drift (Dr).
It also generates two voltages :

- + 28V D < Do (the actual distance is therefore
equal to or below the minimal distance supplied by
the navigation computer).
- + 28V navigation computer reliability signal.
It supplies the bombing computer with three digital

data on the same link :
- ground speed
- horizontal range distance
- cos *p.
111F ROLL SYNCHRONISATION AMPLIFIER (See 12-3)
Supplies the sight electronic unit 35A with the aircraft

|
roll data, multiplied at scale 1.
112F PITCH SYNCHRONISATION AMPLIFIER (See 12-3)
Supplies the sight electronic unit 35A with the aircraft

longitudinal attitude (pitch), multiplied at scale 1.
AL
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
126F 26V/400 Hz REGULATED TRANSFORMER

(See 10-2)
Supplies the sight electronic unit 35A and the bombing

computer 23T with 26V/400 Hz regulated voltages.
130F BOMBING TEST SDAP RELAY Forward

junction
This relay is energized with a signal from the SDAP, box
and ensures :
- in energized position, cutting-out of the air data computer
test circuit solicited by the navigation computer
103F,
- in rest position, transmission of the signal to the test
control.
134F SIGHT INCIDENCE CONTROL RELAY Forward

junction
Energized by an «incidence» signal from the sight box
electronic unit in the following modes :
clean bombs and rockets in manual mode
- navigation and approach,
this relay :
- in rest position, transmits local incidence data (al)
to the bombing computer 23T;
- when energized :
- sends a + 28V control current to the coil of
relay 15F,
sends the incidence data from indicator 19F to
computer 23T.
37H LASER GLASS DEMISTING FUSE-BREAKER Electro-center
System 2
To protect the system 2, phase B, of the power supply
line of the laser glass temperature regulator.
38H LASER GLASS TEMPERATURE CONTROL Nose cone
Maintains the laser glass at a temperature between 23

and 27°. A test connector is for connection of the
test equipment.
39H LASER GLASS Nose cone
Fitted to the front of the laser fairing. Fitted with

a demisting device.
40H LASER GLASS MAGNETIC INDICATOR LIGHT Nose cone
Memorises failures and checks energization of the

demisting system.
41 H MAGNETIC INDICATOR LIGHT Nose cone
TEST CONTROL SWITCH
Enables resetting of the test indicator light and
checking of the demisting system energization.
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Restricted
MANUAL 14
Location Doc.
Access Door No.
(see 08-2)
The armament control panel 2A and the manual distance

selector unit 10A lighting is supplied and regulated by the
distributor 65 L.
102R RADIO-ALTIMETER TRANSCEIVER

(see 12-7)
The radio-altimeter transceiver supplies :

-to sight electronic unit 35A : one or two + 28 V which
correspond(s) to the measured height deviation with
respect to the pre-selected value on the altitude
indicator ;
- to bombing computer 23T : digital altitude data from
Oto 10,000 feet.
43S RADAR NOSE CONE

(see 14-2)
The radar nose cone supplies the sight electronic unit 35A
with the following data :
- + 28 V radar mode :
- radar locked on
- radar transmitting (not in use)
- altitude trap
- D < DC (this current controls the scale change)
- D < DC (or D switching + 2 seconds)
- distance data
- D > DC (repeated in NM in the sight head)
- D < DC (repeated in hm in the sight head)
- closing speed data
- target elevation and bearing tracking error in relation to
the radar radio electric axis.

(see 14-2)
46S GROUND PREVENTION RELAY Nose cone

junction
Energized by the U/C microswitch 9A, it authorizes laser box
firing when the aircraft is in flight with U/C retracted.
AB
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MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
21 T BOMBING COMPUTER FUSE-BREAKER Electro-

center
Protects the AC system 1 (phases A, B, C) of the supply AC
line to the bombing computer 23T. system 1
22T BOMBING COMPUTER FUSE-BREAKER Electro-

center
Protects the DC system 2 of the supply line to the DC
bombing computer 23T. system 2
23T BOMBING COMPUTER Nose cone
The function of the bombing computer is to facilitate

bombing and air-to-ground firing missions and determine
the projectile range according to :
- the parameters determined by flight conditions and
supplied by the associated equipment,
- the type of armament.
The result calculated is used for :
- computation in the sight camera of a sighting line
whose trace on the ground continuously displays the
projectile theoretical impact point.
- automatic jettison by comparing the aircraft-to-
target remaining distance and the projectile range.
The computer transmits a jettison command when the
remaining distance is equivalent to the range.
The functioning of the computer is by means of two
sets of signals giving different combinations :
an armament signal in relation to the kind of stores
selected
- functioning modes (manual, automatic, LASER,
LASER + TRIANGULATION, TRIANGULATION,
initial point).
Jettison may be manual or automatic, after pilot's
authorization.
The bombing computer supplies the sight camera with :
- remaining distance data after distance resetting.
When distance resetting is not carried out, the
voltage is nil.
- gravity drop information in the form of an alternating
voltage (position of moving reticle) fixed or variable
according to the armament mode selected.
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MANUAL 14
Location Doc.
Access Door No.
- the following signals :

+ 28 V warning (jettison timer - 2 seconds)
+ 28 V jettison timer
+ 28 V Do too short
+ 28 V computer correct operation
+ 28 V LASE R range finder correct operation
+ 28 V safety distance
+ 28 V bombing range
The bombing computer is fitted with :

test connector SOI for maintenance opera¬
- a
tions
- a 4-position switch (1 ) for selection of the ballis¬
tic coefficients of the clean bombs carried.
24T COMPUTER OPERATION CUT-OFF RELAY Junction

box
Energized by a control current from the armament
control panel 2A, in «AIDA» or «EMG»
mode, this relay, when energized, cuts out
the bombing computer supply circuit.
25T BOMBING RESETTING UNIT Cockpit

RH console
The resetting unit has two main functions :
-computation of the altitude difference by
means of 5 thumb wheels (1 ).
- four of the thumb wheels are for manual
selection of the altitude difference from
- 500 to + 1999 in one-meter steps ;
- one thumb wheel is for the altitude difference
direction (+ or ) ;
these thumb wheels are marked «AZ» ;
- computation of initial distance Do PI by four
thumb wheels (2) for manual selection of the
initial distance point in relation to the
target.
This selection marked «AL» is possible from
0 to 9995 in 5-meter steps.
It is also fitted with the «Z RES» control and checking
devices for altitude resetting :
- a pushbutton (3) for resetting the altitude
by probe or by cancelling the previous setting.
- a dimmable and testable indicator light (4)
(amber), which shows that the altitude resetting
has been carried out.
AF
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MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No. S 1
31T LASER POWER SUPPLY FUSE-BREAKER Electro- X

center
Protects the AC system 1 (phases A, B, C) of the laser System 1
power supply.
32T LASER POWER SUPPLY FUSE-BREAKER Electro- X

center
Protects the DC system 2 load shedding of the laser power System 2
supply.
33T LASER HARMONIZATION SWITCH Nose X

cone
Enables setting of deviator to a particular position.
34T LASER ELECTRONIC UNIT Nose X

cone
This unit enables the necessary electrical connections
between the laser sight head 35T camera and bombing
calculator.
The electronic unit consists of :

power supply
- the deviator slave electronics
power storage condenser loading device __
On the front side :

- a counter «STBY» (1)
-a counter «NORM» (2)
a shot counter «SHOT» (3)
- a 10- way power switch (4) with guard
- dessicant capsule (5)
- J04 test connector with blanking plug (6)
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Restricted
MANUAL 14
Location Doc.
Access Door No.
35T LASER SIGHT HEAD Nose cone X
The Laser sight head contains the working parts of the

Laser range finder :
- transmitter
- receiver
- chronometer
- beam deviator
This Laser is actuated by optical stimulation.
Characteristics :
- wave length 1 ,06 m ti

- angular separator power < 1 mrd
- firing rate :
- one shot per second for 1 2 consecutive shots
followed by an at rest period of 3 minutes
- continous, 1 shot every 5 seconds.
- range :
- maximum : 10,000 meters (5.4 NM) in good weather

- minimum : 240 meters (0.13 NM)
- beam deviation
- in elevation : 0 to 200 mrd nose down in relation
to the A/C lubber line
- in bearing :± 130 mrd
Attachment :
The Laser head should be harmonized accurately in

relation to the A/C lubber line, and therefore,
attachment is adjustable. It is fitted with two bearings,
one of which can be adjusted by means of eccentric
devices.
AC
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MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
36T LASER MASTER SWITCH RELAY Nose cone

junction
Energized by the armament master switch 15A, the relay box
authorizes laser range finder starting.
37T LASER RELAY + A Nose cone

junction
Energized by the LAS A signal (selection on box
armament control panel 2A) through working contacts
of relays 36T and 46S, and the at rest contacts of relay
38T. The latter enables selection of resetting mode of
the bombing computer 23T.
- at rest, it selects function LAS A
- energized it selects LAS.
39T LASER FIRING SDAP RELAY Nose cone

junction
Enables cut out of the 28V altitude supply during box
certain phases of the SDAP test.
67Y LH MISSILE OPERATION RELAY

(see 15-5)
Energized by a signal from the armament control panel

2A (A/A missile selection and missile present). With
the relay in operative position, enables transmission of
a + 28V «armament ready» current.
68Y RH MISSILE OPERATION RELAY

(see 15-5)
Functioning identical with relay 67Y.
76Y TIME DELAY RELAY (see 15-5)
Energized by a signal from the armament control panel

2A (firing pulse + air-to-air missile selection).
This relay enables :
- in rest position, transmission of armament ready
information (square amber sequence indicator light
in sight head 35A lights up).
- in operative position
- cut in of «armament ready» indicator circuit
- transmission of a control current to the camera
control relay 57 A.
45Z DOPPLER RADAR TEST CONNECTOR (see 12-6)
Enables control of relay 39T by the SDAP.
8a DIODE BOX Nose cone

junction
Enables separation and protection of relay 37T control box
circuits.
AD
AVIONS MARCEL DASSAULT £
BREGUET AVIATION
MIRAGE F
25A

GENERAL LAYOUT
AD
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COCKPIT LA YOUT
AC
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MANUAL 14
F
13
Porte du
réticule
mobile
14J
Porte du
réticule
fixe
FIGURE 5 - TETE DE VISEE ET CAMERA

CAMERA SIGHT HEAD
AB
BREGUET AVIATION. _
MIRAGE F
INSTALLATION ON AIRCRAFT
1 - SIGHT HEAD (Figure 6)

The sight head is attached to the aircraft by an assembly consisting of :
- on the actual sight head (1 ) a dovetail plate (2) for attaching to the support.
- a support (3) which adapts the sight head to the aircraft structure.
This support consists of :

reference slide (4) of the dovetail,
- a dovetail locking device (5) controlled by a locking screw (6),
- a ratchet retainer (7) which locks the sight head when it is fully home in its support. It is fitted
at one end with a safety guard release lever for removal operations.
The support (3) is attached to the aircraft at three points, each consisting of the following :
- apin (8), with a female washer (9), which are for attachment to the lower side of the aircraft
structure (10).
- a bush (11), a female washer (12), and a flat peelable washer (13) inserted between the aircraft
structure and the sight head support.
- a nut (14) and washer for securing the support (3).
The elevation, bearing and roll attitude setting of the sight head, carried out when mounting on
aircraft, is by means of the peelable washer inserted at each attachment point.
Once harmonized and secured, the sight head support is locked in position by three locating holes
(15), (16) and (17).
This kind of attachment permits interchangeability of sight heads without having to reharmonize
the sight head.
The assembly is completed by a support (18) for the self coupling connectors when the sight head
is fitted onto the support.
2- LASER HEAD (Figure 7)
The laser range finder equipment consists of the laser head and the laser electronic unit.
The laser head is attached to the aircraft by an assembly consisting of :

-on the laser head itself : a slotted clamp (1 ) fitted with a slot to prevent head from moving. There
is another attachment bearing (2) at the rear.
- a rear adjustment plate (3) and a front support bracket (4) for attachment and harmonization of
the laser head.
-the rear adjustment plate (3) attached to the stiffener (5) is fitted with an attachment
bearing support (6). A plate (7) is fitted in between the bearing support and the stiffener. Two eccentric
adjusters (8) and (9) enable bearing and elevation adjustment.
Screws and nuts (10), (1 1 ) and (12) are tightened after setting.
- the front support bracket (4) consists of a lower section (13) which hinges on pin (14)
attached to the upper section (15) which is mounted on the aircraft structure. The sphere shaped
machined part receives the laser head support bearing (1). The locating stud (16) holds the laser head in
roll position. The locking device enables the laser head attachment bearing (1) to be tightened to a
specific value by means of SCHNORR washers. Compression of the latter is correct when the guide (18)
comes into contact with washer (19). For opening, the nut (20) is limited by cotter pin (21). A
stop (22) enables positioning of support bearing (1) of head.
AB
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MANUAL 14
FIGURE 6 - SIGHT HEAD A TTACHMENT

AB
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MIRAGE F
FIGURE 7 - FIXATION DE LA TETE LASER

COUPE B
LASER HEAD ATTACHMENT CROSS SECTION B
AB
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^^_ Restricted MANUAL 14
3- DEMISTING (Figure 8)
The window forming the front part of the laser casing is fitted with a low altitude demisting device
to prevent detriment to the laser performance.
The principle consists in distributing a limited electrical current through a thin conducting layer on
the inner surface of the glass.
Power supply is controlled by a regulator which gives a constant surface temperature.
The system is made up of :

- a window
- a regulator.
A Window
The window is of optical glass, 15 mm thick.
It is fitted to the front of the laser casing by means of an elastomer seal and by removable
attachment lugs.
The inside of the window is covered with a conducting layer.
The conducting layer enables distribution of a 30 W power approx. which is required to maintain
the glass inner surface temperature between 23° and 27° regardless of external conditions.
The conducting layer is energized by two conductor electrodes. Two probes are fitted to the upper
part of the window for measuring the inside glass temperature for the regulator.
The electrodes and probes are protected by the elastomer covering.
B Regulator
The regulator controls the electrical power supply to the window conductive layer in order to
regulate its temperature.
The regulator consists of :
- a double temperature detection system
- a double safety system for detection of faults in the first system and enabling regulation with the
second system
- a heating control circuit working on an «on - off» principle with the heating element limited to a
predetermined intensity
- a failure warning system for the detection systems and the heating control circuit.
(1) Principle of operation

Temperature detection is by means of two heat sensitive probes stuck to the glass.
Each probe is connected to input circuits which form a bridge. Unbalance is checked by two
threshold circuits.
The threshold circuits detect :

- when the probe temperature is above or below the regulation threshold
- that the probe is functioning correctly (no short or broken circuit).
The data are combined in a main logic to generate the heating command and any probe 1 or 2
failure signal.
Power supply to the heating element is through a static relay operating on the «on - off»
principle ; it is associated with a current limiter.
The following elements are series connected in the heating circuit :

- the contacts of an electromagnetic relay, which takes over the regulation in case of a failure in
the main heating control ;
- a reliable current detection system which supplies logic data.
AB
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MIRAGE F
38 H.
cm
^tLp- I
Power supply
-| 4C 37 H
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CM
CM
Input
lt+t
*"5
39H circuits
A)r !
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Probe 1 Glass
temperature
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Probe 1 39H
circuits
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Probe 1 Window
condition Main conducting
Safetv circuits layer
logic
Probe 2 Glass
4- Power supply
temperature
thresholds
Probe 2
/ circuits
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logic !-r*i Memory
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FIGURE 8 - DEMISTING SYSTEM PRINCIPLE
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^C****^^> Restricted MANUAL 14
(2) Normal operation
Regulation is through probe 1, the window is energized if the temperature is below 23°, and cut
off if over 27°.
(3) Operation under certain failure conditions
If probe 1 cuts out or short circuits, regulation is taken over by probe 2.
If the demister is heating (signalled by current detector) in spite of a cut out command (no heating
command) from the probe in functioning mode, the heating is controlled by the safety relay which
replaces the static relay of the main control. The safety relay is energized by the standby logic and a
memory which stores the failure logic data. The relay is controlled by the probe in functioning mode
through the main logic.
The failure is stored until the regulator power supply is cut off.
(4) Failure warning
The laser glass magneto indicator light 40H stores the demisting device failures :
- probe 1 or 2 cut out
- short circuit of probe 1 or 2
- heating command with no current to window
- static switch closes without heating command.
The magnetic indicator light test control switch 41 H is for testing indicator light. Resetting to zero
is by switching to other position. Resetting power supply is taken from the regulator and this operation
enables energization test.
AE
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BREGUET AVIATION, __ __
MIRAGE F
SIGHT CAMERA
1- DESCRIPTION OF RETICLES
A Fixed reticle (figure 9)
Consists of :
(1 ) An amber coloured sighting mark or symbol, made up of two horizontal bars and one vertical bar.
The symbol is located at 66 mrd nose down in relation to the aircraft lubber line, except in
«APPROACH» mode when tilting the glass brings it to 108.5 mrd nose down position.
This symbol serves as the horizon reference ; the upper part of the vertical bar represents the radar
axis, and is located at 3° 5 (61 mrd) nose down in relation to the aircraft lubber line.
(2) An amber coloured distance/heading scale, marked off 0 to 35 on a linear scale on the upper
section of the fixed reticle. It is marked off in 2° divisions and marked numerically every 10°.
The distance is read in nautical miles for distances of over 2 NM and in hectometers for distances
below 2 NM.
The heading is read off in multiples of 10° from 0 to 36.
(3) An amber coloured approach speed scale, giving the approach speed from 200 to + 1600 kt.
(4) In «APPROACH» only, two fixed incidence markings, each formed by two horizontal red lines,
corresponding to the 9° and 1 1° markings.
(5) A set of indicator lights in two groups :
- Attack phase lights
These four lights are located on the reticle LH side and consist of :
- at the top, a triangular amber light

- in the middle, a round green light.
- at the bottom, a square amber light.
on the inside, a round red light.
The light up cycles of these lights and their purpose are described in the paragraphs dealing with
functioning.
- Altitude lights
These three lights are located on the RH side of the reticle and consist of :
at the top, an amber arrow pointing downwards, which when on indicates that the altitude is
above the altitude selected.
- in the middle, a green light which when on indicates that the altitude is the same as that selected.
- at the bottom, a red arrow pointing upwards, indicating that the altitude is below the altitude
selected.
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16 17 \& Amber
"/lllllllH^
A
Amber
|-À Amber
co Red
t
Green
H>
CO
14 Amber
Green
Amber I c| 4 Red
"DC
20
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9 -50
h> - 0 Amber
+ 50
o
fled
FIGURE 9- FIXED RETICLE

AE
BREGUET AVIATION
B - AIR-to-Air or rate gyro reticle (Figure 10)
Colored white, this reticle consists of a central point surrounded by a 40 mrd circle, made up
of eight diamonds. This mobile reticle can move through a radius of 105 mrd centered on the optical
axis. Beyond this value, an anti-stop device limits the reticle movement (see gyroscope operation).
Depending on operation mode, it indicates radar tracking error, gun firing corrections or velocity
vector repetition.
Circle dia. 40
o 105 mrd
(White)
FIGURE 10 - AIR-TO-AIR RETICLE
C Moving reticle (Figure 11)
Colored white, this reticle consists of an asymmetric cross with three moving points on the center
- in elevation. 89 mrd deflection upwards and 146 mrd downwards;
- bearing, ± 105 mrd deflection;
The deflection values are measured in relation to the center of the symbol and correspond to the
possible travel from the reticle center.
- roll, continuous rotation through 360° on its axis.
This reticle supplies:

- when the longer reference line is vertical, the gravity drop repeat value, or the sight angle repeat
value in laser firing mode (the line is vertical when roll is zero) ;
- when the longer reference line is horizontal, the horizon repeat value (the line is horizontal when
roll is zero).
The asymmetrical cross is completed by dot or line reference marks.
In APPROACH mode, these marks supply slope information during speed vector display.
In AIR-to-GROUND mode they show the drift value. These readings are valid for zero roll only.
AE
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FIGURE 11 - MOVING RETICLE

AE
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A Optical unit (Figure 12)
The optical unit is used to form and transmit the luminous images.
It consists mainly of :
- luminous sources
These are iodine lamps (1), (2) and (3) which are small but have a high luminosity. Each reticle
group has its own lamp in a reflector unit.
Each of the fixed reticle lights is lit by a conventional miniature type lamp.
- the object reticles (4), (5) and (6) or the image forming reticle systems consist of metal plates
provided with slots and holes to the shape of the images required.
- a fixed deflector mirror (7) which deflects the fixed reticle image towards the shutter mirror.
- a shutter mirror (8). This is a semi-reflective mirror which matches the images from the fixed and
moving reticles. It is a glass plate, the moving reticle side of which is semi-reflective and non-absorbant
deflecting 50 % of the moving reticle image and 50 % of the fixed reticle image.
a mixer prism (9) matches up the images from the shutter mirror (fixed and moving reticle
images, and the image from the gyro center).
- a secondary lens (10) which forms an intermediary image of the gyro reticle and deflects it to the
fixed deflector mirror (1 1 ).
DETAIL A
FIXED RETICLE
"FIXED" SYSTEM
DETAIL B
"MO VING " MECHANISM
13 DETAIL C
/i> A
AIR-TO-AIR FIRING
RETICLE
FIGURE 12 - OPTICAL UNIT
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MIRAGE F
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the rate gyro mirror (12) which is an integral part of the rate gyro body (13). It sends the reticle
image from the fixed mirror of the secondary lens (11) to the mixer prism (9), through the image
conductor (14) which corrects the image by means of optic fibers.
- the main lens (15) which displays the whole of the reticle images to infinity.
- the semi-reflective glass (16) which superimposes the images from the main lens on the landscape.
It consists of a white glass plate, the pilot's side of which is semi -reflective and non-absorbant,
which permits passage of 60 % of the landscape image and 40 % reflection of the display images.
- colour filters or coloured glass plates inserted between the light source and the reticle in question,
which gives colour to the images.
B Fixed reticle (Figure 13)
The various fixed reticle images are obtained as follows :

- for the sighting mark, from the «object» reticle
- for the incidence fixed reference marks from the «object» fixed reticle.
These references are blanked in all modes except «APPROACH», by two guards driven by a
motor.
- for the heading/distance repetition value from a calibrated disc slaved by the distance or heading
repetition system.
- for the closing rate repetition, from a strip which moves behind the vertical window of the
«object» fixed reticle. This strip is slaved to the closing speed repetition system.
- for indication of the phase-of -attack configuration and altitude variation through indicating lights
each illuminated by its own bulb.
Heading/distance disc
Symbol profile
Amber coloured glass

Sequence indicator prof He
Altitude indicator profile
Lamp box for Closing rate strip

indicator lights
FIGURE 13 - FIXED RETICLE SYSTEM

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C Air-to-air reticle (Figure 14)
The image from the rate gyro reticle is transmitted to the optical unit by the gyro center.
The rate gyro reticle consists of a fixed cylindrical body with a shaft (1 ) protruding from one end
for attachment of the mirror support motor (2).
The shaft is driven through a gimbal (3) and pulley (4) (2 degrees release are allowed) by means of
a drive belt (5) connected to the rate gyro motor. The body is in two separate parts (end cover (6) and
main body (7)) assembled with screws and contituting an annular magnetic circuit completed internally
by separate poles, with a gap for dome (8) which is an integral part of the rate gyro shaft.
The sensitivity elements (9) are coiled in the end cover and the main body, around the pole
assembly.
The elevation and bearing coils are wound around poles (10) and (11). The assembly is completed
by an anti-stop ring which detects the rotor position when it is approaching the mechanical stop.
Rate gyro heating is by means of the resistors (12) and (13) which heat the end cover and body
respectively in order to maintain the ambient temperature at 65°. This regulation is by means of the
resistors (12) and (13) which heat the end cover and body respectively in order to maintain the
ambient temperature.
Regulation is by means of a thermo regulation module inside the sight head. Detection is by
thermostat (14).
2, 3, 5
10 __14
411 ^10 L13 V.11
FIGURE 14 - RA TE GYRO ASSEMBL Y
AD
BREGUET AVIATION
D Moving reticle (Figure 15)
The moving reticle is located on a mechanical unit consisting of :

- abearing frame (1) which is an integral part of the sight head supporting the large carriage (2)
which moves in bearing mode
- a large carriage supporting the small carriage (3) and its elevation variation system
- a small carriage which supports the moving reticle (4) controlled by the roll system.
The bearing and elevation slave mechanisms are both controlled by a motor, and their position is
detected by I invar.
The roll system is actuated by a motor controlled by the slave channel. Detection is by means of a
synchro detector.
An iodine lamp fitted in a fixed unit over the crown ring illuminates the object reticle.
Iodine lamp
White frosted glass
Disc with assymetric

cross
Bearing
Elevation
FIGURE 15 - MOVING RETICLE SYSTEM
AE
AVIONS MARCEL DASSAULT _L-^-_irvL
BREGUET AVIATION*_fiF=<^sQ>
MIRAGE F
_____^s'-*^^. Restricted MANUAL 14
3 - BRIGHTNESS CONTROL SYSTEM
A Description
The sight camera is fitted with four independent brightness devices each acting upon :
- the fixed reticle

- the air-to-air reticle
- the moving reticle
-the indicator lights
of the brightness devices of fixed, A/A and moving reticles comprises :

Each
high intensity iodine lamp, located in the reticle lamp unit
- a
- a step-down transformer which supplies the iodine lamp, connected to the aircraft system
through a «brightness control» device.
- a thyristor brightness control which gradually adjusts the brightness by variation of the current
passage angle into the transformer. It is controlled by the corresponding potentiometer of the sight
head.
- a photo resistive cell which automatically controls the brightness in accordance with the ambient
light.
NOTE : Brightness adjustment is the same for the moving and air-to-air reticles.
The brightness device for the indicator lights consists of :

-
-a supply circuit which, with a rectified + 10 volts, supplies the indicator lights with the
necessary current, ground return being obtained through contacts individually controlled by control
logic commands.
- a brightness control device similar to those of the «reticle» assemblies.
B - Operation
AUTOMATIC
When the brightness control switch is in «AUTO» position there is no control current to the
brightness control devices.
Brightness selection is made by means of the individual reticle adjusting potentiometer.
The photo resistive cells are cut into the adjuster circuits, and the brightness of the reticles and
indicator lights will alter automatically according to the variations of the external brightness, so as to
maintain a constant brightness ratio, which depends on the initial setting performed by the technician.
MANUAL
When the brightness control switch is in «MAN» position, there is a «+ 28V Manual» current to
each of the brightness controls. Reticle lamp and indicator light brightness will be constant, depending
on the brightness setting made by the technician by means of the individual reticle or indicator light
potentiometer.
NOTE . Reticle brightness is adjustable from «off» to maximum brightness.
AF
BREGUET AVIATION.
MIRAGE F
35A MANUAL 14
FIGURE 16 - BRIGHTNESS CIRCUIT

AB
09-77 Restricted 3-138M FIGURE 16 3-138M
BREGUET AVIATION
tLJ>-itrl
^cP=\^<«^->
MIRAGE F
_^C25^-^^ Restricted MANUAL 14
4 - SIGHT CAMERA INTERNAL LAYOUT (See Figure 16M)
In order to carry out the main functions :

-AIR-TO-GROUND
-AIR-TO-AIR
- NAVIGATION - APPROACH
the different elements of the sight camera are divided into channels enabling :
either repetition of data from associated units or internal camera calculations
- or calculation of the values required for positioning the different reticles.
A Processing and repetition channels
These channels are linked directly to the fixed, moving and air-to-air reticles.
(1) Fixed reticle
processing and repetition of closing in data from the radar 43S.

-
processing and repetition of :
-
- heading, from the gyro center
- distance in air-to-air mode (from radar 43S or manual distance selection unit 10A), or in
air-to-ground mode (from the bombing computer 23T or radar 43S).
(2) Moving reticle
- processing and repetition of roll from the gyro center

- processing and repetition of drift or course deviation from the navigation computer 103F.
- processing and repetition of data :
- longitudinal attitude (pitch = P) from the gyro center
- electrical gravity drop supplied by the bombing computer 23T
- manual gravity drop (Ho) displayed on the sight head.
This channel also stabilizes the roll of the moving reticle.

(3) Air-to-air reticle
- processing and repetition of antenna tracking error data from the radar 43S (air-to-air gun, radar
locked on or air-to-air missile mode)
- processing and repetition of incidence data (speed vector repetition) in navigation and approach
modes.
B Calculation of air-to-air gun firing corrections
The computer system calculates gun firing corrections based on the altitude data supplied by the
air data computer and the distance data from the radar or manual distance selection unit.
The corrections are then transmitted to the rate gyro adaptation circuits enabling firing correction
display through the air-to-air reticle.
C - Other circuits
The electronic unit also contains :
- the incidence processing circuits enabling transformation of local incidence into true incidence
- jettison circuits enabling automatic jettison in certain air-to-ground firing circumstances.
- brightness circuits for control and adjustment of the reticle and indicator light brightness
- power supply circuits supplying the necessary voltages to the sight cameras and associated
pickoffs.
- control logic which supplies the logic signals enabling switching, from the selections, modes and
signals from the different elements of the N.W.S.
AD
BREGUET AVIATION
MIRAGE F 35A 34A
Restricted MANUAL 14 T r
43S Closing rate speed Closing rate Closing rate speed |
RADAR channel
Fixed reticle
D>Dc
system
AIDA D<Dc
D remaining air-to-ground Heading/distance Heading/distance
*}
D manual channel
Heading Indicator lights
10A Computer 103F

Roll
f
Reliability ^ Roll channel
Roll
Manual I reliability Drift

To Gyro Navigation
distance I Heading True course Bearing
selector logic center computer id Moving
unit I channel A- *- Bearing slaving
Roll reticle system
reliability ] Attitude
Gravity drop stabilization
Ul Elevation slaving
Elevation
25T
Resetting
and distance
34T
LASER « h
Bearing
Elevation
r1
control unit electronic unit
Manual gravity dropi Manual
14F
gravity drop
Distance resetting
i Incidence probe
23T
Bombing
computer
£^, 19F
Incidence ^L j a/
Local incidence Incidence
Test
Manual
Switch,
Manual-
indicator 56A processing Auto-Test
15A o o-
JT
+ 28V>-
__.
55A
-)||. 38A o o- c Fixed reticle brightness
4- Firing ready
T
Fixed reticle
brightness
Sequence signals
control
Altitude resetting Switching
Jettison command control Moving reticle brightness
Reliability logic
Moving gyro
LASER range finder reliability
Height
Sequence signals
«Reliability* signals g Gyro reticle brightness
u^T
reticle brightness
control
Mode and armament selection

T"
102R 101A
Bombing
r ir-r" Armament
1 T |_ Indicator light
brightness
Radio Armament Armament unit Armament ready
control control bay control
altimeter selection Indicator light brightness
panel panel Bomb
Jettison
J 17F
circuits
+ 28 V - -o
21A
o-
circuits APPandMBG
z
37A Glass
TAS reliability
39A Air data tilt
{£
To + 28 V - -o c-
-JÛ logic computer

reliability Air-to-air calculation
H
iSensitivity control +i Air-to-air
38A dElevationand bearing system
-
i
(gyro)
US;
As 126F 26 V 400 Hz
Filter Power supply ! Distribution
_I I_ Anti-stop

Bearing tracking error
*hU\ 26V REG.
transformer
H
c
Gyro
adaptation circuits
On-off
switch
+ 28 V Sight ON
AD FIGURE 16M - SIGHT FUNCTIONAL DIAGRAM

09-77 Restricted 3-140 Figure 16M 3-140 Figure 16M 3-140
BREGUET AVIATION
iL-^^TV^
yt^^'^g?^'
MIRAGE F
_<___S-^<C^ Restricted MANUAL 14
5- AIR-TO-AIR GUN FIRING CORRECTION PRINCIPLE (Figure 17)
A General
The angular rotation speed of the sight line is measured by a gyroscope installed as a rate gyro.
The angular speed detected (SI) enables calculation of the lead angles, (intended to take into
account target movement in relation to aircraft) and the position in the sight head of the air-to-air
reticle.
When the pilot stabilizes the air-to-air reticle on the target and stabilizes the sight (at least
2 seconds) the preceding calculation is completed, that is to say, the sight line and the aircraft-target
future axes coincide.
Firing conditions are fulfilled.
NOTE : By way of example, calculation of \p is with a uniform rectilinear movement during the
trajectory time of the missile.
B Rate gyro principle (Figure 14)
The moving part consists of a rate gyro with a mirror and a dome fixed to its shaft. There are
various coils around the dome, which create magnetic fields which act upon the dome and therefore on
the rate gyro shaft.
The electrical currents in the coils come from different detection data supplied by the associated
elements or the calculations made by the sight :
- two coils enabling elevation drift.
- two coils enabling bearing drift.
An induced current proportional to the dome displacement passes through the four coils and sets
up opposing forces to the dome displacement, and in proportion to the magnetic field created by the
sensitivity coil (S) and by the displacement speed (SI value).
The sensitivity coil creates a force which brings the gyroscope back onto its axis when it drifts ;
thus the gyro is in equilibrium which enables introduction of the lead angle <p. The return force (S) is
proportional to the aircraft-target distance, (long distance = high sensitivity ; weak return force : wide
fluctuation from the sight line).
C Calculation of firing corrections
The various firing corrections, displayed on the sight head by the air-to-air firing reticle, consist
mainly of :
- a main or lead angle correction.

- secondary corrections (incidence, projectile release, ballistic drop, parallax).
AB
BREGUET AVIATION
MIRAGE F
A/C SYMMETRY
PLANE
Actual target projection

within symmetry plane
Setting
Future
target position
.Target'
Projection
1 Total correction
TOP VIEW necessary from sight
FIGURE 17 - FIRING CORRECTION SCHEMATIC

AB
BREGUET AVIATION
MIRAGE F
(1 ) Prediction correction
Is obtained from the following equation

<^ = _-.S
Lead angle <$ computation depends on :
SI angular rotational speed of the aircraft-target line supplied by the rate gyro
S rate gyro sensivity determined by the following parameters :
D firing distance which varies between 200 m (.1 1 NM) and 800 m (.43 NM)
Vp true aircraft speed - TAS
VB target speed
Vip projectile impact speed
Vm projectile average speed based on a projectile constant, its initial speed Vo, the TAS, D2 (projectile
travel distance), and aircraft altitude H from the air data computer 17F.
In case of air data computer failure (ADC) the altitude information is replaced by a fixed value of
6000 m (19,685 feet), generated by the sight.
NOTE : Apart from D and H the other parameters are average values in relation to altitude and
deducted from the firing calculations.
(2) Secondary corrections
The following corrections are added to the lead angle \p :

the incidence correction which results from the fact that the fighter aircraft speed vector TAS
-
does not coincide with the aircraft axis, but differs from the true incidence angle.
With no drift, this correction only affects the aircraft symmetry plane.
If there is drift, it is not corrected in the sight.
Aircraft symmetry
plane
TAS
AD
°9-77 Restricted 3"143
BREGUET AVIATION
MIRAGE F
- Projectile departure correction (Cd), resulting from gun movement, hence from aircraft velocity
(TAS), initial projectile velocity (Vo) and setting of gun with respect to fuselage reference line (FRL)
(2° or 35 mrd).
FPi-
2© Gun ax/s_
A/C symmetry
plane
Such a correction takes place within A/C symmetry plane only and it is computed in accordance
with the following :
iv : true incidence, generated by incidence probe 14F.
TAS : fighter true airspeed.
Vo : initial projectile velocity (constant value proper to projectile).
- Gravity drop correction (Ugd), due to the fact that the average projectile velocity (Va) does not
coincide with projectile departure velocity.
This correction depends on projectile travel distance (D2) and average projectile velocity (Va)
(borne by fighter-to-target straight line).
Gun»*-"
_.*--- \
Ugd
\ Gd
D2
- The parallax correction which results from the difference between the firing reticle and the gun
axes. The correction depends on the distance between the firing reticle and the gun axes and the
distance D between the firer and the target. (D is supplied by the manual distance selector unit 10A).
This correction takes place only within the aircraft symmetry plane.
AB
AVIONS MARCEL DASSAULT /L=>^_rU
BREGUET AVIATIONx___==<^0>
MIRAGE F
^3-*****^*^ Restricted MANUAL 14
6 - SIGHT POWER SUPPLY (Figure 17M)
When the aircraft system is energized, the + 28 volts DC is ready at the sight head «ON-OFF»
switch through the electronic unit.
When the switch is turned «ON» the current is fed to the heating module of the gyroscope
(module control) and is transmitted to :
- the sight operation relay 52A which feeds various equipment (laser range finder, sight camera,
armament control panel 2A, bombing computer, etc.).
-the single phase control relay, which after energization, feeds transformer T5, which supplies 12
volts AC to the 28 volts DC protecting unit.
- the 28 volts DC protecting unit, which generates a + 28 volts protected supply which is sent to
the distribution system, the three-phase control relay, and the regulated 26 volts AC control relay.
The three-phase current is routed to .
- transformer T4,
- brightness circuits
- electronic unit fan
- sight head rate gyro
The regulated 26 volts AC current is also routed to transformer T1.
When the above systems are energized, the electronic unit supplies the various currents required to
the sight.
AA
09 77 Restricted 3 144H
BREGUET AVIATION
35 A 34A
FIGURE 22 - SIGHT POWER SUPPL Y SCHEMA TIC

AB
09-77 Restricted 3-144R FIGURE 17M 3-144R FIGURE 17M 3-144R
AVIONS MARCEL DASSAULT JL-i>-^r5L.
BREGUET AVIATION^
MIRAGE F
LASER RANGE FINDER
1 - GENERAL
The laser range finder measures the instantaneous distance between the aircraft and a ground
target accurately and unobtrusively.
The use of a 1.6 u, m wavelength gives a small aperture transmission beam for use on ground
objectives.
The laser beam axis is slaved to follow the pilot's sight axis.
The distance is calculated by the bombing computer.
The laser range finder consists of two main parts :

- a laser sight head 35T which is the working part of the unit and consists of :
- a transmitter
- a receiver
- a chronometer
- a beam deflector
- a laser electronic unit 34T consisting of :

- power supplies
- storage capacitor charging assembly
- deflector slaving electronics
2- TRANSMISSION (Figures 18- 19)
The laser used is of the type triggered off by optical stimulation.

It consists of : a laser source, an optical unit for improvement of the laser beam, an optical
stimulation circuit and a firing trigger circuit.
A Laser source
For the laser effect, there are two requirements :

means of amplification. This consists of a glass bar doped with neodym.
- a
- a tuned cavity. This consists of the bar and two mirrors. One of the mirrors is made up of a
revolving prism driven by a motor, and triggers off the laser effect by closing off the cavity. The second
mirror is fixed and semi-transparent ; the laser beam passes through this mirror and is sent to the optical
transmission unit.
B Optical unit
Of the afocal type, consisting of a lens which reduces the beam divergence to within < 1 mrd.
C Optical stimulation circuit
Consists of :
- in the electronic unit, a storage capacitor with its charging circuit.
- in the head, a flash tube.
(1) Charging tube

A generator supplies the pulses which are transmitted by a transformer, are rectified and charge
the storage capacitor.
AB
Restricted MANUAL 14 34T
J01B
Deflector control (63,) t66

J01B
Bearing
Control Bearing Amplifier 44
logic totalizer Common
35
-*- Constant
Af Elevation Amplifier 4 I
<?~é 45
Elevation
Ai Harmonization totalizer
B
BT Slaved to
order signal
Elevation
i_â-^ -i 1-
27
26
Elevation repeater
Bearing repea ter
1 Deflector ready Towards

(74) J07 (35T)
Elevation/
Level +
bearing
detector
totalizer
t »» T
Square wave
26V ____
signal generation T~L 24
^1
Potentiometric 26 V 180
reference 4 _-
26 V l__
generation
Fan
Power
switch
*t- J03
-rrv^rv
I
+n13Vl Trigger
0 13VJ control __: Discharge circuit
To wards
Storage capacitor
:t Safety channel 106 (35T)
Photodiode J~% O O
Safeties
o
Shield
O
I- Chronometer Ï-C H '

<s>
__n Prism _frn^ J01A
45
Delay
Common
Power supply
V motor power
supply <r~i-
55
54
Advance
+ 13 V
v |_ Reception 36
appearance
40) (38) 27
*AND» - 13 V
Reception 2 sec 17
I
gate, relay + 200 V
time constant Capacitor 14
ready
charging
control 23
ready Rectifier +9 V
Monostable 53
Charge power
950 ms
supply 52
+ 13 V
24
Capacitor charge HT Shot
15 Towards
power supply counter 13 V
Prism motor 25 J05 (35T)
power supply 16
Fan phase
J L 56
Common fan
57
Range finder ready
40
0/28 V
41
Reset
12
Manual test
11
Test return
50
Distance (hot area)
48
J I ± Ground
39
Distance
49
F/GURE 18 - AIRCRAFT CIRCUITS AND LASER ELECTRONIC UNIT (s> (?) <a> (_>
AE
01-78 Restricted 3-146 FIGURE 18 3-146 FIGURE 18 3-146 FIGURE 18 3-146 FIGURE 18 3-146
BREGUET AVIATION
MIRAGE F
MANUAL 14
Bearing
Elevation
Elevation repeat
Towards Bearing repeat
J01B
(34T) 26 Vtëfl!
26 V e
26 V 1180°
Discharge circuit
Towards
J03 :} Storage capacitor t:
(34T) Safety channel
Delay
Common
Advance
Trigger + 13 V
control 0
-13 V
Photodiode + 200 V
0
Chronometry + 9V
0
Reception + 13 V
0
rcawards Reception -13 V
J01A - 0
(34T)
Fan phase
Common fan
Range finder ready
^
0/28 V
Reset
Test
^
Test return
^
Distance (hot area)
Distance
-*
FIGURE 19 - LASER HEAD CIRCUITS

AB
AVIONS MARCEL DASSAULT ___J>"'-'vL.
BREGUET AVIATION^<_oF°_<3fQ>
MIRAGE F
__£_5-^-^^ Restricted MANUAL 14
The capacitor charging voltage is adjustable by means of a 10-way power switch. The switch
voltage serves as a reference voltage, and is comparable to a voltage proportional to the capacitor
charging voltage. The dial gauge output cuts off the pulse generator if required.
An overload safety circuit prevents overcharging of the storage capacitor. The voltage which is
proportional to the charging voltage is based on a reference voltage. If there is an overload, the pulse
generator is cut off.
(2) Flash tube

The discharge of the storage capacitor into the flash tube around the bar enables stimulation of the
laser. A magnesium reflector acts as the flash tube chamber and improves the output. A fan speeds up
cooling of the assembly.
When the capacitor discharges, a pulse is sent to a monostable which cuts off the pulse generator
for 50 msec., the time required for de-ionisation of the flash tube. The pulse from the monostable is
also transmitted to the shot counter.
An «AND» gate receives :
- end of charging signal

- a pulse triggered by the preceding firing, delayed one second,
- a voltage appears 2 seconds after cutting in power supply.
When these three voltages are present, the relay «capacity charging ready» is in on position.
D Firing trigger circuit
The firing trigger circuit controls the storage capacitor discharge during firing. Discharge is caused
by preionisation of the flash tube by a 12 kV pulse from the trigger control.
The 1 2 kV pulse is obtained when the following are present at the «AND» gate :
- «firing order» current from the chronometry

- trigger pulse from the prism motor.
A delay device in the trigger pulse circuit enables synchronization of the discharge lamp flash and
the position of the prism.
The «AND» gate output pulse closes an electronic switch which enables the capacitor to discharge
into the primary winding of the VHV trigger transformer.
A safety relay cuts the electronic switch control circuit off when the «range finder ready» is
absent.
E Transmission checking
This circuit checks the transmission power. A photodiode coupled to the lens sends a current to a
threshold circuit. If the transmission is correct a «transmission check» pulse is sent to the receiver and
to the chronometry.
AB
AVIONS MARCEL DASSAULT /L->-_ir\]L
BREGUET AVIATION ySj^^sg*^
MIRAGE F
___C2-SS'~^^ Restricted MANUAL 14
3- BEAM DIRECTION (Figures 18- 19)
A- Target
The deflector slaves the laser beam axis to the pilot's sight line. The elevation and bearing orders
transmitted by the sight camera give this sight line.
The beam direction equipment consists of two identical optical systems, the one for elevation, and
the other for bearing.
B- Optics
The optical system of direction consists of two circular prisms whose opposite faces are parallel.
When the prisms turn in opposite directions they deflect the beam within a plane (elevation or bearing).
C Slaving
Elevation slaving : after passing into the control logic, the elevation signal is fed into the elevation
totalizer. As the slave signal process requires demodulation and modulation with a 26 V - 400 Hz
current, it is applied to the amplifiers in the form of square wave signals. The amplifier output voltage
controls the elevation reduction motor which drives the prisms. A repeater potentiometer fed with a
26 V - 400 Hz reference current by a potentiometric reference generator, and whose slide rod is an
integral part of the prism, delivers a voltage proportional to the prism rotation. The voltage is matched
with the sight order.
When the laser harmonization switch 33T is in harmonization position, a fixed voltage sent to the
input logic gives a deviation of 35 mrd on the FRL.
Bearing slaving : same functioning. In harmonization position deviation is nil.
D Control logic
Determines the slaving conditions (sight or harmonization orders) according to the signals
corresponding to the sight installation mode.
E Ready to fire circuit
An elevator/bearing totalizer receives the sight and repeat voltages and transmits them to a level
detector which gives the «deflector ready» signal.
4- RECEPTION (Figure 19)
A Optical unit :
The reception lens forms the image of the target on the photodiode acting as a detector.
B Reception circuits
The photosensitive element is an avalanche type photodiode.

It is slaved to an AGC. After amplification the signals are sent to the chronometry and the AGC
stage.
C - Calculation of the AGC
When the trigger control is functioning, the pulse transmitted to the AGC circuit greatly reduces
the gain, then when the «transmission power» signal arrives the gain increases in relation to the time.
AB
BREGUET
LM^L
AVIATIONw^=^_«î>
MIRACib h
___C*-~^^3^ Restricted MANUAL 14
D - Coding
The composition of the message sent to the bombing computer 23T is chronologically as follows :
- 16 bits for information :
- low weight bits at the beginning, the sign at the end.
The sign is always positive : bit 0 logic.
The four lowest weight bits are the 0 logics.
4 address bits represented by 1000.
- 1 validation bit : state 1.
The validation bit is incorrect (0 logic) if :
- «range finder ready» is absent.
- «transmission control» is absent.
- «transmission start» is absent.
- the counter capacity is exceeded.
- the target is at a distance below 240 m.
The message sent to the bombing computer 23T contains the 16 information bits to zero.
- 1 parity bit so that the number of «1 » states is odd.
5- DISTANCE CALCULATION (CHRONOMETRY) (Figure 19)
The chronometry system measures the time between transmission and reception of an echo and
sends this information In the form of a numerical distance to the bombing computer 23T.
A Constitution
The chronometer comprises :

-an input logic
This logic controls the other elements of the chronometry.
- a counter
- coding and information output circuits
a test circuit.
B Input logic
The input logic receives the signais for :

- resetting
- transmission checking
- transmission start
- range finder ready (logical total of the functions «charge capacitor ready» and «deflector
ready»).
- manual test.
On receipt of «resetting» order the input logic :
counter to zero
- resets
- transmits the firing order to the trigger control.
The «transmission checking» signal cancels out the counter to zero hold.
The «transmission start» signal is the time origin and starts up the counter. The signal is sent by
the receiver when the photodiode detects the laser flash by means of the coupling between the two
lenses.
Counting stops when the receiver receives the laser transmission echo.
AG
BREGUET AVIATI0N^<_cP=^Ô
/L=-^_rÇL. MIRAGE F
^C^^^y Restricted MANUAL 14
C - Counting
A 29.97 MHz oscillator supplies the frequence chosen. It corresponds to a pulse travel time over a
distance of 5 meters, there and back.
The binary type counter has a capacity of 2047 bits, i.e. a measuring capacity of 10,235 m.
A 240 m pulse is supplied to the input logic and blanks it off for distances below.
If the counter capacity is exceeded, the message is not validated.
Data are transmitted to the register, then to the bombing computer 23T, via the output stage.
6 - POWER SUPPLY (Figure 18)

The laser range finder is supplied from the aircraft AC system 1 .
A filtered 26 V/400 Hz is sent from 126F through the sight electronic unit 35A to the laser range
finder.
The power supply units are located in the laser electronic unit 34T.
A - Deflector power supply

Fed by aircraft system phase A.
The following voltages are obtained :
- 1 5V J rect'f ^d ant* regulated
The power supply of the control circuit power stage of the elevation and bearing slave motors.
26V/400 Hz intime-quadrature in relation to phase A.

B Main supply
Fed by the 3 phases of the aircraft system.
- direct voltages :
+ 13V "I . . .
3V J 1 tr,99er control
+ 230V photodiode supply
+ 9V
+ 13V "
13V .
-
reception supply
...
12V
charging supply
+. 5V .
capacitor charging HT supply
+ 24V -
prism motor supply
- AC current
115V/400 Hz fan supply.
C Prism motor power supply
Fed by the + 24V of the main power supply.
It supplies two voltages at 400 Hz, 90° out of phase with one another.
AD
09 "77 Restricted 3~151
BREGUET AVIATION ^<<a
jL_,>~v_
^
MIRAGE F
7 - LASER CONTROLS (Figure 20)
A Sight on
When the sight installation is on, the sight operation relay 52A working contact enables
transmission of a 28V current from the DC system 2 load-shedding to the sight electronic unit 34T.
The 28V «stand-by» enables energization of the beam direction assembly through a relay.
B - Ranger finder on
Energization of the range finder, with the sight on, necessitates several conditions and selections :
- aircraft conditions :
- on the ground
- armament master switch 15A on FIRING or TEST
- ground firing connector 8A connected
- SDAP not connected to test connector 45Z.
- in flight
- armament master switch 15A on FIRING
- U/C up (U/C microswitch 9A closed)
altitude below 6900 meters (air data computer 17F).
- armament control panel 2A selection

- select one of the following on the pushbuttons «RP - AG/GUN - CLEAN-RET».
- bombing control panel 101 A selection
- the «MODE» selector should be on «LAS» or «LAS A».
- laser range finder conditions :

The «range finder on» circuit supplies relay K02 and is closed at 0/28V by the safety circuit.
The safety circuit passes through the following :
- thermostat
- laser electronic unit 34T safety shield

- connectors J03-J06
- laser head 35T safety shield
- connectors J05-J01 A
The general 28V feeds :
- relay K01 through NO contacts of K02. The circuit is completed by the safety circuit. The
NO contacts of K01 feed the transformer/ rectifier stage with a three-phase 1 10V/400 Hz.
- the storage capacitor discharge relay whose circuit is completed by the safety circuit.
AE
AVIONS MARCEL DASSAULT/;
S. MIRAGE F
BREGUET AVIATION^r'u' N Restricted MANUAL 14
Sight Armament master switch

on 15A on FIRING or TEST
Armament control
panel 2A
One RP A/G Gun or
Clean-Ret button depressed
C
Stand-by
) Bombing control
panel 101A
«MODE» selector
on LAS
or LAS &
Deflector
energization
phase A C
Range finder on
>y+
__n
Energization
200 V 400 Hz ABC,
28 DC
Deflector ready
C y
1
Energization
of safety relay :
storage capacitor
is no longer
grounded
2 seconds
Time constant 2 sec.
I
(Capacitor charging "N
ready J
Range finder ready

C The «range finder
i
Trigger control
ready» light
on sight head
comes on
safety
I
Resetting
I
Transmission
FIGURE 20 STARTING SEQUENCE

AL
AVIONS MARCEL DASSAULT L^^yK
BREGUET AVIATION î^^^-jf^
MIRAGE F
__^-5-^5^ Restricted MANUAL 14
The deflector slave mode depends on the command mode :

- stand-by
- range finder On.
- harmonization.
The following table gives the beam direction in operation.
COMMANDS + 28 V BEAM DIRECTION
STAND-BY (sight on) Harmonization
RANGE FINDER ON
Slaved to commands
+ STAND-BY
RANGE FINDER ON +
Harmonization
STAND-BY + HARMONIZATION
C Range finder ready
The 28V general supply passes through the NO contacts of the relay «capacitor charge ready» and
the relay «deflector ready» :
- fed to the sight installation, it causes the «range finder ready» indicator light to go out.
- fed to the laser head, it operates the trigger control.
D Resetting
The distance resetting button 55A sends the 28V resetting current to the laser head 35T through
the sight electronic unit 35A and the laser electronic unit34T. The 28V is fed to the chronometry input
logic.
8 - SAFETY MONITORING - TEST (figures 18 - 19)
The laser range finder is equipped with :

safeties for disabling the range finder
- a safety for protection of personnel
- a monitoring system which permanently checks the functional ancillary equipment for correct
operation.
- a test device for use on the ground or in flight to check the laser range finder for correct
operation.
A Safeties
Connector and shield safety :
Prevents operation of the laser range finder if a connector is not connected or a shield is not in
place.
- 2 laser electronic unit 34T safety shields.

- Connectors J03 - J06.
- 1 laser head 35T safety shield.
- connectors J05 - J01 A.
It also checks the temperature of the pulse generator transformer for charging of the storage
capacitor by means of a thermostat.
VHV Safety.
If the range finder stops working, the VHV is grounded and the storage capacitor is discharged.
AC
BREGUET
L>_rSl
AVIATION^f-SV^çÔ
MIRAGE F
_____2-S^^ Restricted MANUAL 14
B - Monitoring
Monitoring is by means of the «range finder ready» circuit.
The following are checked :

- the storage capacitor high tension power supply
- the deflector power supplies
- the functioning of the slave units of the deflector.
When there is a failure in one of the sub-assemblies, the «range finder ready» is absent and firing is
prevented by :
- the chronometer input logic
- disable on trigger control by relay K03.
C - Test selected
(1 ) Principle : an actual firing is performed bringing about a simulated echo for testing the receiver.
All the laser range finder circuits are tested when test is selected.
(2) Control
With the laser range finder on, the test is selected by pressing the TEST pushbutton on bombing
control panel 101 A. It only functions if the «range finder ready» is present.
The 28V test triggers off a firing through the chronometry input logic.
-
The reception is checked by the reception checking device.
-
The reception sends a «reception start» pulse to the chronometer which starts up the counter.
When the counter reaches a distance of 5120 meters, a pulse is sent to the reception checking
device and actuates an electro-luminous diode which is linked diode which is linked to the receiver
photodiode. If counting is stopped by the pulse generated before the counter capacity is exceeded, then
the test is validated.
- The distance information is supplied mandatorily at 4045 m with 1 good validity bit.
On the ground an absorbant cover is placed over the laser window in order to prevent echo.
(3) Test display
When the test is validated, the 28V test circuit is completed and lights up the LASER light on
bombing control panel 101 A.
AJ
09 "77 Restricted 3"155
AVIONS MARCEL DASSAULT /L=>~ VU.
BREGUET AVIATION,
MIRAGE F
BOMBING COMPUTER
-~~-~~----~---^ -------i im ----_____»
(Figure 21)
1 - GENERAL
The bombing computer is a digital computer.

Its consists of the central elements which do the calculations, and the peripheral elements (input
and output) which link up the associated elements.
2- INTERNAL LAYOUT OF COMPUTER
A Central elements
Carry out the following operations :

- range calculation
- remaining distance
gravity drop
- generation of sequence signals
- self monitoring.
They consist of :
(1 ) A D.D.A operator (Digital Differential Analyser) made up of :

integrator which carries out the integration and servo-integration operations.
- an
The integrator capacity is 160 operations per calculation cycle.
-an incremental memory (write-read storage) of 160 words of 2 bits. 1 bit is for the absolute
value, and the other is for the sign, which is for storage of the increments and their distribution to the
integrator.
- a delay line made up of two shifting registers of 160 words of 16 bits which is for the storage of
the contents of the 160 integration operation registers.
(2) An adder-subtractor which acts as a digital computer for addition and subtraction operations.
(3) An arithmetical unit for multiplication, division and square root calculations.
(4) A full word memory for storage of calculation results in increment form from the :
the arithmetical unit

- the differential gear
- the D.D.A. integrator
and also the increments introduced in the form of initial conditions. These results are then
distributed (read function) to the various operators where they become calculation data.
(5) The program storage (dead memory of 224 words of 128 bits) which contains the management
program of the computer and governs the calculation sequence.
(6) The timer which divides the time up into elementary intervals and distributes the different
synchronization signals to the appropriate parts of the computer.
AD
AVIONS MARCH. DASSAULT
BREGUET AVIATION
MIRAGE F
23T
17F
Program Yn-3
Hbl E
Hb2
© @ Yn
Air data TAS
computer RC D.D.A. OPERATOR
19F
ANALOG
Incremental
memory
Integrator
Yn-1 Delay line J Electrical gravity drop
Remaining distance
I
Incidence I L I
indicator Analog A H comparison rH integration
INPUT e*o v o <*
comparator
~
Program
14F
i
Program
EL
Incidence
EM
probe
MULTIPLEXER 35A "
25A H subtraction W \*\ Warning
Release signal
Hb1/Hb2 switch -, 27 F SIGHT
Intervalometer Clean bombs Do too short
Electronic Pitch Sequence
Retarded bombs Writing Adder Reading Computer reliability
unit signal
subtractor D.D.A. ELECTRONIC
Blocking Adder Full word generation Correct range finding
101A 35A unit subtractor
Manual memory
Writing Safety envelope
Reading Adder
Bombing Sight electronic gravity drop UNIT
control panel subtractor D.D.A. Envelope
unit Distance
Mode and
2A
armament selection 4 Commands to central elements
Armament
®-
control panel Writing Arithmetical unit
Arithmetical
Input] unit Reading Arithmetical unit
processing
103F
Navigation TS Cos ^, D minimum I

computer
102R Program Program

DIGITAL
EN storage
Radio -altimeter
transceiver
34T INPUT <$ (y)

LASER
electronic
unit
MULTIPLEXER
25T
+ 28Von from24T
Bombing resetting H diff - Do IP INPUT CENTRAL OUTPUT
unit ELEMENTS ELEMENTS ELEMENTS
FIGURE 21 - BOMBING COMPUTER SCHEMA TIC

AK
AVIONS MARCEL DASSAULT __>>''irÇL
BREGUET AVIATION^<_i_P='^s^_>
MIRAGE F
____^__>^^ Restricted MANUAL 14
B Input elements
Consist of the following for the analog input values :
(1) The blocking units which convert the alternating analog values (Pitch, gravity drop) into direct
values.
(2) The analog input multiplexer which, when ordered by the program, selects one of the twenty
input channels and introduces it into the comparator. This is the computer digital analog converter.
(3) A unit which receives and processes the + 28 volt signals (armament, functioning mode, resetting
signal) and converts them into logic orders (0 to 5 volts), which are then distributed to the different
parts of the computer.
For the digital input values, the input elements also consist of :
(4) The digital input multiplexer which, when ordered by an input processing circuit, transmits to the
interface circuit the messages sent by means of a given digital link.
(5) The interface circuit which extracts the data from the message received after having checked the
validity.
C Output elements
Consist of :
(1 ) The decoding circuits which carry out the analog digital conversion of the two data (gravity drop
and remaining distance) addressed to the sight.
(2) A unit which generates the sequence and operation signals.
AD
BREGUET
\-'- M
AVIATION^_^ ^^> MIRAGE F
3- COMPUTATIONS PERFORMED
A General
From the following data :
- barometer altitude and radio altimeter height
- initial distance
-TAS
- speed on trajectory
-vertical velocity
-incidence
-pitch and roll
altitude difference
the bombing computer generates bombing aid information :
- remaining distance
- range
- elevation
-sequence signals, including the jettison «top» signal
-safety signals.
The initial computation conditions are supplied to the computer through two resettings :
- one altitude resetting allowing A/C altitude to be computed in relation to target

- one distance resetting allowing for computation of aircraft-to-target distance.
Both-resettings may be performed :

-either from a radio altimeter information
- or from a laser range finder information
- or (only for distance resetting) by using a preset initial distance.
The third possibility entails a radio altimeter altitude resetting.
B Radio altimeter resettings
(1) Altitude resetting
It is to be performed over an area where the altitude difference in relation to the target is known.
On resetting, the computer works out the barometer altitude of resetting area.
Hres = Hp h
where :
- Hp = A/C barometer altitude (supplied by the air data computer)
- h = A/C height over resetting area (as supplied by radio altimeter).
The computer works out the target barometer altitude from altitude difference Hdif and
barometer altitude of resetting area Hres.
Hbb=Hres + Hdif
That information is stored and used for computing A/C altitude-target H during the whole attack.
Altitude resetting 'TOP" signal
Distance resetting "TOP" signal
Sea level
AF
AVIONS MARCEL DASSAULT ;
BREGUET AVIATION
MIRAGE F
(2) Distance resetting

It is performed when in nose-down attitude, so that the sight line displayed in the sight coincides
with the target.
The radio altimeter distance resetting (triangulation) is to be performed after an altitude resetting.
When the computer receives the distance resetting command, it works out the aircraft-to-target
oblique distance from the following relation :
Do= --U-
sinepo
where :
- Do = aircraft to target distance

- j3o = angle between level flight and sight line.
Using Do information, the computer works out the horizontal initial distance DoH in accordance
with relation.
DoH = Do Cos 0o
That information is stored and used to compute the remaining distance for the whole attack.
C Resetting with laser range finder
Altitude and distance resettings are obtained simultaneously and controlled by distance resetting
command. It is performed when in nose-down attitude, so that the sighting line displayed in the sight
coincides with the target.
(1) Distance resetting
Once resetting is commanded, the computer receives distance information from laser range finder.
It computes horizontal initial distance DoH.
DoH = Do Cos j3o
where :
- Do = oblique distance measured by range finder

- j3o = angle between level flight and sight line
That information is stored and used to compute the remaining distance for the whole attack.
Distance resetting "TOP" signal
Sea
level
(2) Altitude resetting

When computing the horizontal initial distance, the computer works out the aircraft-target initial
altitude from the following relation :
H = Do sine /Jo
Starting from that information and from barometer altitude supplied by ADC, the computer
works the target barometer altitude out.
Hbb = Hp - H
That information is stored and used out the same way as that worked out during altitude resetting
with radio altimeter.
AD
AVIONS MARCEL DASSAULT }LJ>^V<
BREGUET AVIATION y(3y=^^-.-?^>
MIRAGE F
^2*^^y Restricted MANUAL 14
D Distance resetting using «initial point»
This type of distance resetting may only be performed in level flight provided that a special «initial
point», the distance-to-target of which is known, may be flown over. That distance is supplied to the
computer by the bombing resetting unit 25T on which it has previously been displayed.
Computations are carried out as for range finder distance resetting, but with Bo angle = 0 (a
horizontal distance is introduced).
E - Computation of remaining distance
The horizontal remaining distance is computed from initial distance and from integration of
longitudinal ground speed Vsx.
Dr = DoH- /Jvsxdt
The longitudinal ground speed is computed from speed on trajectory VT, true airspeed TAS and
slope P.
(1 ) Computation of slope
Slope is the angle comprised between the level flight and the A/C trajectory. In case of nose-down
bombing, the slope signal is worked out from pitch data supplied by the gyro platform and from true
incidence (at) data ; art is computed from local incidence supplied by incidence probe.
P = T-at
In case, of level flight bombing, the slope is computed in accordance with the following relation :
Vs
P = arc sine j-tô
where :.
- Vs = vertical speed from ADC
- TAS = true airspeed from ADC
(2) Computation of longitudinal ground speed :
The longitudinal ground speed is computed from the following relation :
Vsx=VTS3 -TAS2 Sine2 P
The computer uses that information to give the wind speed :

W = TAS cosP - Vsx
(3) Computation of oblique remaining distance
Starting from horizontal remaining distance, the computer works the oblique remaining distance
out (aircraft-to-target actual distance).
ur Cos/Jo
where Bo3o = sight line setting angle in relation to level flight.
Bo is a function of gravity
gravitv drop deten
droD which determines the sight line setting in relation to aircraft FRL,
and of Ditch
AF
BREGUET AVIATION
MIRAGE F
F- Computation of range
Bomb range X, is computed from the following information
- bomb-to-target altitude
true airspeed
- bomb initial speed
- wind speed
- fixed parameters related to bomb characteristics (k).
(1) Bomb altitude in relation to target

Considering the position of pressure pickoffs in relation to the bombs, the aircraft-bomb altitude
is different from aircraft -target altitude. It is therefore required to carry out a correction in relation to :
average distance between pickoff and bombs
- aircraft slope.
NOTE : That position correction is also required for computing the distances.
(2) Computation of bomb initial speed
The initial speed of bombs depends on three parameters :
- true airspeed, indicated by the air data computer
- the slope
- the bomb ejection speed : that is a fixed parameter related to the type of the bomb.
The computer uses the horizontal and vertical components of initial speed.
Vx = Vp Cos P + Vj Sine P Vx Vp Cos P

Vy = Vp Sine P - Vj Cos P
Vx : longitudinal speed
Vy . vertical speed
Vj : ejection speed
Vp Sine P t~
WI -*i Bomb initial
G - Computation of gravity drop

Two different types of gravity drop are used, according as the computer performs a continuous
computation of the jettison point or of the impact point :
- in the first case, the gravity drop is only used to supply a sight line during the distance resetting.
Its value is then fixed and related to the concerned weapon.
- in the second case, the gravity drop is used for positioning the sight line which permanently
visualizes the bomb impact point : the latter depends on bomb range and on aircraft-to-target altitude.
Gravity drop is then computed from the following relation :
H = B + T - Ho CosR and B = arc tg ^-
where :
R = roll from gyro platform
T = pitch
Ho = gravity drop of sight line, without current
B = sight line setting angle in relation to level flight, required to visualize the correct impact
P°'nt- Level flight
FRL
* Sight line
null point
Impact point
AB
AVIONS MARCEL DASSAULT]
BREGUET AVIATION^C- .
MIRAGE F
H Preparation of sequence signals
The four sequence signals are prepared from the following data :
- range X
- remaining distance Dr
- longitudinal ground speed
- minimum distance D min. (from navigation computer)
initial horizontal distance.
(1 ) «Too short initial distance» signal

This signal appears during distance resetting, when distance is shorter than range.
(2) «Penetration into bomb envelope» signal

This signal is delivered when the aircraft-to-target distance becomes shorter than the minimum
distance representing the bomb envelope.
That distance is worked out in the navigation computer.
(3) «Jettison less 2 sec.» signal

It appears two seconds before the range is equal to the remaining horizontal distance i.e. when :
Dr = X + 2". Vsx
(4) «Automatic jettison» signal

This signal is delivered when Dr = X.
I Preparation of safety signal
This is the pull-out order which appears when :

- the altitude of the aircraft is less than 2 sec. safety altitude. It is defined as the minimum altitude
which enables at the limit to pull out the aircraft at 4 g without hitting the ground.
- slanting distance D'r falls below the distance determining the bomb splinter zone. This distance is
a function of the characteristic safety distance of the bomb and of the aircraft TAS.
4- BOMBING COMPUTER POWER SUPPLY
When energizing the aircraft system, the computer is supplied with :

- 1 15 V/400 Hz, phases A, B, C and neutral of AC system 1
- DC 28V of load-shedding DC system 2
- 28V return
- 26V/ 400 Hz of transformer 126F
All these voltages are smoothed and remain in standby on the common circuit of ON/OFF relay
switches.
When energizing the sight, the bombing resetting unit is supplied, through rest contactor of relay
24T (except in «AIDA»*and emergency modes), with sight operation 28V which it transmits to the
computer ON/OFF relay.
All three phases of 1 15 V/400 Hz and the 26 V/400 Hz voltage are supplied to the transformers
rectifiers to prepare the operating voltages.
The 28V DC power is directly supplied to the operators.
The bombing computer supplies the bombing resetting unit with the following signals :
-+15V
-- 15V
- OV analog
- + 5V logic
- OV logic
- 28V return
--8V
- 8V return
AD
1177 Restricted 3 163
BREGUET AVIATION
MIRAGE F
23T 25T
P02 P01 P01
A A
-Tl -15V
+ 15V
-15V
+ 15V
/ ^ + 12V
M
21T _n+, 6V -12V

EXTERNAL
2.
~r_ Transformer
~ë :} USE
(Fig.22)
-& 20V
Regulator
-8V
8Vref.
_
_
INTERNAL
USE
w
~r» rectifiers OV analog. m p

OV analog. 96
"(«D INTERNAL
.
EE N
USE
/-" -20V _
^§"
Filter
.+ 5Vlog.. + 5V log. *-
^
h D . OVIog.. OVIog __-_>.
.c?cs,
22T
§5
!t ~<r\s-
Discrete orders
circuits
3^ .,(_
/IJSÛ- "I
_j /VAC INTERNAL
126F
(S) J 7Vn?r~. =: j USE
Transformer
2.6V AC _^ -j Gravity drop
26 V Y- and distance
400 Hz + 2.6V ref.
-* circuits for sight
transfor¬
regulator
mer
24T
B
9VAC
(_) 9Vref. J* ^.22/
~<§>
FIGURE 23 - BOMBING COMPUTER POWER SUPPL Y SCHEMATIC

AB
09-77 Restricted 3-1 63M FIGURE 23 3-1 63M
BREGUET AVI ATION^<_cL
ILJ>^r\l
__ ^
MIRAGE
...........
F
OPERATING MODES
Using parameters supplied by the components of sight unit (sight, laser range finder,
radio-altimeter, bombing computer), the sight head displays firing aid data in compliance with
selections performed on armament control panel.
1 - AIR-TO-GROUND OPERATION
A General
Whatever the selected weapon is, the bombing computer provides for a bombing aid, except in
emergency modes («AIDA» and «EMG»).
The computer is initialized in different ways according to the selected type of resetting.
(1 ) Range finder + triangulation mode

(a) Clean bomb - Gun - Rocket
Altitude and distance resettings are performed from range finder data during distance resetting.
It is however required to perform an altitude resetting with the radio altimeter, as the range finder
data may be left out (range finder malfunctioning). Then, both resettings are performed automatically
from radio altimeter reset altitude.
(b) Retarded bomb
Distance resetting is performed by the range finder. Altitude resetting should however be
performed by the radio altimeter.
In case of range finder malfunctioning, distance resetting is performed automatically from radio
altimeter reset altitude.
(2) Range finder mode

(a) Clean bomb - Gun - Rocket
Altitude and distance resettings are performed with range finder. In case of range finding
malfunctioning, resetting cannot be performed on that mode.
(b) Retarded bomb
Same as range finder + triangulation mode, but triangulation is impossible in case of range finding
malfunctioning.
(3) Triangulation mode

(a) Clean bomb - Retarded bomb Gun - Rocket
Both resettings are performed from radio altimeter data.
(4) Initial point mode

(a) Clean bomb Gun - Rocket
This mode cannot be used.
NOTE : When selecting that mode, for the various indicated missions, all the sight head reticles go
out, and all the indicator lights come ON.
(b) Retarded bomb

Altitude resetting is performed from radio altimeter data.
Distance resetting is performed through data displayed on bombing resetting unit.
AE
AVIONS MARCEL DASSAULT jLJ^^rÇL
BREGUET AVIATIONôP^^Ô
MIRAGE F
î-^^^y Restricted MANUAL 14
B - Clean bomb in «range finder -I- triangulation» automatic firing mode (Fig. 24).
This operating mode is obtained by selecting :

-armament : «CLEAN-RET» button depressed and bomb selector (25A) to «CLEAN»
- resetting mode : mode selector switch to «LAS + A»
-firing mode : «AUTO-tVIAN FIRING» toggle switch to «AUTO FIRING»
(1) General
Target approach is performed in nose-down attitude, and jettisoning during recovery.
In that mode, the target is designated through LASER ranger finding. If, however the latter is
faulty or inefficient, distance data are obtained through triangulation from altitude indicated by the
radio altimeter.
Once altitude and distance resettings are performed, the bombing computer performs a jettison
point constant calculation (JPCC) and, when the remaining distance equals the range, it initiates
jettisoning automatically.
The computer also delivers a safety signal indicating the ultimate instant before pullout.
The sight displays the aircraft-to-reticle oblique remaining distance and a fixed gravity drop (range
finding sighting axis) the only purpose of which is to perform LASER sightings during nose-down flight.
These data are supplied by the bombing computer.
(2) Altitude resetting phase

The altitude green light (sight head) flashes : altitude resetting is required :
altitude difference display on bombing resetting unit
- display of approach altitude or of desired safety altitude (on radio altimeter indicator).
- altitude resetting performed on resetting area by depressing altitude resetting pushbutton (25T).
The reset altitude light on resetting unit comes on if altitude resetting has been taken into account
by the computer, while the sight head altitude green light does not flash any longer. That resetting is
kept as long as the computer is operating, but it mey be cancelled by depressing the altitude resetting
button once again.
Once resetting is performed, the computer stores the target barometer altitude and only uses
barometer altitude changes to calculate A/C altitude in relation to target.
NOTE : Altitude resetting may be used in case of multiple target attack ; to that purpose, display on
resetting unit the altitude difference in relation to each target.
(3) Approach phase

Displays on sight head :
- square amber light illuminated if the armament is ready (selection on armament panel 2A
+ armament safety switch to FIRING)
altitude light(s) illuminated or not, according to preset altitude and flight altitude
- green sequence light flashing if A/C is out of altitude envelope.
That information from air data computer when Z exceeds 6,900 m (22,700 ft) also prevents range
finding distance resetting.
- amber triangular light out if LASER range finder is ready for firing, illuminated and steady if not.
- distance scale to zero
- moving reticle giving the following information :
- value of range finder sighting angle (elevation shift in relation to LRF : 40 mrd)
- drift correction (shifting in bearing) reproduced at scale 1 x1
- aircraft roll (value of angle made by the larger branch of reticle in relation to vertical).
The moving reticle is stabilized in roll, and its centre shows the laser range finder sighting line.
AE
BREGUET AVIATION
MIRAGE F
Armament ready
- resetting mode : "LAS + A '
- "CLEAN BOMB" selected
- "auto" mode
Altitude 1st distance 2nd distance Bomb envelope Jettisoning Remaining
resetting signal resetting signal resetting signal entry signal distance = 0
- When resetting to "LAS", the radio altimeter green light does not flash.
When resetting to "A ", the triangular amber light remains out
The altitude lights are not shown.
FIGURE 24 - DISPLA Y IN CLEAN BOMB - A UTOMA TIC FIRING MODE

AA
11-76 Restricted 3-165M FIGURE 24 3-1 65M
AVIONS MARCEL DASSAULT RyÂ^yTyY
BREGUET AVIATION y<^^ ê^^>
MIRAGE F
(4) Distance resetting phase

That resetting is obtained by depressing the distance resetting button (on control stick handle),
with aircraft in nose-down attitude, and centre of moving reticle kept on target.
(a) Resetting procedure
Distance and altitude are calculated from information delivered by the range finder when flying
inside altitude envelope.
The distance resetting may be repeated. Subsequent altitude and distance initialization are related
to LASER firing issue .
1) all the firings are correct
Distance and altitude are computed from distance data delivered by the range finder.
NOTE : Range finder altitude resetting is performed every time the range finder distance resetting is
correct.
2) all the firings are missed
Distance and altitude are calculated by triangulation
3) One missed LASER firing follows a correct LASER firing
Initializations are not computed by triangulation ; calculations are performed from the last
correct LASER firing.
4) one correct LASER firing follows a missed LASER firing
After the missed firing, initializations have been performed by triangulation ; the correct
LASER firing allows for range finding initializations, as that mode is preponderant over triangulation
initialization.
(b) Display
The sight head distance scale shows the aircraft-to-target remaining distance.
The moving reticle shows A/C roll and laser sighting line.
The square amber light is illuminated.
The triangular amber light may show various displays :
- before distance resetting
out : LASER range finder ready
on and fixed : Range finder not ready
- after distance resetting
out : Correct LASER range finding (distance taken into account)
LASER range finder ready for a new firing.
on and fixed after 1 second :
Correct LASER range finding (distance taken into account).
LASER range finder not ready for a new firing although time required for charging capacitors (1
to 2 seconds) has elapsed.
Flashing for 6 seconds.
Distance not taken into account, incomplete digital message or range finding failure ; resettings
are performed automatically by triangulation.
(5) Final approach phase

On completion of resetting and as long as the target can be seen, the sighting should be kept on the
target. It is obtained by setting the larger reticle branch in line with the target. The sequence green light
flashes if the aircraft is outside bomb envelope.
(6) Pullout phase

A/C is inside firing envelope (sequence green light out) : when scheduled distance is reached, the
pilot initiates pullout. The red light flashes if the safety envelope is reached.
Illumination of light is related to the following conditions :
- minimum pullout altitude
- the aircraft is going to enter the clean bomb splinter zone. As soon as the light comes on, the
pilot should perform a 4 g pullout
AC
AVIONS MARCEL DASSAULT iL>>-_r\JL
BREGUET AVIATION_*__i
MIRAGE F
(7) Jettison phase

When the remaining distance equals the range, the computer supplies a jettison signal to the sight ;
if previously approved by the pilot (firing button held depressed), the signal entails bomb jettisoning.
All the sequence lights go out on jettisoning.
If jettisoning is not approved by the pilot, the sequence lasts until the remaining distance is zero.
On completion of sequence, the initial conditions (mode 2) can be seen again as the pilot releases
the firing button, and the range finder resettings are cancelled.
C - Clean bomb in range finder automatic firing mode
The mode selector switch is set to LAS

The firing sequence takes place as the preceding one. The radio altimeter green light, however,
does not flash. The computer is initialized through laser range finding. If the latter is incorrect, no
sequence may occur.
D - Clean bomb in triangulation automatic firing mode
The mode switch is set to «A»

The firing sequence takes place as for range finder + triangulation mode. Laser specific indications,
however, are not shown. The bombing computer is initialized through radio altimeter.
E - Clean bomb in range finder + triangulation manual firing mode (Fig. 25)
This mode is obtained by selecting :

- armament, with «CLEAN-RET» button depressed and bomb selector (25A) to «CLEAN»
- operating mode, with mode switch to «LAS + A»
- firing mode, with «AUTO-MAN FIRING» toggle switch to «MAN».
(1) General
Target approach takes place in nose-down flight attitude, with jettison at the end of diving.
In that mode, the target is shown as in «automatic firing» mode (para. B).
The gravity is manually displayed by the pilot on the sight head and is used for positioning the
sighting reticle. Besides, that information is supplied :
- to the bombing computer which, from these data, calculates once initialized the aircraft-to-target
remaining distance.
- To the LASER range finder so as to slave LASER firing axis to the sighting axis.
The sight shows the aircraft-to-target oblique remaining distance and the gravity drop the value of
which is related to the firing tables. Furthermore, it displays the sequence signals (armament ready,
envelope light, LASER light, triangulation) and the ultimate instant before pullout (illumination of
sequence red light) , that signal is delivered by the bombing computer.
Firing is triggered manually by depressing the bomb firing pushbutton 21 A when the requirements
are met (speed, attitude, distance) and when the moving reticle coincides with the target.

The altitude green light (sight head) flashes to indicate that an altitude resetting is to be
performed :
- altitude difference displayed on bombing resetting unit
- display of scheduled firing altitude (on radio altimeter indicator)
- altitude resetting performed on resetting zone by depressing the altitude resetting pushbutton.
Altitude resetting is the same as for «automatic firing» mode.
AF
BREGUET AVIATION
MIRAGE F
Mode switch
to "AIDA"
Armament pushbutton
Armament switch to "FIRING
Firing selector to "MAN"
Mode switch to "LAS +A

Altitude difference display
Displayed altitude
FIGURE 25 - DISPLA Y IN CLEAN BOMB - GUN - ROCKET - MANUAL FIRING MODES

(Range finding + Triangulation -AIDA)
AA
11-76 Restricted 3-1 67M FIGURE 25 3-1 67I\/
AVIONS MARCEL DASSAULT /L^^îrU.
BREGUET AVIATION .<<i-33_,-<<C>
MIRAGE F
____^-<^N, Restricted MANUAL 14
(3) Approach phase

-amber light illuminated if armament is ready (selection on armament control panel 2A +
armament master switch to FIRING).
- altitude amber light illuminated if altitude higher than the displayed one.
- green sequence light flashing if A/C is outside the altitude envelope.
- triangular amber light out if LASER range finder is ready to firing, illuminated and steady if not.
- distance scale to zero.
- moving reticle giving the following information :
- corrected value of gravity drop H
- H = Ho + k i, where
Ho -gravity drop displayed by the pilot
-
k = a ballistic coefficient
-
- i = incidence
- drift correction (deviation in bearing) reproduced at scale 1x1
- aircraft roll (rotation of the larger branch)
The moving reticle is stabilized in roll and is used as a flying command reticle to correct the
trajectory during the dive.
This resetting is obtained by actuating the distance resetting pushbutton (on control stick handle),
with A/C in nose-down attitude and centre of moving reticle kept on the target.
Resetting takes place as in «Automatic Firing» mode
As soon as resetting is over, the pilot should keep the centre of moving reticle on the target.
(5) Firing sequence
When the remaining distance corresponds to the gravity drop displayed the pilot depresses the
firing pushbutton 21 A. If the diving angle is correct, the green altitude light is illuminated ; the altitude
is then the altitude preset on radio altimeter indicator.
(6) Break away phase

Once jettisoning is over, the pilot initiates break away
The red sequence light flashes if the safety altitude is reached.
The initial conditions are recovered once remaining distance is zero.
F - Clean bomb in range finder - manual firing mode.
The mode switch is set to LAS
The firing sequence is the same as the preceding one. The green light however does not flash. The
computer is initialized through laser range finding. If the latter is incorrect, no sequence may occur.
G Clean bomb in triangulation - manual firing mode
The mode switch is set to «A»
The firing sequence is the same as in range finder + triangulation mode. The laser specific
indications, however, do not appear. The bombing computer is initialized through radio altimeter.
H Guns - rockets manual firing - «range finder + triangulation» «range finder» «triangulation» (Fig.
25).
These modes are obtained by selecting :
- armament : «A/G GUN» or «R.P.» button depressed
- operating mode
- firing mode : «AUTO-MAN FIRING» toggle switch to «MAN»
NOTE : In gun mode, the «FIX-MOV» toggle switch should be set to «FIX».
These modes correspond to the «manual» clean bomb modes. The coefficients of incidence
correction and drift repetition are however specific to each type of armament.
Moreover, in gun mode, the moving reticle is not roll stabilized.
AE
AVIONS MARCEL DASSAULT L-J>^_ry.
BREGUET AVIATION J*_oFp_--<sf^>
MIRAGE F
I Retarded bomb in automatic firing - range finder + triangulation mode (Fig. 26)
This function is obtained by selecting :

- armament : «RET-CLEAN» button depressed and bomb selector (25A) to «RET»
- operating mode : mode switch to «LAS + A»
- firing mode : «AUTO-MAN FIRING» toggle switch to «AUTO»
(1) General
Target approach is made in low level flight, with jettisoning at that level.
In that mode, target designation is obtained from LASER range finding ; if however the latter is
inoperative or inefficient, the distance data are obtained through triangulation from altitude indicated
by the radio altimeter.
NOTE : Altitude resetting is performed only by the radio altimeter.
Once altitude and distance resettings have been performed, the bombing computer calculates the
projectile range and automatically releases firing. The jettisoning time is determined through
comparison between weapon range and aircraft-to-target horizontal remaining distance. Firing occurs
when remaining distance and range become identical.
The sight displays aircraft-to-target distance and a constant gravity drop (range finding sighting
axis) used for laser sightings. These data are fed by the bombing computer.
(2) Altitude resetting pnase.

Altitude resetting phase.
Altitude resetting is the same as for clean bomb mode.
(3) Approach phase
Displays on sight head .
-amber light illuminated if armament is ready (selection on armament control panel 2A +
armament master switch set to FIRING).
- altitude light(s) ON or not according to flight altitude and preset altitude.
green sequence light out (A/C in altitude envelope).
- triangular amber light out if the laser range finder is ready for firing, illuminated and steady if
not.
-distance scale to zero.
-moving reticle giving the following information :
- value of range finder sighting angle (deviation in elevation in relation to 90 mrd LRF).
- drift correction (deviation in bearing) reproduced at 1.75 scale.
- A/C roll (value of angle made by larger branch of reticle and vertical).
The moving reticle is stabilized in roll and its centre shows the laser range finder sighting line.

This resetting is obtained by actuating the distance resetting button (on control stick handle),
when the centre of the moving reticle is on the target. To that purpose, the aircraft is in slight
nose-down attitude.
This resetting is the same as for clean bomb, range finder + triangulation antomatic firing : the
amber sequence light has the same meaning.
The sight head distance scale shows the aircraft-to-target horizontal remaining distance.
Distance resetting may be repeated several times.
NOTE : If, on resetting, the remaining distance is shorter than the bomb range (Do too short), the
distance is shown on distance scale, but in the same time the green sequence light flashes
(indication out of firing envelope) and jettisoning cannot take place during that sequence.

From resetting to jettisoning, the pilot should keep the target on the line materialized by the larger
branch of the moving reticle.
No further resetting is possible 2 seconds before jettisoning
(6) Jettison phase

It is the same as jettison phase of automatic clean bomb mission.
AF
BREGUET AVIATION
MIRAGE F
Radio altimeter Jettisoning

MANUAL Fi RING altitude clearance
resetting
I
Retarded bomb button

Firing toggle switch to "MAN
Mode switch : any setting
AUTOMATIC FIRING
Mode switch to
"LAS+A"

Retarded bomb button
Firing toggle switch to "AUTO
Mode switch to "IP

Initial setting display
FIGURE 26 - DISPLA Y IN RETA RDED BOMB MODE - A UTOMA TIC AND MANUAL FIRING
AA
11-76 Restricted 3-1 69M FIGURE 26 3-1 69l\
AVIONS MARCEL DASSAULT J__ _. MIRAGE F
"*""" Restricted MANUAL 14
J Retarded bomb in range finder - automatic firing mode

The mode switch is set to LAS.
The firing sequence is identical to the preceding one. Green radio altimeter light, however, does
not flash. The computer is initialized through laser range finding. If the latter is incorrect, no sequence
will take place.
K - Retarded bomb in triangulation - automatic firing

The mode switch is set to «A».
The firing sequence is identical to that of range finder + triangulation mode. The laser specific
indications, however, do not appear. The bombing computer is initialized through radio altimeter.
L - Retarded bomb in «initial point» - automatic firing mode (Fig. 26)

- armament . «RET-CLEAN» button depressed and bomb selector (25A) to «RET»
- operating mode : mode switch to «I. P.»
- firing mode . «AUTO-MAN FIRING» toggle switch to «AUTO».
(1) General
Target approach is made in low level flight, with jettisoning at that level.
In that mode, altitude resetting is obtained from radio altimeter data, while the distance resetting
is made from an initial point.
That initial point, easily detectable and located within 10,000 m (33,000 ft) of the target, should
be chosen beforehand. Initial point-to-target distance, displayed on resetting unit, is transmitted during
distance resetting (controlled by the pilot when flying just over this point) to the computer in the form
of digital message.
a
Once the bombing computer has been initialized, it calculates permanently the range of weapon
and automatically releases the bomb when remaining distance and range are identical.
The sight displays information about aircraft-to-target remaining distance and fixed gravity drop
(90 mrd), as fed by the bombing computer.

The altitude resetting is the same as for clean bomb mode.
(3) Approach phase

Displays on sight head .
-amber light illuminated if the armament is ready (selection on armament control
panel 2 A + armament master switch to FIRING).
- altitude light(s) ON or OUT in accordance with flight altitude and preset altitude.
- green sequence light out (A/C in altitude envelope).
- triangular amber light out (no laser use)
- distance scale to zero
- moving reticle supplying the following information :
-value of gravity drop (90 mrd) (deviation in elevation). That gravity drop is calculated by
the bombing computer.
- drift correction (deviation in bearing) reproduced at scale 1 .75.
- A/C roll (value of angle made by the larger branch of reticle and vertical).
The moving reticle is stabilized in roll.
AE
BREGUET AVIATION,^.
/L-^-^rU
___^_
MIRAGE F

This resetting is obtained by actuating the distance resetting button (on control stick handle) when
the A/C flies just over the reference point chosen.
The sight head distance scale indicates, from that moment, the aircraft-to-target remaining
distance.

From resetting to jettisoning, the pilot should keep the target on the larger branch of moving
reticle.
Several distance resettings may be performed if the pilot has made a mistake as regards initial
point. When choosing a new initial point, a new distance should be displayed on the bombing resetting
unit before performing the distance resetting.
NOTE :
1 ) If, on distance resetting, the green sequence light flashes, it means that the remaining distance
is shorter than the range : jettisoning cannot take place during that sequence.
2) Distance resetting is impossible 2 seconds before jettisoning.
(6) Jettison phase

It is identical to that of clean bomb automatic firing mode.
M Retarded bombs in semi-automatic firing mode (Fig. 26)
armament : «CLEAN- RET» button depressed and bomb selector (25 A) to «RET»
- firing mode : «AUTO-MAN FIRING» toggle switch to «MAN».
NOTE : The mode switch may be set to any position, except for «AIDA» and «EMG».
(1 ) General
Target approach takes place in low level flight, with jettisoning at that level.
In that mode, altitude resetting is obtained from radio altimeter data, but no distance resetting is
to be performed.
From the moment of altitude resetting, the computer stores the radio altimeter altitude corrected
with altitude difference and only considers the variations of barometer altitude.
The bombing computer permanently calculates the range of bomb and determines after altitude
resetting a variable gravity drop related to the flight conditions. That gravity drop, displayed by the
moving reticle, constantly materializes the impact point of the bomb (permanent calculation of impact
point).
When the centre of moving reticle passes over the target, the pilot triggers firing control.

Same as initial point automatic firing mode but, on resetting, gravity drop materialized by the
moving reticle becomes variable whereas it was previously fixed (210 mrd).
(3) Approach phase

Same as initial point automatic firing mode, but :
- the distance scale remains on zero, as no distance calculation is made by the bombing computer.
- gravity drop varies in accordance with flying conditions.
NOTE : The moving reticle goes out if in low abutment (elevation mechanical stop of the sight head).
(4) Jettison phase

When the centre of the moving reticles passes over the target, the pilot actuates the firing
pushbutton (on control stick handle).
AE
AVIONS MARCEL DASSAULT/;
BREGUET
-v-"
AVIATION,^'"' J^<
. t ~> MIRAGE F
/^^^^ Restricted MANUAL 14
N Clean bomb - Retarded bomb - Gun - Rocket manual firing - AIDA mode (Fig. 25)
- armament
-operating mode : mode switch to «AIDA»
«AUTO-MAN FIRING» toggle switch may be set in either position.
(1) General
Target approach takes place in nose-down attitude, and jettison before pullout
The bombing computer is not used.
Gravity drop is displayed manually on sight head by the pilot, and allows sighting reticle
positioning.
The sight shows aircraft-to-target distance as indicated by the radar, and also the displayed gravity
drop.
On the other hand, it visualizes the radar sequence signals.
Firing control is triggered manually, when the required conditions are met (speed, attitude,
distance) and when the moving reticle coincides with the target.
(2) Approach phase

- amber light ON if armament is ready (selection on armament control panel 2A + armament
master switch to FIRING).
- altitude amber light ON for altitude exceeds displayed altitude (the latter may be either a safety
altitude or a firing altitude and is displayed on radio altimeter indicator).
- triangular amber light :
out if radar not locked on
- on if radar locked on
- green sequence light ON if D < DC (switching distance).
- distance scale :
- to zero if radar not locked on
running if radar locked on
- red sequence light ON if radar locked on in altitude trap
- moving reticle (stabilized in roll) giving the following data :
- corrected value of gravity drop H = Ho + k i, where :
- Ho = gravity drop manually displayed by the pilot
- k = ballistic coefficient
- i = incidence
- drift corrected according to armament
- aircraft roll.
(3) Firing phase

When the distance corresponds to displayed gravity drop and when the reticle is on the target, the
pilot triggers the firing control.
If preset and firing altitudes are identical, the green altitude light is ON.
0 - Clean bomb - Retarded bomb - Gun - Rocket in manual firing mode - Emergency
- armament
- operating mode : mode switch io «EMG»
The «AUTO-MAN FIRING» may be set in either position.
That mission is performed like the corresponding one in AIDA mode. The moving reticle, however,
indicates neither roll nor drift.
AB
BREGUET
iL-^ltr^
AVIATION^<_t_s>_^gÔ
MIRAGE
.........
F
P Manual gun firing on moving target

- armament : «A/G GUN» button depressed
- operating mode : any setting of the mode switch, except for «EMG»
- firing mode : «AUTO-MAN FIRING» toggle switch to either position
- fixed or moving target setting . «FIX-MOV» toggle switch to «MOV».
(1 ) General
Target approach is made in nose-down attitude ; firing takes place during diving.
In that operating mode, corrections are of Air-to-Air type. Firing takes place at sight, using
Air-to-Air reticle, and in stabilized tracking. Corrections are related to firing distance displayed on
distance manual display unit. The sight shows aircraft-to-target distance as supplied by the radar, and
the sequence signals related to radar operation.
(2) Approach phase before diving

- amber light ON if armament is ready (selection on armament control panel 2A + armament
master switch to F I R I N G )
- amber altitude light ON for altitude exceeds displayed altitude (the latter may be either a safety
or a firing altitude displayed on radio altimeter indicator)
- distance scale to zero (radar not locked on)
- Air-to-Air reticle materializing the firing corrections.
AF
AVIONS MARCEL DASSAULT ZL
BREGUET AVIATION
-^"TU.
^£^V_--<*Q>
MIRAGE F
____3==-*i'<-<\1 Restricted MANUAL 14
(3) Entering a dive

The pilot initiates the dive and brings the centre of Air-to-Air firing reticle over target.
As soon as the radar is locked on, the triangular amber light comes ON and the distance scale
indicates aircraft-to-target distance in NM.
When distance becomes shorter than switching distance (2 NM), the green sequence light comes
ON and distance is then indicated in km.
The red sequence light comes ON if radar is locked on in altitude trap.
(4) Sighting and firing phase
During the dive, the pilot should keep the centre point on target.
When aircraft-to-target distance is the same as manually displayed distance, the pilot initiates firing
by depressing the firing pushbutton.
Should the firing altitude be displayed, if dive angle is correct, the green altitude light is
illuminated, as radio altimeter altitude is identical to preset altitude.
(5) Pullout phase
On completion of firing, the pilot initiates the pullout.
The triangular amber light goes out and the distance scale returns to zero immediately after radar
lock-out.
2 - AIR-TO-AIR OPERATING MODE

A - AIR-TO-AIR gun (Fig. 27)
This mode is obtained by depressing the throttle control pushbutton and has priority overall the
other modes, except for APPROACH. The button may be depressed either momentarily or
continuously.
NOTE : Air-to-Air gun selection causes the selection button of previously selected mission to go out.
Except for Al R-TO-AI R missile, cancellation is obtained by depressing A/A GUN pushbutton
56A.
( 1 ) Released button
The sight is used for visual firing, in stabilized tracking with firing corrections calculated in
accordance with manually displayed distance (in case of locked out radar), or with aircraft-to-target
distance as supplied by radar.
Utilization without radar
(a) Approach phase :
- the moving reticle repeats A/C pitch attitude at 1 : 5 scale, and roll (rotation of the larger branch
about horizontal) at 1 x 1 scale ; reticle is on zero bearing.
- the distance scale repeats the firing distance displayed by the pilot.
-the Air-to-Air reticle indicates the firing corrections corresponding to the distance displayed on
distance manual setting unit.
- the close-in speed scale is dimmed.
(b) Sighting and firing phase
The centre of reticle should be kept on target for at least 1-2 seconds so as to obtain proper firing
corrections. Firing is initiated by depressing the gun firing pushbutton 1 1 A.
Utilization with radar
The radar performs search automatically between 0 and 5 NM inside a cone with 15° apex angle.
As soon as target is locked on, the fighter flies up to 2 NM from the target.
(a) Locked out radar phase
Same displays as for utilization without radar.
(b) Locked on radar phase - D > 2 NM :
- illumination of triangular amber light on radar lock-on
- the distance scale indicates aircraft-to-target distance in NM.
- Air-to-Air reticle indicates, in elevation and bearing, target tracking errors in relation to radar
axis.
if the radar is locked on in altitude trap, the red light comes ON.
- the running scale indicates aircraft-to-target close-in speed.
AC
BREGUET AVIATION
MIRAGE F
Search 1
Manual distance (hm)

Firing corrections
to displayed distance (400 m) i)
FIGURE 27 - - DISPLA Y IN AIR-TO-AIR GUN MODE

AA
BREGUET AVIATION
MIRAGE F
(c) Radar locked-on phase (D < 2 NM) :

-as soon as aircraft-to-target distance is equal to switching distance (2 NM), the distance scale
indicates aircraft-to-target distance in km.
green sequence light comes ON
- Air-to-Air reticle repeats the target tracking errors for two seconds then works out the firing
corrections :
- for 800 m (2,640 ft) when distance ranges between 3.6 km (2 NM) and 800 m (2,640 ft).
- for actual distance between 800 m (2,640 ft) and 200 m (660 ft).
- running scale indicates the close-in speed.
NOTE : There is a time delay between distance switching and command switching so as to let the
pilot determine the direction of target if the radar is locked on inside the distance switching
envelope.
(d) Sighting and firing phase

The pilot should keep the centre of Air-to-Air reticle on target for at least 1-2 seconds so as to
obtain good firing corrections. Firing is initiated through actuation of gun firing pushbutton 1 1 A.
(2) Continuously depressed button

Operation of sight and displays are the same as for «released button» with radar locked out. On
locking on radar, however, the distance repeating scale shows the aircraft-to-target distance ; corrections
remain related to manually displayed distance.
B - AIR-TO-AIR missile (Fig. 28)
This mode is obtained by depressing «550» button on armament control panel 2A , missiles are
prepared by setting the «550» switch to ON.
(1) Locked out radar phase

The moving reticle indicates .
-
- in elevation position : AC pitch repeated at 1/5 scale, with elevation zero corresponding to
fixed symbol,
- through rotation of larger branch : A, C pitch repetition. Horizontal position of larger
branch corresponds to zero pitch.
The reticle is not stabilized in roll
- The Air-to-Air firing reticle is out.
- The distance scale is set to zero.
- The close-in speed scale is set to zero.
The square amber light is illuminated if :

- AIR-TO-AIR missile is selected (depressed button on armament control panel 2A).
-AIR-TO-AIR missile available
- Al R-TO-AI R missile preparation switch to «ON»
-armament master switch 15A to «FIRING».
(2) Locked on radar phase D > 2 NM :
the moving reticle gives pitch and roll data
-
- the Air-to-Air firing reticle gives, in elevation and bearing the target tracking errors in relation to
radar axis.
- the distance scale supplies aircraft-to-target distance in NM.
- the close-in speed repeater scale indicates aircraft-to-target close-in speed in kts.
- the red sequence light comes ON if the radar is locked on in altitude trap.
(3) Locked on radar phase D < 2 NM :

- same displays as for preceding phase, except for :
- distance scale repeating the aircraft-to-target distance in km
- illumination of green envelope light
(4) Firing phase

Firing is initiated through depression of bomb - rocket - missile firing button 21 A.
The square amber light goes out when the firing button is depressed and remains out for 2 seconds
after releasing the button.
Firing the second missile requires a second action on the button.
AF
MIRAGE F
BREGUET AVIATION
4 Pullout
Return to (1) if
second missile
Radar locked out 1
Air-to-Air reticle out
FIGURE 28 - DISPLA Y IN AIR-TO-AIR MISSILE CLOSE COMBA T MODE
AA Restricted 3-1 75M

11-76
REGUET AVIATION
MIRAGE F
3- OPERATION IN NAVIGATION AND APPROACH MODES
A - Navigation (Fig. 29)
This mode is obtained when no button is depressed on armament control panel 2 A.
Then, the sight shows the following :

- altitude light(s) ON according to flying altitude and display obtained on radio altimeter indicator.
- heading/distance scale which supplies A/C heading.
-triangular amber light which comes ON when aircraft-to-target distance is shorter than 10 km
(33,000 ft).
- moving reticle (non stabilized in roll), the larger branch of which is horizontal at zero roll, and
which repeats :
- aircraft pitch at 1 /1 scale (reticle deviation in elevation)
- course deviation at 1/7 scale with crest removal set to ± 12° (deviation in bearing)
- roil at 1/1 scale (rotation of the larger branch).
- Air-to-Air reticle which displays the A/C airspeed vector.
FRL (non materialized)
"'..,, I.. *A»%

66 mrd
INCIDENCE
6°
PITCH
10*
SLOPE
4'
HORIZON
FIGURE 29 - DISPLA Y IN NA VIGA TION MODE

AB
BREGUET AVIATION
MIRAGE F
B Approach mode (Fig. 30)
This mode is selected by actuating the rocking lever of sight head glass panel.
This function has priority over all the other modes, including AIR-TO-AIR gun mode.
The sight displays the following information :
- altitude light(s) ON according to flying altitude and display obtained on radio altimeter indicator.
- heading/distance scale which gives A/C heading
- moving reticle (non stabilized in roll) which repeats :
- A/C pitch at 1/1 scale (reticle deviation in elevation) ; the attitude zero is on FRL.
-A/C roll at 1/1 scale (rotation of the larger branch). On zero roll, the larger branch is
horizontal.
In addition, the reticle has two marks + and - 1 .25° and 2 marks + and - 2.5° :
- Air-to-Air reticle which repeats A/C airspeed vector
_ - fixed incidence marks indicating the minimum and maximum incidence limits in approach mode
(9 and 11°).
FRL (non materialized)

1
108.5 mrd
PITCH 2S a
7.5° "/nlmiW
INCIDENCE f
10° _
0 *
FIGURE 30 - DISPLA Y IN APPROACH MODE

AD
BREGUET AVIATION îF3.^5^--
#^>-îrU MIRAGE F
^Sl-^^^ï Restricted MANUAL 14
4- FAILURES
A Clean and retarded bomb automatic firing or retarded bomb semi-automatic firing.
Should one or more of the following components be defective :
- bombing computer (illumination of red light on armament control unit).
- navigation computer (the «bar» appears on navigation indicator distance computer).
- gyro center (flags appear on spherical indicator and on heading control unit).
- altitude channel of air data computer (ADC light comes ON on spherical indicator and flag
appears on slaved altimeter).
- true airspeed channel of air data computer (no pilot warning),
the following consequences are noticed on sight head.
- sight head moving reticle goes out
heading/distance scale set to zero
-triangular amber and green lights out (as well as red light in case of faulty operation of
bombing computer).
- firing and distance resetting prohibited.
Automatic and semi-automatic firing is consequently impossible
B - Manual firing (clean bomb Al R-TO-G ROUND gun rocket).

(1 ) « Range finder» «range finder + triangulation» «triangulation» modes
(a) Bombing computer failure causes :
- heading/distance scale zero resetting
- green, red and triangular amber lights to go out
- distance resetting prohibition
(b) Navigation computer failure causes :
- bearing zero setting on moving reticle
- computation of aircraft-to-target distance (by bombing computer) from true airspeed only.
(c) Gyro center failure causes :
- zero setting of heading/distance scale
- drift degradation
- roll zero setting on moving reticle
- moving reticle to be no longer stabilized in roll
(d) ADC altitude channel failure :
- aircraft-to-target distance may no longer be computed through triangulation
(e) ADC true airspeed channel failure :
When not signaled, causes degradation of distance data.
(2) AIDA mode

(a) Navigation computer failure causes :
bearing zero setting on moving reticle
(b) Gyro center failure causes :
- moving reticle zero setting and degradation of drift
C Gun to moving target
( 1 Gyro center failure

)
As setting that operating mode entails automatically correct operation of gyro center at «0» level,
the failure will have no effect.
(2) ADC altitude channel failure
a failure requires utilization of
Such a 6,000 m constant altitude (19,800 ft) to compute the firing
corrections.
D Air-to-Air modes
(1 ) Gyro center failure
-Causes the moving reticle to go out.
(2) ADC altitude channel failure
- In AIR-TO-AIR gun mode, it requires utilization of a 6,000 m constant altitude (19,800 ft) to
compute the firing corrections.
AD
BREGUET AVIATION
/L^^tTU.
.«^J51IJSÔ
MIRAGE F
_____^^^^ Restricted MANUAL 14
E - Navigation and approach modes
(1) Gyro center failure

- Causes the moving reticle to go out
(2) Magnetic monitoring unit failure

- Causes the heading/distance scale zero setting.
(3) Navigation computer failure

This failure causes, in navigation mode only :
- bearing zero setting on moving reticle
- triangular amber light to go out systematically.
5 -- INCORRECT DISPLAYS
In case of «Initial Point» selection in A/G mode (except for retarded bomb), of in case of
incorrect rocking of sight glass panel :
- moving, fixed and rate gyro reticles go out.
the seven lights come ON simultaneously.
AB
AVIONS MARCEL DASSAULT/.
BREGUET AVIATION
-v '"; \1
.<<; "l^C "^
MIRAGE F
^ v Restricted MANUAL 14
SIGHT CONTROLS AND LOGICS
(Figure 31)
The various operating modes of the sighting system are ensured by a set of switchings controlled
by logic modes worked out in the sight computer unit.
Figure 31 shows connections between the components of sighting system (sight, bombing
computer, laser, radar, armament control panel, air data and gyro system, navigation computer, radio
altimeter transceiver) ; these connections are related to the switchings and the controls thereof.
In order to simplify the operating diagrams (Fig. 32, 33 and 34) of servo channels, each switching
has been given a number corresponding to the related controlling logic mode ; each logic mode is
indicated in the following tables.
NOTE : - «APP» mode has priority over any other mode.

- «CAA» (AAG) mode has priority over any other armament mode
«CAS Secours» (EMG AGG) mode has priority over «CAS sur cible mobile» (AGG to
moving target).
- armament modes BF - BL - CAS - ROQ (RB - CB - AGG - ROC) are mutually exclusive.
Taking these remarks into account,
BF means : BF and APP and CAA

i.e. :BF = BF.APP.CAA
APP means that APP mode is not selected ; it is the same with all the other modes.
ÂS=ÇAAorMISSAA
i.e. :AS = CAA + MISSAA
In the explanatory texts of servo channel diagrams, useful modes are designated by their number,
either with a «bar» or not, according to switching step.
2-16-3 means that the roll channel is not switched to test circuits or to reticle zero setting
circuit, and that roll data are taken from «90» rotor of synchro-transmitter.
2 - 16 - 3 means that the channel is switched to test circuits and that the error signal is taken from
«0» rotor of synchro-transmitter.
AB
AVIONS MARCEL DASSAULTJ MIRAGE F
BREGUET AVIATION
MANUAL 14
FIGURE 31 - SIGHTING SYSTEM SWITCHING

AD
09-77 Restricted 3-1 80M FIGURE 31 3-1 80M FIGURE 31 3-1 80M FIGURE 31 3-1 80M
BREGUET AVIATION
MIRAGE F
N° SWITCHING LOGIC MODE REMARKS
1 Drift in retarded bomb mode (RB) BF.Test Av BF = Retarded bomb

2 Aircraft test Test AV Test AV = Aircraft test
3 Horizontal roll, elevation stop locking BF. BL. Fixed target CAS. ROQ BL= clean bomb
4 Drift in A/G gun mode with fixed target Fixed target CAS. test AV CAS= AIR-TO-GROUND guns
(AGG fixed target)
5 Drift and incidence correction in rocket ROQ. Test AV ROQ = rockets

mode (ROC)
6 Moving reticle offset in approach (APP) APP APP = approach

mode and motor control of fixed
incidence mark cover
7 Rate gyro reticle offset in navigation NAV NAV = Navigation

(NAV) node
8 Pitch attitude at 1/5 scale, anti-stop CAA + MISS A A + moving target CAS CAA = AIR-TO-AIR guns
light \
MISS AA= AIR-TO-AIR missile
9 Heading and incidence repetition NAV + APP
10 Alternative distance or heading (NAV + APP). (BSM + test AV) + AS (FP + Test AV) BSM = MMU reliability
repetition FP = Failure mode (see 46)
11 Speed scale dimming AA Test

12 Incidence correction in A/G mode AS (test AV + Emerg. CAS)
13 Course deviation test NAV. Test AV j
14 Incidence relay control 28V BL. manu + ROQ+ NAV + APP \

Manu = manual
15 Elevation repetition AS + CG + Test AV CG = gyro center reliability
16 Roll ground test (no roil) CG. Test AV
17 Test altitude utilization CA + Test AV CA= ADC reliability

18 Test Test AV + Test set test
19 No return of elevation to bombing AS (AIDA + Emerg. + CB + Test) + BL. Manu + E SF CB = bombing computer reliability
computer
20 Roll stabilization AS. Emerg. CG. CAS. Test AV
21 Bombing computer elevation repetition AS. AIDA. Emerg. CB. Test. (BF + BL. Manu)
22 Utilization of manual distance for Test AV. (moving target CAS + CAA. (RA + BP) R.A. = radar locked on
firing corrections
23 Manual distance repetition CAA. (RÂ + BP) B.P. = A/A gun pushbutton depressed
24 Rate gyro reticle bearing repetition AA Test + (MISS AA + CAA. D < DC). RA
25 Variable sensitivity AA Test + moving target CAS + CAA (RÂ + RA.D <DC)
AD
11-76 Restricted 3-181 3-181
BREGUET AVIATION
MIRAGE F
N° SWITCHING LOGIC MODE REMARKS
26 Air-to-Air correction repetition AA Test + Moving target CAS + CAA. (RÂ + RA.C KDC)
27 Speed scale test or dimming Test AA + MISS AA. CAA + RA
28 Steady illumination of altitude green arrow Correct alt. MISS AA. CAA. Green arrow can flash
29 Steady illumination of altitude red arrow Alt. too low MISS AA. CAA
30 Altitude green arrow flashing AS. MISS.AS. FP. (BF + RF alone) Reset alt.
31 Steady illumination of altitude amber Alt. too high. MISS AA.CAA

arrow
32 Drift repetition AS. (Test + CN. Emerg.) CN - navigation computer reliability

33 Bearing zero + TR test (moving reticle) Test + NAV + CG + CN
34 Moving reticle out Maff. AS + MBG + Test AV. [ AS. FP. (BF + BL. IV anu) + AS. CG] Maff = Initial point incorrect setting
35 Rate gyro reticle out AS. moving target CAS + MBG + MISS AA. RA. T< st AV MBG = Sight glass panel incorrect rocking
36 Fixed reticle out MBG + AS. Maff.
37 Reticle ground test MISS AA. CAA + MISS AA. RA. Test AV
38 Manual distance or distance scale AS. AIDA. Emerg. + NAV + APP + RA. [AA. Test + AS. (AIDA+ Emerg.)]
zero repetition
39 Jettison enable AS. FP. Manu, top + G.T. self-holding Top = bombing computer jettison order
G.T = firing trigger
40 Steady illumination of sequence square Arm* ready AA + As. Mém. larg. Mém. larg = jettison store = jettison enable -
amber light firing trigger : disappears with firing
trigger
41 Distance repetition in NM D< DC
42 Steady illumination of sequence green [ AA + AS. (AIDA + Emerg.) ] D < DC. Green light can flash
light
43 Distance resetting enable AS. FP. H Dom Z. (Manu. BF + top - 2"). Mém. lartJ- H Dom Z = Outside range finder altitude
envelope
44 Steady illumination of sequence red light Trappe. [ AA + AS (AIDA + Emerg.) ] Red light can flash Trappe = radar locking on in altitude trap
45 Steady illumination of sequence RA. [AA + AS. (AIDA + Emerg.) ] + NAV. CG. CN D < Do + AS.FP. MTel RF ready 1s. B F Manu. M. tel = range finder mode = "LAS" or
triangular amber light "LAS+ A"
46 Failure in A/G mode ÂS+ AS[ (AIDA+ Emerg.) + CB + CG + (CN+ C A). (Manu + BF) + CA. RF alone]
47 Sequence red light flashing AS. AIDA. Emerg. CB. Sécurité. BF Sécurité = bombing computer safety signal
48 Sequence green light flashing AS.r-h\ [H Dom Z + BF. Manu. Do short + BL. Man u. Mém. larg. DB. (Reset store + top 2 s) ] D.B. = bomb envelope
49 Sequence triangular amber light AS. FP. M tel. Mém. larg. RF unit. 6" 6" = this signals appears systematically
flashing after range finder resetting
AD
11 -76 Restricted 3-182 3-182
BREGUET AVIATION,,
L^^ZT^K MIRAGE F
AIR-TO-GROUND MODE
1 - MOVING RETICLE (Fig. 31 M)

In A/G mode, it gives the pilot a sighting line corresponding to the outstanding mission, as well as
a roll information about symbol vertical.
A - Clean bomb automatic mode - retarded bomb «automatic» and «semi-automatic» modes.
(1) Roll (5, T§, 3)
The roll signal from amplifier 111 F supplies the stator of transolver of moving reticle roll servo
channel. Signal induced into «90°» winding of rotor is fed to the moving reticle roll servo channel.
When there is no roll, the moving reticle is vertical.
(2) Bearing (2, 4~, B~, 32, 20, T in CB mode, 1 in RB mode)

Drift information from navigation computer 103 F is given a coefficient related to the aerodynamic
characteristics of weapon in use.
This corrected signal is fed to «S1» winding of roll resolver on gyro platform 35F for roll
stabilization. The signal taken from «R» winding of rotor stabilized in roll, is fed to the moving reticle
bearing servo channel.
(3) Elevation (21, 15, 20, 19)
The elevation signal, delivered by bombing computer 23T, is fed to «S2» winding of roll resolver
on gyro platform for roll stabilization. The signal taken from «R» winding of rotor is fed to the reticle
elevation servo channel.
B Clean bomb in «manual» mode
(1) Roll (5, 16, 3)

Same as «automatic» clean bomb mission
(2) Bearing (5. 4, 5, 20, 32, T)

Same as «automatic» clean bomb mission
(3) Elevation (2, 5, 1 2, 19, 2Ï , 1 5, 20)

Manual elevation information from sight head 34A is fed, once incidence has been corrected :
- to the bombing computer for calculation of distance
- to the elevation servo channel after stabilization in roll
C Rocket mode
(1) Roll (2,16, 3)
Same as for previous missions
(2) Bearing (2\ 4, 5, 32, 20)
Same as for «automatic» clean bomb mission, except for drift correction coefficient.
(3) Elevation (2, 5, 1 2, Î9, T\ , 1 5, 20)
Same as for «manual» clean bomb mission, except for the value of incidence correction.
D - Gun to fixed target.
(1) Roll (2, f6, 3)
(2) Bearing (2, 4, 32, 20)
Drift information corrected by the coefficient related to the guns is directly fed to the bearing
servo channel, without roll stabilization.
(3) Elevation .(2, 11, ÎS,n, 15,55)
The manual elevation information, without incidence correction, is directly fed to the computer
and to the elevation servo channel without roll stabilization.
AG
BREGUET AVIATION --"S553
MIRAGE F
35A 34A
J03B
T- Te 34 T (Fig. 18)
Y-23T(Fig.22)
FIGURE 31M - MOVING RETICLE SERVO CHANNEL

AB
09-77 Restricted 3-1 83M FIGURE 31M 3-1 83M FIGURE 31M 3-1 83M
AVIONS MARCEL DASSAULT _L-J>_iriX.
BREGUET AVIATION^ÎÎ^^-^C»
MIRAGE F
E Gun to moving target
The moving reticle is out : (34)
F - AIDA mode
Clean bomb, retarded bomb, rocket, gun to fixed target, AIR-TO-GROUND missile.
(1) Roll (2, 16, 3)

(2) Bearing
Same as for previous missions and according to weapon in use.
(3) Elevation
Same asfor previous missions and according to weapon in use.
Excepted in retarded bomb mode where computer elevation is replaced by manual elevation.
G Emergency mode
Clean bomb, retarded bomb, rocket, gun to fixed target.
(1) Roll (16, 3)

The input of roll channel receives a signal equivalent to 0° : reticle is set on vertical.
(2) Bearing (13,33, 32, 20)

The input of bearing channel is grounded. Reticle is set to no bearing.
(3) Elevation (2, Ï2, 21 , Ï5, 20)

Same as for gun to fixed target mission. The only value of elevation varies according to weapon in
use.
2 - AIR-TO-AIR RETICLE (Fig. 32)

In A/G gun to moving target mode, it gives the pilot a sighting line.
Itis out in all the other A/G missions (35)
Gun to moving target.
A - Bearing (24)
The input of deviation current working out circuit is grounded. The coils are not controlled in
bearing.
B- Elevation (22, T7, 26, 37, 9)
The elevation current, obtained from manual distance and barometer altitude data is fed, after
adding the radar reference correction (21 mrd) to the coils controlling rate gyro deviation.
C- Sensitivity (Î7, 25, 22)

The sensitivity current, obtained from manual distance and barometer altitude signals is fed, after
correcting the linearity, to the sensitivity coils. This current is used for gyrometric detection in
elevation and bearing about gyroscope balance axis.

BREGUET AVIATION
MIRAGE F
43S 35A 34A
A, S
28V P312-2 J04A
Bearing ^ ^ A
tracking error
Elevation ^_
tracking error
14F
"___ï -o
-o
-Hi' Ml
28V
Sight operation +~ 15F
( Fig. 3D
-Hi
(Fig. 31)
134F
17F
P2
« r
/
/
Z'
FIGURE 32 - AIR-TO-AIR RETICLE SERVO CHANNEL
AB
09-77 Restricted 3-1 84M FIGURE 32 3-1 84M FIGURE 32
3-1 84M
BREGUET AVIATION.
/L-^^TU. MIRAGE F
3 - FIXED RETICLE (Fig. 32M)

The fixed reticle can be divided into five different sections :
- close-in speed scale

- heading/ distance scale
incidence fixed marks
- attack phase indicator lights
- radio altimeter indicator lights
A - Close-in speed scale

All Al R-TO-G ROUND missions (1 1 , 27)
When not used, the close-in speed scale is dimmed.
B Heading/distance scale
Aircraft-to-target distance data are supplied in ail A/G missions.
(1) «Automatic» and «manual» clean bomb, «automatic» and «semi-automatic» retarded bomb, gun
to fixed target, rocket : (TS, 9, 10).
The distance signal comes from bombing computer 23T
(a) Before distance resetting
The computer delivers a zero distance signal.
This signal is fed to alternative servo channel which sets the scale to «0».
(b) After distance resetting
The signal from bombing computer is compared to a reference threshold (2 NM). According to
result, the reading scale is in NM (D > 2 NM) or in hm (D < 2 NM).
NOTE : In case of retarded bomb semi-automatic firing, the lack of distance resetting entails a
permanent setting to «0».
(2) AIDA mode - Emergency mode
Gun to moving target, clean bomb, retarded bomb, gun to fixed target, rocket.
The distance data are suppljed by radar nose cone 43S.
(a) Radar locked out (53, 38, 10)
The input of DC servo channel of the scale is grounded : the scale is set to «0».
(b) Radar locked on and D > 2 NM (41 , TB", 35, TO)
The radar nose cone delivers a distance signal which is fed to the scale servo channel. Distance is
indicated in NM.
(c) Radar locked on and D < 2 NM
Same operation as for the previous phase
Distance is indicated in hm.
C - Incidence fixed marks
They are dimmed by (6")
D Attack phase indicator lights

Illumination or flashing conditions are determined by :
(40) for square amber light

(49, 45) for triangular amber light
(48, 42) for green light
(47, 44) for red light.
E Radio altimeter indicator lights
Illumination or flashing conditions (green light) are determined by :
(31 ) for amber arrow
(30, 28) for green light
(29) for red arrow.
AD
BREGUET AVIATION
43S 35A 34A
312-2 J04A J02B J02
Dist.
Ref. = 3.6 km
Distance -
10A
4> 414
23T
P03
0 distance
Aircraft -
to-target Dist. Res.
distance
29 F
FIGURE 32M - FIXED RETICLE SER VO CHANNEL

AB
09-77 Restricted 3-1 85M FIGURE 32M 3-1 85M FIGURE 32M 3-1 85M
AVIONS MARCEL DASSAULT _^>~_r\JL
BREGUET AVIATION ^_i_=°__^_<0
MIRAGE
.........
F
«.
AIR-TO-AIR MODE
In A/A mode, it gives the pilot information about pitch and roll attitude in relation to fixed
symbol.
A - Gun - close combat A/A missile.

(1) Roll (I, Î6, 3)
Roll data from amplifier 1 1 1 F are fed to the transolver of moving reticle roll servo channel. The
signal supplied to «0°» winding of rotor is delivered to servo channel. When there is no roll, the reticle
is horizontal.
(2) Bearing (13, 33, 32, 20)
The input of bearing servo channel is grounded. The reticle is set to «0°» bearing.
(3) Elevation (8, 15,20)
After correction of reference (21 mrd), the pitch signal from amplifier 112F is delivered to the
reticle servo channel. When there is no pitch, the moving reticle is superimposed over horizontal branch
of fixed symbol.
2 - AIR-TQAIR RETICLE (Fig. 32)
In A/A mode, this reticle indicates : either radar tracking error corrections, or firing corrections.
A - Gun
(1) Radar locked out
Same as for A/G gun mission to moving target.
(2) Radar locked on and D>2 NM
Data fromthat rate gyro are radar tracking errors
(a) Bearing (18,24)
Bearing tracking error data from radar nose cone 43S are fed to the bearing deviation coils of rate
gyro.
(b) Elevation (2S, 37","_»)
Elevation tracking error signal from radar nose cone controls, once symbol reference correction
(21 mrd) has beenjdded, the rate gyro deviation coils.
(c) Sensitivity (25)
The sensitivity coils receive a fixed signal corresponding to a low sensitivity, thus allowing for
repetition of bearing and elevation orders while preventing the A/C movement detections.
(3) Radar locked on and D < 2 NM.
Data delivered by the reticle are firing corrections.
(a) Bearing (24)
Same as for radar locked out phase
(b) Elevation (Î7, 22, 2ÏÏ, 27, 9)
Same as for radar locked out phase, except for manual distance signal which is replaced by a signal
corresponding :
- to a 800 m (.43 NM) distance (800 m < D < 2 NM)
-toanactuaj_distance(D<800 m (.43 NM)).
(c) Sensitivity (22, 17, 25)
The sensitivity current is obtained, like elevation current, from a distance data corresponding
either to 800 m (.43 NM) or to actual distance.
B- Close combat AIR-TO-AIR missile
(1) Radar locked out
The reticle is out (35)
(2) Radar locked on
Same as for previous mission, radar locked on and D < 2 NM.
AA
09 ~77 Restricted 3 186
BREGUET AVIATION ^<_c-
^-"r-U
^
MIRAGE
iâ__
F
t
3- FIXED RETICLE (Fig. 32M)
Same operation as in A/A gun and close combat A/A missile modes.
(1) Radar locked out (11,27)

The scale is dimmed
(2) Radar locked on (27)
Close-in speed data from radar nose cone 43S is fed to the servo channel.
B Heading-distance scale
The displayed indication is distance data
(1) Radar locked out (23, 38, ÎÔ)

Manual distance data from distance display unit 10A are fed to DC servo channel.
(2) Radar locked on and D > 2 NM (41 , 18, 38, 10)
Distance data from radar nose cone are_ fed to the servo channel. Distance is indicated in NM.
(3) Radar locked on and D < 2 NM (41 , 18, 38, TO)
Same operation as in previous paragraph. Distance is indicated in hm.
C - Incidence fixed marks
They are out (6)
D - Attach phase indicator lights
Illumination or flashing conditions are determined by the following modes :
(40) for the square amber light

(49, 45)for triangular amber light
(48, 42)for round green light
(47, 44)for red light
E - Radio altimeter indicator lights
They are not used.
AA
AVIONS MARCEL DASSAULT/:
BREGUET AVIATION .<<.
--w- V
'."^->
MIRAGE F
_J^^<^> Restricted MANUAL 14
NAVIGATION AND APPROACH MODES

In navigation or approach mode, it gives the pilot a horizon line
A - Roll (2, 16. 3)
Same as for AIR-TO-AIR missions
B - Bearing
(1 ) Navigation bearing (33, 32,20)
Course deviation data from navigation computer are directly fed to bearing servo channel which
positions the moving reticle.
(2) Approach bearing (Î3, 33, 52, 20)
The input of bearing channel is grounded, the moving reticle is set to «0°» bearing.
C - Elevation (8, Î5, 2D, 6 in navigation mode, 6 in approach mode)
Same as for A/A missions, except for reference set 66 mrd over fixed symbol in navigation mode,
and 108.5 mrd over symbol in approach mode.
2 - RATE GYRO RETICLE (Fig. 32)

In navigation mode, it gives the pilot true incidence (speed vector) data about FRL
A - Bearing (24)
The input of bearing channel is grounded, the bearing coils are not controlled. The reticle is set to
«0°» bearing.
B - Elevation (18, 37, 9, 7 in navigation mode, 7 in approach mode)
Once reference correction (82 mrd in NAV mode, 124.5 in APP mode) is added, incidence data are
fed to elevation channel which supplies the deviation current corresponding to elevation coils.
C - Sensitivity
Same as for Al R-TO-AI R missile mission.
3 - FIXED RETICLE (Fig. 32M)

Same as for AIR-TO-GROUND missions
B - Heading-distance scale (Î8, 9, 10)
In NAV and APP modes, the heading - distance scale indicates a heading.
Heading data from magnetic monitoring unit 29F are fed to the stator of sight head heading
synchro-receiver.
The signal taken from the rotor of that synchro-receiver is fed to AC servo channel which positions
the scale
C Incidence fixed marks
(1) Navigation
The marks are dimmed by (6)
(2) Approach
Mode (6) controls the motor which unmasks the marks
D -- Attack phase indicator lights
Only the triangular amber light, controlled by (45) can come ON.
E Radio altimeter indicator lights
Illumination of lights is determined by :
(31) for amber arrow
(28) for green light
(29) for red arrow.
AA
AVIONS MARCEL DASSAULT iL^>"_r^JL
BREGUET AVIATION,
MIRAGE F
SIGHT CAMERA
(Figure 33)
1 - «FILM STARTING» OPERATION
The sight camera is fed with + 28 volts by selecting the «ON» position of the sight control switch
(sight head «ON-OFF» switch).
This + 28 volts :
- through the control box, energizes the overrun and exposure time slaving circuits,
- is kept ready on the camera «TEST» switch.
On ground, the film running test is initiated by setting this switch to «TEST» position, which
causes the motor control relay energization and the film transportation.
A - In gun mode (AIR-TO-AIR or AIR-TO-GROUND)
The «film operation» is controlled by the control stick firing trigger (depress button 63A, 1st
boss), through the control box.
B In bomb-rocket-missile modes
The energization of film running relay 57A and the film starting are controlled by the pushbutton
on the control stick, after depressing one of the buttons on armament control panel 2A (CLEAN-RET
RP- A/A MISS -A/G MISS).
NOTE : Film unwinding relay 57A is energized :

- in rocket mode, by the signal from rocket firing relay 22A,
- in bomb mode, by the «firing control» signal from manual automatic relay 26A,
-in AIR-TO-AIR missile mode, by the signal from missile firing relay 76Y delayed by
2 seconds,
2 «FILM MARKING» OPERATION
Marking is by means of an index mark appearing of the view finder edge as soon as the solenoid is
energized.
A In gun firing mode, the solenoid is energized by a +28 volts from firing button 11A through
marking relay 3A, as soon as the 2nd boss is depressed.
B In bomb-rocket-missile firing modes
(1) In bomb mode, the solenoid is energized by a + 28 volts from firing button 21 A through
«CLEAN-RET» selection buttons on armament control panel 2A, which causes energization of relay
57A and triggering of «marking» function.
AJ
09 -77 Restricted 3 191
BREGUET AVIATION ^T^
MIRAGE F
35A 42A 40A
J01B
Ol 55A
c 37 Exposure time
Tl t\ 38A J03A
Q follower
d> n 28
_^
->
39 Filter ^__3- 28 V + 28 V r
T- O Filter
Authorization
1
«0
O Q 9
~J
FIRING Slaving
33
*-o_ -- J02B
-£_______-
AUTO
J03A
-i
52A
2A 0 v 0 1 2 3 4 5
FIRING : AUTO
26A
0 V f_Z=l^Z_H=_KZI3¤_Z_H==_] Shutter
+ 28 V- O »
CLEAN-RET Opening
-o o-
MAN <--*"
55A
41A Closing
0L r
25A
R.P. _A
38A
i ^-J A-H h- B
Servo
unit
M M
FRAMES/SEC.
'
28 V
<
+
(15.2) Z 22A
OV i
L_
i
r A
;/,.*°.S.
-o o-
Camera starting Overrun OVERRUN 16

» Overrun
(film running) selection FRAMES/SEC
57A
0 V
_______
(l O n >
-o o- m -g o-
76Y
+ 28 V-ô J_ o-
(15.5) A/A M/SS
Z 2 s f/me c/e/a/
*-0V Control unit
nJ- To60K~\
ï See 06.5
+ 28 V J
7A 9A 25 1/
11A 2nd boss
As ^-c~0V
_//C up/ocked
3A
¤3 8A LU
63A 1st boss
To firing circuits (15.1)
'lh- -i
Marking MARKING
WSS\
l^>
FIGURE 33 - FUNCTIONAL DIAGRAM OF SIGHT RECORDER
AJ
AVIONS MARCEL DASSAULT /L_->~_rU. MIRAGE F
BREGUET AVIATION^rc-^^-^ô ...,.... .
(2) In rocket mode, from a + 28 V voltage fed by firing button 21 A through «R/P» pushbutton on
armament control panel 2A, which causes relay 22A to become energized and to cause camera control
relay 57A to be supplied and FILM MARKING to be performed through one of its contacts.
(3) In Air-to-Air missile mode, from a +28V voltage fed by firing button 21 A through «550»
pushbutton on armament control panel 2A, which causes relay 76Y to become energized. When closing
its contacts, that relay supplies relay 57A with + 28 V.
3- OVERRUN SYSTEM
With control switch set to «O», the motor stops as soon as the FILM STARTING signal becomes
interrupted (firing button 1 1 A or 21 A released).
With control switch set to either one of its active positions (5, 30 or 60), the overrun system keeps
the motor energized for a period of time corresponding to the selected delay from the moment firing
button 1 1 A or 21 A is released.
NOTE : The overrun system is inoperative in test configuration (utilization of camera TEST switch).
4- EXPOSURE CONTROL
Voltage variations fed by :
- on the one hand, sensitivity setting knob and slot motor control potentiometer,
- on the other hand, frames/second selection and luminous intensity on photo-resistant cell,
cause the slot motor to be controlled as follows :

- in shutter opening direction, for any decrease in luminous intensity,
- in shutter closing direction, for any increase in luminous intensity.
NOTE : Power supply to slot motor is interrupted through maximum and minimum shutter opening
microswitches.
5-- INDEPENDENT CAMERA OPERATION

The camera can be operated independently of gun/ rocket/ missile firing or bomb release :
- in gun mode, by actuating sight camera control button 63A. The firing safety device remains
engaged and prevents firing button 1 1 A from being depressed.
- in rocket/missile/bomb mode, by setting the camera «TEST» switch to «TEST». This switch is
spring-loaded to neutral position and camera operation is immediately interrupted whatever the delay
set through the overrun system may be.
AF
AVIONS MARCEL DASSAULT^^^M /V\IKA\V_7C V
BREGUET AVIATIONî-^V^Ô
^-^-^^ Restricted MANUAL 14
3- FIRINGS WITH RANGE RESET
-Film starting
- The camera is set off by depressing distance resetting button 55A and is kept running for a
period equal to the delay setting.
- Upon clearance or firing (by means of the firing button), the film is run on by the use of the
firing button.
-Film marking
- Film marking is started by depressing distance resetting button 55A.
Upon clearance or firing (by means of the firing button), the film marking proceeds by
firing button control.
AB
AVIONS MARCEL DASSAULT i__>*-_rU MIRAGE F
BREGUET AVIATION ^<_c- _v ..........
SIGHTING SYSTEM TROUBLE SHOOTING
1 - SCOPE
To determine the faulty equipment item using instruments available in flight.

When a symptom is reported by the pilot, the mechanic will confirm the failure (through brief
A- If anomalies reported by the pilot are not confirmed, use SDAP (see 10-1) and follow the
procedure described in charts below.
B - If anomalies reported by the pilot are confirmed, follow the procedure described in charts below.
2- TROUBLE SHOOTING
Trouble shooting procedure is indicated in charts below.

When a failure requires using SDAP, the number of sequence to be conducted is shown on charts
(See 10-1 for preliminary steps and procedure).
AA
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
In MISSILE and/or \
A/G automatic firing i

mode, the square
amber light does not
go out during firing D 1 *3
^- r io
In radar lock-on
mode, no switching
when the distance is
less than 2NM » P 13
In retarded bomb Perform the sight brief check in

manual firing mode, AIR-to-GROUND function
the repetition of test satisfactory _. P 1R
variable gravity drop is test unsatisfactory _. p n
erroneous
\
Incorrect repetition Perform the sight brief check in i
of bombing computer AIR-to-GROUND function

information in the tfist satisfactory »r P- 16
sight test unsatisfactory ;
_- P 13
I
In A/A mode, the Perform the sight brief check

moving reticle displays in AIR-to-AIR function
erroneous roll and test satisfactory _. p 01
pitch information test unsatisfactory *- P 13
The moving reticle

is not roll stabilized ». P - 03
,
Incorrect distance Perform the sight brief check r*-Replace the distance display unit
repetition in A/A in AIR-to-AIR function
GUN function, except test satisfactory
in radar lock-on mode tpst unsatisfactory _- P 13
AD
10-77 Restricted 3-202 3-202
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
Procedure reproducec Check Procedure Result
Incorrect repetition Perform the sight brief check in

of radar information AIR-to-AIR function
in the sight test satisfactory P 3
test unsatisfactory. P 13
In APPROACH Energize the aircraft

NAVIGATION mode, Cut in
incorrect heading the sighting system
repetition. the gyro system Yes. P 13
In NAVIGATION
mode, incorrect course
deviation repetition . __. p 13
In APPROACH mode, Perform the sight brief check in

incorrect AIR-to-AIR APPROACH function
reticle indication test satisfactory P 17
test unsatisfactory. P 13
Steady illumination - Energize the aircraft Yes Check C/B 31 T and 32T «Range finder ready» amber A light A/C OK
of «range finder Cut in the sight system goes out
ready» amber A light - Cut in the laser system
«Range finder ready» amber A light
remains steadily illuminated
i r
NOTE ^Perform the laser initiated! test sequence

Connect the ground firing shunt - test satisfactory !
- P 13
Fit the absorbing mask on the test unsatisfactory -»- P 08
laser window No P 08
AC
Restricted 3-203
11-77 3-21
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced!
Laser range - Supply A/C with electrical power Yes Perform the laser initial test
regularly left out of - Start the sight system - test result satisfactory j
account (amber A - Start the laser system - check the magnetic indicator of «failure
light blinking 6 s). in the laser window demisting system»
NOTE: - in good working order
- Connect the ground firing Test the indicator
prevention shunt - indicator test result satisfactory, reset to zero
- Fit the absorbtive mask on the - zero reset practicable P 16
laser window zero reset unpracti;able, check fuse-breaker
37H !
- indicator test result unsatisfactory

-sight system operates normally Failure of 40H or 41 H
-sight system fails tp start Check fuse-breaker 38A
i
failure stored
Trouble shoot laser window demisting system
- test result unsatisfactory P 08
No P 08
AC
11 77 Restricted 3-204 3--204
BREGUET AVIATION
MIRAGE F
TROUBLE SHOOTING THE LASER WINDOW

DEMISTING SYSTEM
Laser window
magnetic indicator
40H stores a failure
I
Make an overall Make an overall
inspection of the laser inspection of
window demisting the laser window
system demisting system
I
Check the temperature
control unit
Replace the temperature

control unit
Check the laser

window
Replace the laser

window
Repair
40 -41 H
display circuit
AC
11 77 3 205
Restricted
AVIONS MARCEL DASSAULT iLJk>^_rU
BREGUET AVIATION,
MIRAGE F
REMOVAL AND INSTALLATION OF SIGHT HEAD
Ground support equipment
- Sight head protective cover.
A- Instructions
Make sure that the A/C electrical system is cut off.

-
Never place the sight head on a surface which is not perfectly clean or soft enough, to avoid
-
damaging the dovetail.
- Never smoke when handling the sight head, to avoid dirtying the optical surfaces.
- Never apply fingers onto the lens or the transparent glass.
Never subject the transparent glass to stresses or impacts.
- Once the sight head is removed, clean the inner face of the front glass panel (See 02-5 DAILY
INSPECTION OF AIRFRAME AND ENGINE).
B Procedure
- Disconnect the camera connector (on windshield RH post support, aft of accelerometer).
- Remove the camera (See «REMOVAL AND INSTALLATION OF SIGHT CAMERA» sheet).
- Disconnect the photo-electric unit connector (on sight head LH side).
Tilt the standby compass to facilitate removal of the sight head.
NOTE : When installing the sight head, check the silicagel for condition through the indicator hole on
the sight head LH side.
AC
BREGUET AVIATION
MIRAGE F
3- REMOVAL
- Unlock the lockscrew and FULLY UNTIGHTEN IT, PROCEEDING SLOWLY AND BEING
CAREFUL NOT TO APPLY ANY STRESS.
- Disengage the catch retainer by placing the lever in down position.
- Slightly pull the sight head aft to disconnect the electrical connectors.
- Pull the sight head aft while holding it to disengage it completely from the support dovetail.
- Fully disengage the sight head support base-plate and remove it.
- Remove the photo-electric unit supply cable from the two cable clips.
- Remove the two photo-electric unit attaching screws and remove the unit.
- Fit the sight head with cover for protecting it during handling operations.
4- INSTALLATION
-Check that the optical surfaces of the sight head and of the front glass panel are perfectly clean.
- If required, perform cleaning (See 02-5 : DAILY INSPECTION OF AIRFRAME, HYDRAULIC
SYSTEM AND ENGINE).
- Check that the standby compass is offset.
- Check that the lockscrew (on support) is loosened.
- Install the photo-electric unit on the sight head. Loosen the two top cable clip attaching screws,
insert photo-electric unit cable in the cable clips and tighten the cable clip attaching screws.
-Position the sight head lower base-plate level with the support and smoothly engage the
base-plate into the support. Then, push the sight head slightly forward.
- Push the sight head fully forward until the catch retainer moves up.
- Tighten the lockscrew.
| - Reinstall and lock the standby compass.
- Connect the photo-electric unit.
- Install the camera and connect it (electrical receptacle located on sight head RH side).
- Perform sight and sight camera brief check, sight head reticle brightness check, and the
camera/control unit/photo-electric unit check as specified for the brief check of the sight camera.
AC
AVIONS MARCEL DASSAULT _L->~%-U
REGUET AVIATION ,
MIRAGE F
REMOVAL - INSTALLATION OF SIGHT HEAD SUPPORT
A Special tools
- Tool kit F1 EQ.B.
- Torque wrench kit - 0 to 3 m.daN (0 to 20 ft.lb).

Accessory kit for torque wrench - 0 to 3 m.daN (0 to 20 ft.lb).
A - Removal of sight head (see operation «REMOVAL - INSTALLATION OF SIGHT HEAD»).
B Installation of harmonization panel (see 10-0).
3- REMOVAL
A Disengaging the sight head support (Figure 6)
- Unscrew nut (14) from R/H attaching screw (8).

Remove the nut, then the washer.
- Repeat these operations for the two other attachment points.
Pull the support slowly upwards to free it from the three locators.
- Position and attach the screws, washers and nuts to the aircraft support, at each main attachment
point. Strictly observe the location of the washers, taking care not the reverse them.
- On each locator, remove any hardened BLINDEXITE trace.
Remove the support for repair.
In case the support cannot be repaired, and in this case only, replace the sight head support ; as
this operation necessitates aircraft support repair, refer to operations «REPAIR OF SIGHT HEAD
AIRCRAFT SUPPORT».
AC
AVIONS MARCEL DASSAUlT_L-i>-^r5L
BREGUET AVIATION^^^J^^
MIRAGE
.........
F
«
4- INSTALLATION
A Attaching the sight head support
- Install the support without touching peelable washers (13) which should remain at their initial
attachment point. Proceed as follows :
- position the support on the three attaching screws (8)
install the support, guiding it by means of the three locators, then make sure that it rests
correctly on the lower base-plate.
-On each attaching screw, place the washer, then nut (14). Tighten and torque up to 0.5 to
0.8 mdaN (3.7 to 5.9 ft.lb).
B - Harmonization check
Check the harmonization (see operation «CHECK OF SIGHT HARMONIZATION»).
AC
BREGUET AVIATION
MIRAGE F
REMOVAL AND INSTALLATION OF SIGHT CAMERA
CAUTION :
ADHERE TO THE PRECAUTIONS SPECIFIED IN THE «INSTRUCTIONS TO BE COMPLIED
WITH WHEN WORKING ON SYSTEMS» SEE 01-0.
1 - REMOVAL
- Disconnect the camera electrical plug from the electrical receptacle located on RH windshield
post (aft of accelerometer).
- Disengage the cable from the clip (on sight head RH side).
- Set the camera locking levers (on both camera sides) to their upper position.
- Tilt the camera lower part aft so as to disengage the upper bearing sections.
- Disengage the camera from the support and then remove it.
2- INSTALLATION
A Lens selection
Make sure that the camera is fitted with the suitable lens (lens replacement through periscope
interchangeability and film loading are performed in a workshop).
B Procedure
Engage the camera while tilting its upper part slightly forward.
-
Make sure that upper bearing surfaces are correctly engaged.
-
- Apply the camera against the sight head and hold it in that position.
- Set the camera locking levers to their lower position and make sure that correct locking takes
place onto camera side parts.
- Connect the camera electrical plug to the electrical receptacle (on RH windshield post).
- Fit the power supply cable into the cable clip located on sight head RH side.
C Attenuation factor setting

Such a setting is to be performed on the control unit in accordance with the sensitivity of the film
used. Refer to following chart :
Degrees of film NA TO
sensitivity 4 factor .
ATTENUATION FACTOR
D - - Check
Perform the camera/control unit/photo-electric unit check as specified for the brief check of the
sight camera.
AB
AVIONS MARCEL DASSAULT _Vtf
BREGUET AVIATION ^*__-^'_^<^
MIRAGE F
REMOVAL AND INSTALLATION OF LASER HEAD
A Special tools
- Tool kit TH.CSF 16770766.
Remove laser telemeter fairing (See 03-5).
3- REMOVAL
- Disconnect the two laser head interconnecting connectors.

Disconnect the deflector power supply cable connector.
- Disconnect the bonding braid.
- Loosen the clamping system nut of the front attaching clamp until it abuts against the pin.
Pivot the rod while holding the laser head :
The support opens.
- Disengage the laser head from the ball-joint holder by moving it forwards.
4- INSTALLATION
Proceed in reverse order of removal.

Tighten the laser support until the guide comes into contact with the washer.
CAUTION :
STOP TIGHTENING AS SOON AS THE GUIDE IS IN CONTACT WITH THE WASHER.
5- FINAL STEPS
Perform system brief check.
AA
BREGUET AVIATION
MIRAGE
....
F
SIGHT SYSTEM BRIEF CHECK

(Figure 34)
1 - SCOPE

- check sight system for correct operation, after component installation or A/C long grounding
time,
- provide indications for trouble shooting, if applicable.
This function, which is obtained by actuating the brightness mode selector located on the sight
head (placed and held in «TEST» position), allows standard information to be fed to the various sight
circuits, therefore allowing characteristic reticle images to appear in the sight head for each mode
selected.
- Sighting telescope CSF 19-603-027.
- Remove the sight recorder camera and install the sighting telescope in its place.
- Connect the electrical power supply to the external power receptacle and energize A/C circuits.
- Set the sight ON-OFF switch to «ON» (switch located on sight head).
4 - PROCEDURE
Whatever the selected mode is, the test is controlled by holding the brightness mode switch on
«TEST».
A - AIR-TO-GROUND mode
- Depress one of the following pushbuttons on armament control panel :
«RP» - «A/G GUN» - «CLEAN RET»

- Test display .
(1) Fixed reticle

- distance scale : 30 ± 0.6 hm.
- all lights on.
(2) Moving reticle

- azimuth : 18 ± 1.5 mrd to the right of A/C symbol vertical axis,
- elevation : 36.6 ± 2.5 mrd under A/C symbol horizontal axis,
-roll : 60 ±1.5°.
The moving reticle LH end is located at the RH lower corner of the square amber light.
- Cancel the mode selected by depressing again the pushbutton previously depressed for mode
selection.
AK
MIRAGE F
BREGUET AVIATION
/ / /
29 30 3A ?
"liiH 1°A
l/n\^ ' / ;
18
! | | | I
1?
\ l » »
y* k
A I . * ,^ I
/ - /__
\ /
i t i
/ 650
/ 700
750
AIR-TO-GROUND MODE AIR-TO-AIR MODE NAVIGATION MODE APPROACH MODE
FIGURE 34 -SIGHT TEST DISPLA YS
AB
11-76 Restricted 3-503 FIGURE 34 3-5C3 FIGURE 34 3-503 FIGURE 34 3-503
BREGUET AVIATION
MIRAGE F
B- AIR-TO-AIR mode
- Depress the «550» pushbutton on armament control panel.

- Test display :
(1) Fixed reticle
-Distance scale : 10 ± 0.3 hm

-Closing rate scale : 700 ± 17.5
-All lights on.
(2) Moving reticle
-Azimuth : 0 ± 1 mrd (along A/C symbol symmetry axis),

-Elevation : 35.4 ± 2.5 mrd above A/C symbol horizontal axis,
-Roll : 60 ±1.5°.
The moving reticle center dot is located on the heading/distance scale index (azimuth :
0-elevation : 30 mrd) and the reticle lower end is approximately located at the RH lower corner of the
square amber light.
(3) Air-to-Air reticle
- Azimuth : 28 ± 5 mrd to the left of A/C symbol vertical axis,

- Elevation : 24 ± 5 mrd above A/C symbol horizontal axis.
The reticle center dot is located along sequence light axis (azimuth) and level with the red
sequence light (elevation).
Cancel the mode selected by depressing again the «550» pushbutton.
Switch the sight to AIR-TO-AIR GUN mode by a single push on button 37A or by keeping it
depressed (on throttle lever). Check that the AIR-TO-AIR GUN indicator light comes on.
Test display :
- same as the previous one.
Cancel the AIR-TO-AIR GUN mode by depressing the «A/A GUN» cancel button.
NOTE : As such as test affects the sight rate gyro, the sight rate gyro angular rate should be equal to
zero in flight (stabilized flight) or on the ground (A/C at a standstill).
AJ
BREGUET AVIATION^<_£. ^ - _ . _
C- NAVIGATION mode
- No pushbutton should be depressed on armament control panel
- Test display :
(1) Fixed reticle
-heading scale: 18 (180°),

- all lights on.
(2) Moving reticle
-azimuth : 1 5 ± 1 .5 mrd to the left of A/C symbol vertical axis,

-elevation : 35.4 ±2.5 mrd above A/C symbol horizontal axis,
-roll: 60 ±1.5°.
The moving reticle center dot is level with the heading/distance scale index in elevation and the
reticle lower bar passes through the green sequence light.

- azimuth : 0 ± 2 mrd,
- elevation : 66 mrd under FRL.
The reticle center dot is located at A/C symbol center.
D - APPROACH mode
- This mode is obtained by setting the sight head glass control lever to its upper position (position
marked «APP»).
- Test display :
(1) Fixed reticle
-heading scale .18 (180°),

- all lights on.
(2) Moving reticle
-azimuth : 0 ± 1 mrd (approximately along A/C symbol symmetry axis),

-elevation : 73.1 mrd under FRL,
-roll :60± 1.5°.
- azimuth : 0 ± 2 mrd (along A/C symbol symmetry axis),
- elevation : 63 mrd under FRL.
The moving reticle center dot is located on the heading/distance scale index and the Air-to-Air
reticle center dot is located on the heading/distance scale figure.
Cancel the mode selected by setting the sight head glass control lever back to its low position
(position marked «N»),
5- FINAL STEPS
- Stop actuating the brightness mode selector (the selector is automatically returned to its middle
position).
- Set the sight control switch to «OFF».
- Cut off the external electrical power supply and disconnect it from the external power
receptacle.
Remove the sighting telescope.
- Reinstall the sight camera (See «REMOVAL AND INSTALLATION OF SIGHT CAMERA»
sheet).
AD
BREGUET AVIATIONôP^
MIRAGE F
SIGHT HEAD RETICLE BRIGHTNESS CHECK
1 - SCOPE
To check reticle brightness circuits for correct operation :

- after sight head or sight computer installation,
- to provide indications for trouble shooting.
2 EQUIPMENT REQUIRED
3 - PRELIMINARY STEPS
Connect the external electrical power supply to the external power receptacle and energize A/C
circuits.
- Set the sight mode switch to «ON» (switch located on sight head).
- Start the gyro system (gyromagnetic heading function) and allow 2 minutes to elapse (gyro
system correct operation).
4 - PROCEDURE
A -- AIR-TO-AIR and moving reticle brightness check
- Select the A/A GUN mode by depressing and then releasing RAPID GUN button located on the
throttle lever.
- Set the brightness selector switch to «MAN».
- Using the brightness control thumb wheel proper to each reticle, vary reticle brightness from full
bright to full dim positions.
- Adjust brightness to average value.
- Set the brightness selector switch to «AUTO».
- Mask and unmask the photo-resistant cells and check for reticle brightness variation.
B - Light brightness check
- Set the sight head glass control lever to an intermediate position between «N» and «APP», which
position corresponds to the «failure» function of sight system. All lights are on.
- Repeat the operations previously performed by successively setting the brightness selector switch
to «MAN» and «AUTO».
FINAL STEPS
- Set the sight head glass control lever to «N» and cancel the A/A GUN mode.
- Stop the gyro system
- Cut off the external electrical power supply and disconnect the external power receptacle.
AE
09 77 Restricted 3"506
BREGUET AVIATION ^£_ _, . ...........
SIGHT CAMERA BRIEF CHECK
1 - SCOPE
To check for :
- correct operation of the camera, control unit and photo-electric unit.
- correct operation of the aircraft circuits.
1 15-200 V/400 Hz electrical power supply.

-
-Ground firing prevention shunt contained in weapon adjustment kit MRA9 (used only for
checking the correct operation of the aircraft circuits).
3- CHECK OF THE CAMERA/CONTROL UNIT/PHOTO-ELECTRIC UNIT
WARNING-DANGER :
IT IS IMPERATIVE THAT THE SYSTEM SHOULD BE CHECKED WITH AIRCRAFT
UNARMED AND WITH APPLICABLE SAFETY STEPS PERFORMED.
A Preliminary steps
- Connect the external electrical power supply to the external power receptable and energize A/C
systems.
- Engage the firing safety on the control stick handgrip.
B Film run check
- Make sure that the shooting rate selector is set to slow rate.
- Tilt the firing trigger forward and depress it until the first boss is being actuated.
Check for the running of the film (motor rotation audible).
- Reset the firing trigger to its aft position.
C Exposure control system check
- Under bright light conditions, the exposure control system can be checked for correct operation
by masking and unmasking the photo-electric unit lens. The exposure time repeater (on camera) should
rotate in one direction and then in the other.
- Under dark light conditions, move a luminous source close to the photo-electric unit. The
repeater should turn and have a tendency to position opposite number 5 or 6.
NOTE : Avoid illuminating the photo-electric unit lens with a luminous source supplied with AC
power, as would cause motor hunting.
A check bearing on the attenuation resulting from each change in shooting rate can also be
performed.
With the exposure time repeater stabilized in any position, check that it is driven in rotation from
1 to 6 when actuating the shooting rate selector from 16 to 5 frames/sec, and inversely from 5 to
16 frames/sec.
D- FINAL STEPS
- Reset the sight ON-OFF switch to «OFF» (switch located on sight head).
- Cut off the external electrical power supply.
AB
02-78 Restricted Z'*07
AVIONS MARCEL DASSAULT /LJîry.
BREGUET AVIATION w_3_ÎFs=_^s:-0>
MIRAGE F
_____â-'<^^ Restricted MANUAL 14
4- CHECK OF THE AIRCRAFT CIRCUITS
WARNING-DANGER :
AS CERTAIN FIRING AND BOMBING CIRCUITS ARE TO BE ENERGIZED IN ORDER TO
CHECK THE SYSTEM, IT IS IMPERATIVE THAT SUCH A CHECK SHOULD BE PERFORMED
WITH AIRCRAFT UNARMED AND UNLOADED.
A Preliminary steps
systems.
- Install the ground firing prevention shunt.
B- Procedure
- Make sure that the shooting rate selector is set to slow rate.
- On armament control panel, select the bomb mode (actuation of «CLEAN RET» pushbutton)
and set the «AUTO-MAN» firing switch to «MAN».
- Depress bomb/rocket/missile firing button on control stick handgrip after the firing trigger is set
to its intermediate position.
- Check that the film driving motor operates.
- Cancel the selection made on the armament control panel.
- Reset the firing trigger to its aft position.
C Final steps
- Reset the sight ON-OFF switch to «OFF» (switch located on sight head).
- Cut off the external electrical power supply.
- Perform following safety steps :
- cancel the selections made on armament control panel (no pushbutton depressed).
- reset the firing trigger to its aft position.
- remove the ground firing prevention shunt.
AE
AVIONS MARCEL DASSAULT iL->^_rVL
BREGUET AVIATION
MIRAGE F
OVERALL CHECK OF SIGHT CAMERA SYSTEM

(Figure 34M)
1- PURPOSE
To ensure that all the sight camera components operate correctly.
- 27 V DC electrical power supply.

- Test set OMERA KG8-130.
- On the test set, check that master switch (1 ) of the test set is on «A-OFF».
- Connect the cable marked «ALIMENTATION - SUPPLY» «68650» to «RESEAU B.T-28 V DC»
(2) on the one hand, and to the DC current source on the other hand, polarity as follows :
- red on positive
- blue on negative
Using the extension cables, connect the various camera components to the corresponding test set
connectors marked «ESSAIS ENSEMBLE - ASSEMBLY TEST».
-cable marked «BOITIER DE Cde- CONTROL BOX» «68651» to the control box on the
one hand, and to «BOITIER DE COMMANDE - CONTROL BOX» connector (3) on the other hand.
- cable marked «CAMERA» «68652» to the movable connector of the camera on the one
hand, and to «CAMERA» connector (4) on the other hand.
-cable marked «BOITIER PHOTO -PHOTO BOX» «68653» to the movable connector of
the photo-electric unit on the one hand, and to «BOITIER PHOTO - PHOTO BOX» connector (5) on
the other hand.
-Connect the cable marked «BOITE A LUMIERE - LIGHT BOX» «68489» to «BOITE A
LUMIERE - LIGHT BOX» connector (6) of the test set.
- Set mode selector (7) to «ENSEMBLE - ASSEMBLY» position.
- Make sure that the camera is loaded ; if required, load it with a spoilt film.
4- PROCEDURE
- Set «M/A - ON/OFF» master switch (1) to «M - ON», and check that energization indicator
light (8) comes on.
- Depress «CONTROLE TENSION - VOLTAGE CONTROL» pushbutton (9) and check the supply
voltage value on the upper scale of L/H dial (10).
- On the control box, place the attenuation set knob on «3».
- On the camera, place the speed change switch on «16 IM/SEC - 16 P.P.S» position and the delay
set knob on «0».
- Depress «CAMERA» pushbutton (11) of the test set and check that the film drive motor
operates.
AB
01-76 Restricted 3-508B
BREGUET AVIATION
MIRAGE F
MANUAL 14
FIGURE 34M - CONTROLE DE L'INSTALLATION ENREGISTREUR DE VISEE

SIGHT RECORDER INSTALLATION CHECK
AB
01-78 Restricted 3-508D
BREGUET
L->-_r\Jl
AVIATION_v_cF=_^<3fsO
MIRAGE F
^S^--^^ Restricted MANUAL 14
- Releasepushbutton (1 1 ) ; the motor stops.

-By means of the delay set knob (on camera), select 5, 30 and 60 seconds in succession.
Depress «CAMERA» pushbutton (1 1 ), then release it.
Once pushbutton (11) is released, check that the camera continues to operate for the time
selected previously.
The delay operation time can be checked with the aircraft clock.
At the end of the operation, return the delay set knob to «5».
- Depress «MARQUAGE - MARKING» pushbutton (12) ; the camera marking solenoid should be
heard operating.
- Insert light box (13) in the hole above «BOITIER LUMIERE - LIGHT BOX» connector (6) and
set «LUXMETRE - LUXMETER» switch (14) to «M - ON».
- Actuate «LUMIERE - LIGHT» adjustment knob (15) so that the pointer of meter (16) (R/H dial)
moves to within range 1 .
Remove the light box from its housing and fit it into the photo-electric unit.
The camera exposure time follower (central dial) should move to «1 ».
- Place the camera speed change lever on «5 I M/SEC - 5 P.P.S». The camera exposure time follower
(central dial) should be between «2» and «3».
- Return the speed change lever to «16 IM/SEC - 16 P.P.S».
- Calibrate the light box again by means of «LUMIERE - LIGHT» adjustment knob (15) to take
«2, 3, 4, 5 and 6» readings successively on meter (16).
After each calibration, place the light box on the photo-electric unit ; the camera exposure time
follower should indicate «2, 3, 4, 5 and 6» successively.
5- FINAL STEPS
-Return «LUXMETRE - LUXMETER» switch (14) and «M/A- ON/OFF» switch (1) to
«A -OFF».
- Disconnect cables «BOITIER DE Cde - CONTROL BOX», «CAMERA» and «BOITIER PHOTO -
PHOTO BOX» from the various equipment items.
- Connect these equipment items to the aircraft system.
- Disconnect the test set from the power supply source.
AB
BREGUET AVIATION
MIRAGE F
CHECK OF SIGHT CAMERA CONTROL BOX

(Figure 34M)
1- PURPOSE
To check the control box in order to facilitate trouble shooting if after a sight camera overall
check, the result is not satisfactory.
- 27 V DC electrical power supply.
- On the test set, check that master switch (1 ) is on «A-OFF».
-Connect the cable marked «ALIMENTATION - SUPPLY» «68650» to «RESEAU B.T-28 V DC»
connector (2) on the one hand, and to the DC current source on the other hand, observing the polarity :
- red lead to positive pole
- blue lead to negative pole.
- Connect the cable marked «BOITIER DE Cde - CONTROL BOX» «68651 » to the control box on
the one hand, and to connector «ESSAIS SOUS-ENSEMBLES - SUB-ASSEMBLY TEST» «BOITIER
DE COMMANDE - CONTROL BOX» (17) on the other hand.
4- PROCEDURE
Set «M/A-ON/OFF» master switch (1) on «M-ON», and check that energization indicator
light (8) comes on.
- Depress «CONTROLE TENSION - VOLTAGE CONTROL» pushbutton (9) and check that the
supply voltage value on the upper scale of meter (10) (L/H dial).
Place mode selector (7) on «BOITIER DE COMMANDE CONTROL BOX» position.
- Perform the operations described in the tables below.
A Tests of solenoid control and overrun.
Operations to be performed on test set Results to be obtained on test set
Make sure that «RETARDATEUR - OVER The blue «ELECTRO-SOLENOID» light (20)
RUN» switch (18) is on «0», then depress comes on.
«ELECTRO-RETARDE - DELAYED
SOLENOID» pushbutton (19).
Release «ELECTRO RETARDE- DELAYED The blue «ELECTRO-SOLENOID» light (20)

SOLENOID» pushbutton (19). goes out immediately.
Place «RETARDATEUR - OVERRUN » The blue «ELECTRO-SOLENOID» light (20)
switch (18) successively on 5, 30 and 60 ; for comes on each time pushbutton (19) is actuated.
each of these settings, depress «ELECTRO After the pushbutton has been released, the light
RETARDE -DELAYED SOLENOID» remains on for a time equal to the delay set ± 5 %.
pushbutton (19).
AB
BREGUET AVIATION
MIRAGE F
B Shutter slave test
Operations to be performed Results to be obtained
on the control box on the test set on the test set
Set the variant selector One of the green «OUVERTURE

button on «0». OPENING» (22) or «FERMETURE
CLOSING» (23) indicator lights
should come on, unless the adjuster
knob (21) is on «0».
Turn adjuster knob (21 ) in On position «0», the «OUVERTURE -

the direction of 5 towards 0 OPENING» (22) and «FERMETURE -
CLOSING» (23) indicator lights
should go off.
Tolerance ± 1/4 of a division.
Select 1 on the variant The «OUVERTURE - OPENING»

selector knob. indicator light (22) comes on.
Set adjuster knob (21 ) from The «OUVERTURE - OPENING»

«0» to «1». indicator light (22) goes off.
Tolerance + 1/4 division.
Successively select 2-3-4-5. Using adjuster knob (21 ) For corresponding selections (amplifier
select the same number as balance) light «OUVERTURE -
on the control box. OPENING» (22) goes off.
Tolerance ± 1/4 division.
Repeat the above operations Select the same number as For corresponding selections
in reverse order on the control box «FERMETURE - CLOSING»
(5-4-3-2-1-0). (5-4-3-2-1-0). light (23) goes out.
5- FINAL STEPS
-Set the variant selector knob to the initial setting position.

- Set «M/A - ON/OFF» switch (1) to «A - OFF».
- Disconnect the «ALIMENTATION - SUPPLY» and «BOITIER DE Cde - CONTROL BOX»
cables.
- Connect up control box to aircraft system.
- Disconnect the test set from the power supply.
AB
01-76 Restricted 3-508K
BREGUET AVIATION
MIRAGE F
CHECKING OF SIGHT RECORDER CAMERA

(Figure 34M)
1- PURPOSE
To check the camera in order to facilitate trouble shooting if, after a sight recorder overall check,
the result is not satisfactory.
A Ground servicing equipment
- 27 V DC power supply.
Check that the main switch (1 ) on the test set is in «A - OFF» position.
-
-Connect the cable marked «ALIMENTATION - SUPPLY» «68650» to connector (2)
«RESEAU B.T - 28 V DC» at one end, and the other end to the DC current supply, polarity as follows :
red on positive
-
blue on negative
-
- Connect the cable marked «CAMERA» «68652» to the camera mobile connector at one end, and
to the connector «ESSAIS SOUS-ENSEMBLES- SUB-ASSEMBLY TEST» «CAMERA» (24) at the
other.
4- PROCEDURE
- Set the «M/A- ON/OFF» main switch (1) to «M - ON» and check that the power supply on
warning light (8) comes on.
- Press the «CONTROLE TENSION - VOLTAGE CONTROL» button (9) and check the power
supply voltage on the upper scale of the measuring apparatus (10) (LH dial).
- Set mode selector (7) to «CAMERA» position.
- Perform the operations below.
A Shutter slave test
on test set On camera On test set
Set «OUVERTURE/FERMETURE - The repeater dial turns in the On measuring apparatus (10),
OPENING/CLOSING» switch (25) direction of 6 towards 1 and operating power
to «OUVERTURE - OPENING» and remains in the latter position consumption should
hold in this position. be 1 50 mA (value read on
lower scale).
to «FERMETURE
Set switch (25) - The repeater dial turns in the Power consumption should
CLOSING» position and hold. direction of 1 towards 6 and be approx. 1 50 mA during
remains in the latter position. operation.
At travel end (value 1 to 6)
consumption becomes
practically nil (same scale as
above).
AB
BREGUET AVIATION
MIRAGE F
B Shutter slave potentiometer test
on test set On camera On test set
Move the «OUVERTURE/FERME¬ For each repeater position

TURE - OPENING/CLOSING» the measuring needle (26)
switch (25) so that the camera repeater is moves to the corresponding
successively positioned on section of the dial.
1,2, 3, 4, 5 and 6.
N.B This operation can also be performed by using the manual control of the exposure time repeater
(on camera).
C Cell attenuator test
Operations to be performed on camera Results to be obtained on test set
Set the speed change lever on 16 IM/S 16 P.P.S. The «16 IM/S - 16 P.P.S» light (27) comes on.
Set lever on 5 I M/S -5 P.P.S. The «16 IM/S - 16 P.P.S» light (27) grows dim.
N.B After this test, reset the speed change lever to its initial position.
D Marking electromagnet test
Operations to be performed on test set Results to be obtained
On camera On test set
Press«MARQUAGE - MARKING» The marking electromagnet Power consumption should

button (12). is energized and marker be approx. 1 70 mA on
should be operating when measuring apparatus (10),
magazine is opened. read on lower scale.
N.B If the camera is loaded, the noise of the electromagnet engaging and disengaging is enough.
E Delay timer control test
Operations to be performed on camera Results to be obtained on test set
Select «0» on stop overrun. The two «30-60 s» (28) and «5-30 s» (29)
indicator lights are out.
Select «5 s» on stop overrun. Light «5-30 s» (29) comes on.
Select «30 s» on stop overrun. Lights «5-30 s» (29) and «30-60 s» (28)
come on.
Select «60 s» on stop overrun. Light «30-60 s» (28) comes on.
N.B After test, return stop overrun to its initial setting
AB
01-76 Restricted 3-508P
BREGUET AVIATION
MIRAGE F
F Drive motor, film and «TEST» switch test
On camera On test set On camera On test set
Set «TEST» switch on Motor turns

«TEST» and hold in
this position.
Release switch Switch returns to

«TEST» and motor
stops.
Press«CAMERA» Motor turns when

button (11) button is pressed.
Set speed change lever «CAMERA» Power consumption

on 16 IM/S- 16P.P.S. button (11) depressed. approx. 1 amp (read on
lower scale of
ammeter (10).
Set lever Keep button (11) Power consumption

on5IM/S-5P.P.S. depressed. should be approx.
700 mA (read on lower
scale of ammeter (10).
N.B After this test, set speed change lever back to 16 IM/S.
5- FINAL STEPS
- Set «M/A - ON/OFF» switch (1) to «A - OFF».

- Disconnect the «ALIMENTATION - SUPPLY» and «CAMERA» cables.
- Couple camera connector to aircraft fixed connector.
- Disconnect test set from power supply.
AB
BREGUET AVIATION
MIRAGE F
CHECKING SIGHT RECORDER PHOTOELECTRIC BOX

(Figure 34M)
1 - PURPOSE
To check the photo-electric unit in order to facilitate trouble shooting if, after a sight recorder
overall check, the result is not satisfactory.
A Ground servicing equipment
- 27 V DC power supply
- Check that the main switch (1 ) on test set is in «A - OFF» position.
Connect the cable marked «ALIMENTATION- SUPPLY» «68650» to connector (2)
«RESEAU B.T. - 28 V DC» at one end, and the other end to the DC current supply, polarity as
follows :
red on positive
blue on negative.
-
-Connect cable marked «BOITIER PHOTO- PHOTO BOX» «68653» to the photo-electric
connector on one end, and to connector (3) «ESSAIS SOUS-ENSEMBLES- SUB-ASSEMBLY TEST»
«BOITIER PHOTO - PHOTO BOX» on the other.
4- PROCEDURE
- Set main switch «M/A- ON/OFF» (1) on «M - ON» and check that the power supply warning
light (8) is on.
«CONTROLE TENSION- VOLTAGE CONTROL» button (9) and check the power
- Press the
supply voltage on the upper scale of the measuring apparatus (10) (LH dial).
- Set mode selector (7) on «BOITIER PHOTO - PHOTO BOX» position.
Perform the operations described below.
Operation to be performed Results to be obtained
on photo box on test set on test set
a) Set «LUXMETRE -LUX¬ Check that the light is ON

METER» switch (14) to on light box (13).
«A -OFF».
Connect cable of tight
box (13) to «BOITIER
LUMIERE LIGHT
BOX» connector (6) and
position «LUXMETRE -
LUXMETER» switch (14)
on «M - ON».
b) Push the light box (13)

barrel home into its
housing (over the
«BOITIER LUMIERE -
LIGHT BOX»
connector (6) and turn
«LUMIERE -LIGHT»
knob (15) so as to bring the needle of
measuring apparatus (16)
into the section «1 » of the
lower scale.
AB
01-76 Restricted 3-508T
BREGUET AVIATION
MIRAGE F
on photo box on test set on test set
c) Fit light box to Needle on measuring

photo-electric box apparatus (26) should stop
in section 1 of lower scale.
d) Repeat operation «b» so

as to take readings for 2, 3, 4, 5
and 6 on measuring
apparatus (16).
e) After each «d» calibration On measuring apparatus.

fit the photo-electric box (26), the needle should be
with the light box. positioned successively in
the 2, 3, 4, 5 and 6 sections.
5- FINAL STEPS
- Set the «LUXMETRE - LUXMETER» switch (14) to «A - OFF» and the main switch (1 ) to «A -
OFF».
- Disconnect the «ALIMENTATION- SUPPLY» and «BOITIER PHOTO- PHOTO BOX» cables.
Connect up the photo box cable connector to the aircraft system fixed connector.
Disconnect the test set from the power supply.
AB
01-76 Restricted 3-508V
AVIONS MARCEL DASSAULTJ
BREGUET AVIATION _^^ __ _.
MIRAGE F
SIGHT HEAD HARMONIZATION CHECK
(Figure 35)
1 - PURPOSE
To make sure that the sight head support is correctly harmonized.

This operation is performed by projecting the sighting axis on a harmonization panel provided
with materialized sighting points.
| - Sight head support harmonization tool TH/CSF 1980 1776.
- Place the A/C in appropriate configuration and install the harmonization panel : see 10-0
«DESIGN CHARACTERISTICS AND INSTALLATION OF HARMONIZATION PANEL». Remove
the sight head (See «REMOVAL - INSTALLATION OF SIGHT HEAD» operations).
4 - PROCEDURE
- Disengage the catch retainer and smoothly engage the harmonization tool base-plate into the
support, up to abutment. Check for correct engagement of retainer catch.
- Tighten the clamping device screw.
- Using the harmonization tool, check :
- that the sighting axis coincides with the sighting point on the panel, or that it remains
within applicable tolerances (outer square). If necessary, adjust the sighting telescope eyepiece to obtain
a sharp image.
- that, at the worst, the bubble is slightly beyond either of the two large level marks of the
harmonization tool (support in roll position).
If the sight is not correct, adjust as necessary (See «HARMONIZATION OF SIGHT HEAD
SUPPORT» operations).
5- FINAL STEPS
- Recondition A/C and harmonization panel (See 10-0).

- Remove the harmonization tool :
- unlock the clamping screw and untighten it up to abutment, being careful not to subject it
to any stress.
- disengage the catch retainer and remove the harmonization tool.
- Install the sight head (See «REMOVAL - INSTALLATION OF SIGHT HEAD» operations).
AB
02-79 Restricted 3 ~*°9
BREGUET AVIATION
CHl MIRAGE F
HARMONIZATION OF SIGHT HEAD SUPPORT
1 - PURPOSE
To perform adjustment operations in case tolerances are exceeded subsequent to harmonization

check.
A - Standard tools
-Tool kit F 1 EQB.

- Torque wrench kit, 0 to 3 mdaN
- Accessory kit for torque wrench, 0 to 3 mdaN.
B - Ground support equipment
- Tool TH-CSF 1980 1776 for harmonization of sight head support.
C - Spares
- Peelable washer (quantity : 3) 210.21 .09.
3 - SERVICING MATERIALS
-BLINDEXITER.T.
- Thinner 0.574/9000 for stripping hardened BLINDEXITE.
A Removal of sight head (see operations «REMOVAL - INSTALLATION OF SIGHT HEAD»).
B - Installation of harmonization panel (see 10-0).
5 PROCEDURE (Figure 6)
(1 ) Removal of sight head support.

(See «REMOVAL - INSTALLATION OF SIGHT HEAD SUPPORT»).
(2) Harmonization
This operation consists in returning the sighting point to within the tolerance range of the
harmonization panel (inner square used for this adjustment).
This operation may be required :

- after a harmonization check, the sighting point being out of tolerances,
- after removal - installation of the sight head support for repairing the latter,
- after replacement of the sight head support.
AB
02-79 Restricted 3 511 F
AVIONS MARCEL DASSAULT /L-i^-^r-U
BREGUET AVIATION^<__L __ _
MIRAGE F
(a) Adjustment of harmonization after a harmonization check (bearing error) or after removal -
installation of the sight head support.
- Install the support, guiding it with the 3 locators and 3 shafts (8) ; make sure that it bears
correctly on the 3 attachment points.
- Screw up 3 nuts (14) and torque up to 1.6 mdaN.
- Insert the harmonization tool in the sight head support then tighten the locking device screw in
the clockwise direction, to a torque of 1.5 mdaN.
Perform a sighting and record the direction and importance of the bearing error.
- Remove the harmonization tool.
- Remove the sight head support (see para. (1 )).
- Perform the bearing adjustment, varying the thickness of the peelable washers at both LH
attachment points.
Remove the number of scales required to obtain a correct adjustment :
- adjust at front point if the sighting is too high
- adjust at rear point if the sighting is too low.
Each washer scale is 0.05 mm thick, which represents 0.25 mrd on the panel sighting point.
- Install the support, guiding it with the 2 locators and 3 shafts.

- Screw up the 3 nuts and torque tighten.
- Insert the harmonization tool, then lock it.
Perform a new sighting. Repeat the above operations as required.
. During this sighting :
- make sure that the sighting point is displayed within the inner tolerance square,
- make sure that at the worst, the bubble is slightly beyond either of the two large marks of
the harmonization tool level. If this position is exceeded, renew the roll adjustment, removing peelable
scales according to the direction and importance of the error ; the washers at the LH attachment points
and the washer at the RH attachment point should be adjusted simultaneously.
- Install the support (tightening torque : 1.6 * 0-2 mdaN)

- Insert and lock the harmonization tool.
- Perform a sighting and make sure that the harmonization is correct.
- Lock the 3 main attachment screws with LOCTITE B.
- Place a BLINDEXITE bead on the upper part of the 2 locators.
-Check the correct position of the auto-connect floating connectors fitted on support (18),
pushing in the sight head cautiously.
- If the sight head cannot be engaged, remove it and loosen the 6 attachment nuts of support (18).
- Engage the sight head until it is pawl fitted, then tighten the lock screw.
- The sight head remaining in place, tighten the upper LH nut of connector support (18).
- Remove the sight head and tighten the 5 other nuts of the support.
- Check the position of the connectors, pushing in the sight head down to the pawl mechanism.
AB
AVIONS MARCEL DASSAULT _L»_>^_rsX.
BREGUET AVIATION _<__oP=_^^«0>
MIRAGE _ .
F
, .
(b) Harmonization after replacement of sight head support.
- Fit a new peelable washer at each attachment point.

- Position the support.
- Attach the support (see para. (a)).
- Insert the harmonization tool in the sight head support, then lock it.
- Perform a sighting and record the direction and extent of the bearing error.
Remove the harmonization tool (see para. (a)).
Remove the sight head support (see para. (a)).
- Perform the bearing adjustment (operation described in para. (a)).
- Position and attach the sight head support.
Insert and lock the harmonization tool.
- Perform a new sighting and repeat the above operations as required. During this sighting, check
the roll position of the support. Adjust as required (see para. (a)).
- If a slight bearing correction is required before attaching the sight head support, move it to the
right or to the left, according to the direction of the correction to be obtained.
NOTE : Such correction, which can be but very slight, is possible due to the clearance between the
bores in the aircraft support and the attachment bushings of the sight head support.

-Carry outa careful positioning (see operations «REPAIRING SIGHT HEAD AIRCRAFT
SUPPORT»).
- Check the connector positioning as instructed in para. (a).
6- FINAL STEPS
- Install the following equipment items :

spherical indicator (see 09-1 ) and radar scope,
sight head.
AB
06-76 Restricted 3-51 IT
AVIONS MARCEL
BREGUET
DASSMlltLJ^-^Ty.
AVIATION^c^5^^^
MIRAGE
_.._,, . ,
F
i _
SIGHT CAMERA SUPPORT HARMONIZATION CHECK
1 - PURPOSE
To check the sight camera support for correct harmonization using a sighting telescope, i.e. to
check that the camera optical field corresponds to the sight head optical field.
- Sighting telescope in case TH/CSF 19 705 430

- 1 15/200 V 400 Hz electrical power supply.
Remove the camera (See 14-3).

-
-
circuits.
- Set the sight control switch to «ON» (switch located on sight head).
4- PROCEDURE
Install the sighting telescope instead of the camera and attach it by means of the locking levers.
-
Check for correct sighting telescope locking.
-
Adjust the sighting telescope eyepiece.
- Perform sighting through sighting telescope. The following indications should be read on sighting
telescope graduated reticle, opposite the sight head fixed symbol :
- Elevation : 34 ± 1 mrd
- Bearing : zero ± 1 mrd.
Any other reading would indicate a faulty setting of support or transparent glass. In that case,
remove the sight head and send it to workshops (optical bench testing and adjustment).
5- FINAL STEPS

Cut off the external electrical power supply and disconnect it from the external power
-
receptacle.
- Remove the sighting telescope.
- Install the camera (See 14-3).
AD
AVIONS MARCEL DASSAULT iL^J-îrU.
BREGUET AVIATION^ ._
MIRAGE F
LASER TELEMETER BRIEF CHECK
1 - SCOPE
- check the system for correct operation, after component installation or A/C long grounding time.
A - - Ground support equipment

- Laser window mask TH.CSF 96072170
- Ground firing shunt.
3- SAFETY MEASURES
TAKE ALL THE SAFETY MEASURES RELATIVE TO AN AIRCRAFT EQUIPPED WITH

MILITARY LOADS OR ARMED (See manual 02-0), IN ORDER TO PREVENT INADVERTENT
ENERGIZATION OF ARMAMENT CIRCUITS.
CAUTION :
INSTALL THE LASER WINDOW MASK BEFORE LASER WINDOW.
Install the ground firing shunt.
-
Connect the external electrical power supply to the external power receptacle and energize AC
-
circuits.
- Switch on the sight system.
- Select the «CLEAN-RET» mode on armament control panel 2A.
5 PROCEDURE
Set the armament master switch to «TEST».

-
Set the MODE selector to «LAS» on bombing control panel.
-
Wait for the triangular amber light to go out on sight head.
-
Initiate the test by depressing the «TEST» button (to be kept depressed up
- to test completion)
and check that the «TEST» amber light illuminates on bombing control panel.
- Reset the armament master switch to its middle position (cover down).
6 - FINAL STEPS
Cancel the «CLEAN-RET» mode by depressing the pushbutton again.
-
Set the armament master switch to off.
-
- Switch off the sight system.
- Cut off the external electrical power supply and disconnect it from the external power
receptacle.
- Remove the laser window mask.
AB
O9-77 Restricted 3~514
AVIONS MARCEL DASSAULT __-i>-_riJL
BREGUET AVIATION, _
MIRAGE F
LASER TELEMETER SHOOTING TEST
1- SCOPE
To allow laser head harmonization to be checked through laser shooting performed in laser beam
test position.
1 15-200 V/400 Hz electrical power supply

Infrared telescope TH-CSF 16769925
- Ground firing shunt
Harmonization panel.
3- SAFETY
CAUTION :
WHILE PERFORMING LASER SHOOTING TEST, THE AIRCRAFT NOSE SHOULD BE
DIRECTED TOWARDS A 22-METER (24-YARD) WIDE AND 6-METER (6.5-YARD) HIGH
NON-REFLECTING OBSTACLE LOCATED AT A DISTANCE OF 50 METERS (55 YARDS).
MARK OUT AND PROHIBIT THE HAZARDOUS AREA WITH PANELS MARKED «DANGER,
LASER BEAM».
PERSONNEL ALLOWED FOR SHOOTING TEST SHOULD BE EQUIPPED WITH SPECIAL
PROTECTIVE GLASSES, ABSORBING LASER BEAM.
CAUTION :
PERSONNEL NOT CONCERNED BY THE OPERATION SHOULD NOT BE WORKING ON
AIRCRAFT.
-Set the aircraft in harmonization configuration and install the harmonization panel (see 10-0).
- Open door P2-08.
- Install the ground firing shunt.
Connect the external electrical power supply to the external power receptacle and energize
A/C circuits.
- Switch on the sight.
Select the «bomb» mode.
AA
AVIONS MARCEL DASSAULT LJ^-^TU.
BREGUET AVIATION_x_O^L-<^^>
MIRAGE F
___£-£-^-^^- Restricted MANUAL 14
5 - PROCEDURE
- Set the armament master switch to «TEST».

- Set the MODE selector to «LAS» on bombing control panel.
- Wait for the «LASER READY» triangular amber light to illuminate on sight head.
- Place laser harmonization switch in harmonization position.
Perform laser shooting by depressing the distance resetting button on control stick.
-
-Using the infrared telescope, observe the laser beam impact onto the harmonization panel.
- Should the laser beam impact not be located inside panel target, remove the laser head to have a
harmonization check performed.
- Reset the armament master switch to its middle position (cover down).
6 - FINAL STEPS
-Remove the ground firing shunt.

laser harmonization switch back in neutral position.
- Place
- Cancel «CLEAN BOMB» selection by depressing the pushbutton.
- Switch off the sight.
Cut off the external electrical power supply and disconnect it from the external power
receptacle.
Restore initial A/C configuration.
AB
09-77 Restricted 3~515M
AVIONS MARCEL DASSAULT f _*_*
BREGUET AVIATION y^j^^- v
MIRAGE F
LASER HEAD HARMONIZATION CHECK
1 - SCOPE
To check that the laser head support is correctly harmonized with respect to fuselage references.
This operation is performed by projecting the sighting axis onto a harmonization panel provided
with materialized sighting points.
- Laser head harmonization tool TH CSF 1660 7355

A A/C configuration
- A/C in flight configuration with all equipment installed.

- Main gear doors open so as to clear the sighting line.
- Fuselage tanks : Full.
- Wing tanks : Empty.
B Remove the laser head.
C Install the harmonization panel (See 10-0).
4- PROCEDURE
- Install the harmonization tool instead of the laser head.

- Using the harmonization tool sighting telescope, check that the sighting axis coincides with the
sighting point on the panel, or that it remains within applicable tolerances.
If necessary, adjust the sighting telescope eyepiece to obtain a sharp image (the reticle to be used
is that provided with a circled cross).
Perform laser head harmonization in the case where incorrect sighting is obtained.
5- FINAL STEPS
- Restore initial A/C configuration.

- Install the harmonization tool.
- Install the laser head
AA
BREGUET AVIATION_^<___. ___^ - . ».._.....,,
LASER HEAD HARMONIZATION
(Figure 35 M)
1 - SCOPE
To perform laser head support adjustments if out-of-tolerance sighting is evidenced following

a harmonization check.
- Laser head harmonization tool TH CSF 1660 7355

A A/C configuration
- A/C in flight configuration with all equipment installed.

- Main U/C doors open so as to clear the sighting line.
- Fuselage tanks : Full.
Wing tanks : Empty.
B Remove the laser head.
C Install the harmonization panel (See 10-0).
4- PROCEDURE
- Install the harmonization tool instead of the laser head, being careful not to fully tighten the
forward attaching clamp.
- Loosen locking nuts (10), (1 1 ) and (12) located on ball-joint holder forward face.
Elevation adjustment
- Act on eccentric (9) until the sighting telescope reticle coincides with the panel target.
Azimuth adjustment
- Act on eccentric (8) until the sighting telescope reticle coincides with the panel target.
-Lock nuts (10), (11) and (12).
- Perform new sighting to make sure that adjustment is not altered by nut locking.
5- FINAL STEPS
- Reinstall the laser head and perform laser shooting test.

- Restore initial A/C configuration.
AA
BREGUET AVIATION
MIRAGE F
FIGURE 35M - HARMONISATION DE LA TETE LASER

HARMONIZATION OF LASER HEAD
AA
MIRAGE F
ADJUSTMENT OF POWER SWITCH OF

LASER ELECTRONIC UNIT
1 - PURPOSE
To enable adjustment of the laser range finder power after replacing the power supply unit or the
laser head.
A - Ground servicing equipment

- Power supply 1 15-200V/400 Hz
- Window shield TH CSF 96072170
3 PRELIMINARY STEPS
WARNING :
FIT LASER WINDOW SHIELD.
- Open access door P4.09

- Install ground firing shunt
- Connect up ground power unit connector and feed aircraft systems.
- Start up sight equipment.
4 - PROCEDURE
Set laser electronic unit power supply switch to «1 »

Set armament master switch to «test».
-
- Set bombing control panel MODE selector on «LAS».
- Press the TEST button. If the amber TEST light does not come on, set the power switch on 2.
- Repeat the operation until the light comes on.
- Fire 5 shots at 10 second intervals. At least three shots should be successful, if not, repeat the
operation with the power switch on the next position up.
- When these conditions are fulfilled, set the switch on the position previously described, plus 2.
- If the switch is then on position 8 or above, adjustment is not possible and the laser head must be
changed.
- Reset the armament safety switch to the middle position (guard down).
5 - FINAL STEPS
- Remove the ground firing shunt
- Turn off the sight equipment.
- Cut off external power supply and disconnect the ground power unit.
Close access door P4.09.
- Remove window shield.
AB
O9'77 Restricted *^9
BREGUET AVIATION
OVERALL CHECK OF THE LASER WINDOW DEMISTING UNIT
1 - SCOPE
The operation is intended to :
- check the system for correct operation after an equipment item has been mounted back of when
the aircraft has been grounded for a long time.
- give trouble shooting guidance when necessary.
- 115 V/400 Hz power supply
- Laser window temperature control test set 683-7002-000
- Open door P2-08 giving access to the laser window magnetic indicator.
- Open door P4-06 and remove it.
- Remove the plug from the temperature control unit test connector.
Connect the test set to the temperature control unit test connector.
- Reinstall door P4-06 and connect the window connector.
- Connect the ground power receptacle and switch on the A/C systems.
- Zero the magnetic indicator of the laser window if necessary.
4- PROCEDURE
A Checking the temperature control unit
- To isolate the temperature control unit from its window, set :
- switch 1 1 to «CHARGES»
- selectors «S1 » and «S2» to «3»
- Indicator lights «V2» and «V3» should be on. (If not, there is a failure of the 22 V power supply
and heating voltage).
- Test «V1 » indicator light by depressing « 1 6».
(1 ) Checking the input and main logic circuits.
- Set switches «S1 » and «S2» to the positions indicated in the following table.
RESULTS
S1 Position S2 Position
On V1 ** On indicator
2 2 0
3 deflection : 1 3 to 1 5
4 0
5 0
3 2 ON deflection
3 OFF deflection 13 to 15
4 OFF deflection
5 ON deflection
4 2 ON 0
3 OFF 0
4 OFF 0
5 ON 0
5 2 ON 0
3 ON deflection : 13 to 15
4 ON 0
5 ON 0
** NOTE : V1 comes on after a few seconds delay
Check that the laser window magnetic indicator stores a failure signal.
AA
AVIONS MARCEL DASSAULT /U>~rU
BREGUET AVIATION_<_op__-(tf*!^ï>
MIRAGE F
___C_2-^S^^ Restricted MANUAL 14
(2) Checking the current limiter
- Set switches «S1 » and «S2» to 3

- Depress pushbutton « 1 7» : the galvanometer pointer should deflect without going beyond the
90 mark.
NOTE : This check should be limited to 5 seconds approx.
(3) Checking the safety circuits (current detection, safety relay, secondary logic).

- Depress pushbutton « 1 5»
indicator light «V1 » should come on
the galvanometer pointer should come back to zero.
- Release «I 5» : indicator light V1 should go out.
- Depress pushbutton « 13» :
- indicator light «V1 » should come on
the galvanometer pointer may have a transient deflection but should come back to zero.
- keep «I 3» depressed and set switch «SI » to 3 :
- indicator light «V1 » should go out
- the galvanometer pointer should deflect.
B Checking the window
(1 ) Checking the continuity of the heating element
- Set switch « 11 » to «CHARGES»

Depress and hold down puhsbutton « 1 4» : the galvanometer should indicate a value between 51
and 92.
(2) Checking the continuity of the sensors
- Indicator light «V2» should be on

- Failure of indicator light «V2» to light up points to a defect of the control unit power supply.
Set switch « I 1 » to «SENSORS»
- Set selectors «S1 » and «S2» to «1 », indicator light «V1 » should come on.
- Set switch « 1 2» to «S1 »
- The galvanometer should indicate a value between 69 and 88.
- Set switch « I 2» to «2»
The galvanometer should indicate a value between 69 and 88.
5- FINAL STEPS
- Cut off the external power supply.
- Remove door P4-06.
- Disconnect the test set cable and test set.
- Fit the test connector plug back into place.
- Fit back door P4-06 and connect the window connector.
- Reconnect the aircraft external power supply.
- Zero the magnetic indicator of the laser window.
- Check that the magnetic indicator is at zero.
- Cut off the external power supply.
- Close door P2-08.
AA
AVIONS MARCEL DASSAULT ZL-^-_r5L
BREGUET AVIATION _«<___P3^-_f
MIRAGE F
REPLACEMENT OF FIXED RETICLE IODINE LAMP BOX
(Figure 35R)
A Special tools
- Sight tool kit TH/CSF 19705 406
B Spares
- Fixed reticle iodine lamp box.
Remove the sight head.
3- PROCEDURE
Remove the four lamp box attaching screws.

- Remove the lamp box.
- Install a new lamp box.
4- FINAL STEPS
- Reinstall the sight head.

- Perform test to check reticle lamps for correct operation.
AB
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MIRAGE F
REPLACEMENT OF FIXED RETICLE INDICATOR

LAMP BOX
(Figure 35 R)
A Special tools
- Special extraction tool (tool kit 19705 406 for TH/CSF sight)
B Spares
Fixed reticle indicator lamp box

- New lamp.
- Remove the sight head.
3- PROCEDURE
Remove the four screws attaching the fixed reticle iodine lamp box and remove the latter.
-
Extract lamp support(s) using the special extraction tool (Altitude lights on R/H side and attack
phase lights on L/H side).
- Install a new lamp box, proceeding in reverse order, or reinstall the box after defective lamp
replacement.
- Install and attach the iodine lamp box.
4- FINAL STEPS
- Perform test to check reticle lamps for correct operation.
ALTITUDE LIGHT
SUPPORT
FIGURE 35R - REPLACEMENT OF FIXED RETICLE LAMP BOX AND LIGHTS

AB
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MIRAGE F
REPLACEMENT OF MOVING RETICLE IODINE LAMP BOX
(Figure 35S)
A Special tools
- Sight tool kit 19705 406
B- Spares
- Moving reticle iodine lamp box.
2- PROCEDURE
Remove the four screws attaching the moving reticle lamp box access door and remove the door.
- Unscrew the iodine lamp box locking screw and remove the lamp box.
- Install a new box (attach it).
- Replace the seal ring.
- Reinstall the moving reticle lamp box access door (attach it).
3- FINAL STEPS
Depress the «TEST» button to check horizon reticle lamps for correct operation.
REMOVAL OF UNLOCKING OF LAMP BOX

ACCESS DOOR LAMP BOX
FIGURE 35S - REPLACEMENT OF MOVING RETICLE LAMP BOX
AB
BREGUET AVIATION
REPLACEMENT OF AIR-TO-AIR RETICLE IODINE LAMP BOX
(Figure 35T)
A Special tools
- Sight tool kit 19705 406.
B Spares
Air-to-Air reticle iodine lamp box.
- Remove the sight head.
3- PROCEDURE
- Remove the four screws attaching the target reticle iodine lamp box and remove the latter.
- Install and attach a new target reticle iodine lamp box.
4- FINAL STEPS

- Depress the «TEST» button to check target reticle lamps for correct operation.
FIGURE 35T - REPLACEMENT OF AIR-TO-AIR RETICLE LAMP BOX
AB
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MIRAGE F
REPLACEMENT OF SIGHT HEAD SILICAGEL

(Figure 35U)
1 - PURPOSE
To replace the silicagel if on inspection it is found to be no longer effective.
2- PROCEDURE
A Preliminary steps
Move the sight head aft (See «REMOVAL AND INSTALLATION OF SIGHT HEAD» operation).
B Operation
Remove the two self-retaining screws used to attach the drying device and remove the latter.
Remove the plug providing access to the silicagel. Remove the silicagel.
- Fill the drying device with active silicagel. Reinstall the plug.
- Reinstall the drying device after checking seals for condition.
3- FINAL STEPS
-Place the sight head back in position (See «REMOVAL AND INSTALLATION OF SIGHT
HEAD» operation).
- Perform sight system brief check.
REMOVAL OF REPLACEMENT
DRYING DEVICE OF SILICAGEL
DISASSEMBLY OF
DRYING DEVICE
FIGURE 35U - REPLACEMENT OF SIGHT HEAD SILICAGEL
AA
BREGUET AVIATION, _ __
MIRAGE F
EXCHANGE OF LASER ELECTRONIC UNIT

DESSICANT CARTRIDGES
1- PURPOSE
To replace the silicagel if on inspection (see 02-9) it is found to be no longer effective.
A - Special tools
- Pin wrench MO F 40253

- Internal circlip pinchers
B Spare parts
- Dessicant cartridges 510190
- Open access door P4.09.
4- PROCEDURE
- Unscrew dessicant unit with the pin wrench.

- Remove the circlip with the pinchers
- Remove the two dessicant cartridges and the elastic washers
- Fit a spring washer into the bottom of the dessicant unit.
- Fit the first dessicant cartridge onto the elastic washer with the check window opposite the outer
window.
- Fit the second spring washer to the cartridge
- Fit the second cartridge with the check window facing outwards.
- Refit the circlip with the pinchers.
- Tighten up the dessicant unit with its seal onto its support using the pin wrench.
5- FINAL STEPS
- Close door P4-09.
AA
AVIONS MARCEL DASSAULT_l_-i>-_ra
BREGUET AVIATION^__eT __-_^
MIRAGE
........
F
REPAIR OF SIGHT HEAD AIRCRAFT SUPPORT

(Figure 36)
1- PURPOSE
To repair aircraft support, when the sight head support is replaced. The operation consists in
fitting a repair part at one or more of the aircraft support locating holes.
A Standard tools
- Pneumatic drill
- Angle drive for drill
- Hot air generator RAYCHEM type 1509 (output 900 W)
- Brace head
-INDIA stone
- 6.3 mm drill bit
- 5 mm extractor
- Compressed air supply
- Vacuum cleaner type A.T. 60.
B Special tools
- Sight head support repair kit M31.130

- Special 6.5 mm reamer, PARIS type.
C Spares
I - AG5 repair studs, 6.5 mm + 10 microns, 6.5 mm + 20 microns, 6.5 mm + 30 microns.
3- MATERIALS
- Blindexite R.T
- Solvent 0.574/9000 for removal of hardened blindexite.
- P.R. A2.
A - Removal of sight head (see REMOVAL - INSTALLATION OF SIGHT HEAD operations).
B Remove accelerometer, incidencemeter, clock and standby compass (see 09-1 ).
C Remove spherical indicator (see 09-1 ).
D - Remove sight head support (See REMOVAL - INSTALLATION OF SIGHT HEAD operations).
WARNING:
TAKE ALL NECESSARY PRECAUTIONS TO ENSURE PROTECTION OF THE VARIOUS
INSTRUMENT PANEL EQUIPMENT, AND THE COCKPIT AGAINST SPRAY IRON FILLINGS
DURING DRILLING.
AC
BREGUET AVIATION
MIRAGE F
i 3,8 mm
0,5 mm 0,5 mm at 45°
initial shape <:::::: ^) "* PHASE 5
Centering
tool Drill
bush
Support
tool
Heat
PHASE 1 PHASE 6
Drill
bush Blindexite
Support 6,3 mm
tool
PHASE 7
PHASE 2
* \
0 6, 5 mm Reaming H7
\w
ox>Xx:x*xXx>Xx ^rx^^xT;
PHASE 3 .xi:.:..:..:.:.:.:.:.:.- PHASE 8
*______________,
*_k_ta*_fc_h_b_*_ld
0,5 mm 0,5 mm af45° Blindexite
PHASE
L__
4 :.:.:.x.:.:;:4:.:.:::.l
_______________ol________J
"T __U-_U-U-I__
::::::::::>:::-x::ï-:::::>. PHASE 9
IT[..in...n
.P.ff. />%
FIGURE 36 - /?£rW/? OF AIRCRAFT SUPPORT
AB
AVIONS MARCEL DASSAULT iL^''iry_
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MIRAGE F
_____2-__--^2_> Restricted MANUAL 14
5- PROCEDURE
A On an aircraft which has not yet been repaired.
- Free and remove the rear centering pin (nearest the mechanic).
- Set up the sight head support repair tool (phase 1).
- Engage the centering tool then tighten repair tool with the three fixing screws.
Remove the centering tool and fit the drill bush marked «6,3».
- Drill a 6,3 mm diameter hole (phase 2).
- Remove repair tool.
- Ream out H7 using a 6,5 mm diameter reamer (phase 3).
The reamer should be prepared as follows :

polish with an INDIA stone, to prevent chipping and tearing of metal and to enable hard facing.
- chamfer the bore upper edge at 45°, 0.5 mm. (phase 4) then lower edge (phase 5).
- clean with a vacuum cleaner.
check bore dimension (X), and select a stud whose diameter (Y) corresponds to the bore
dimensions and which enables tightening of 5 to 14 u. in the bore, i.e. Y = X + (5 /_ to 14 u.)
- using the hot air generator, heat the support around the bore (heating set to 900 watts approx.,
heating time 1 to 2 minutes) (phase 6).
- coat the repair stud with BLINDEXITE (phase 7).
- fit repair stud into bore and push home until it is flush. Use a block to get the stud flush
(phase 8).
NOTE : The stud should be inserted by hand and should under no circumstances be forced. If
insertion is not possible, reheat.
Fill the circular groove formed by the chamfers with BLINDEXITE and remove excess (phase 9).
Leave to dry for approx. one hour.
- Coat the bottom of the stud and surrounding area with P.R. on the lower part of the aircraft
support.
AC
AVIONS MARCEL DASSAULT }LJ>~ttryL
BREGUET AVIATION^__oF=__^<^v_»
MIRAGE F
___£^-S*-«^ Restricted MANUAL 14
B On an aircraft support which has already been repaired.
- Free and remove the rear centering pin (nearest the mechanic).
- Engage extractor in the centering pin hole, heat the support (1 to 2 minutes) and remove the
stud.
If the centering pin hole is too eccentric, force fit a 3,8 mm diameter (6 mm long) stud into the
hole until it is flush. Drill a hole through the center of the 3,8 mm stud and fit the extractor. Withdraw
the stud.
- BLINDEXITE traces from the 6,5 mm diameter bore.

Clean all hardened
the bore dimension (X) and select a stud whose diameter (Y) corresponds to the bore
- Check
dimension and which enables a tightening of 5 to 14 ju i.e Y = X + (S p. to 14 /_).
- Perform operations described in phases 6 to 9 (see paragraph A).
C- Install the sight head support (see REMOVAL- INSTALLATION OF SIGHT HEAD SUPPORT).
D Harmonization
(See HARMONIZATION OF SIGHT HEAD SUPPORT).
E- Fitting
Fitting shall only be carried out if the stud has been in place for more than one hour
(BLINDEXITE drying time).
- To fit the assembly, with the sight head support already adjusted and harmonized, drill the
aircraft support using the sight head support insert as a drilling bush (diameter 3,8 mm).
- Coat the centering pin with BLINDEXITE and fit in its housing.
- Perform a sight check to ensure that the harmonization has not altered during fitting.
NOTE : The drilling operation should be carried out slowly and steadily.
6- FINAL STEPS
Clean the cockpit.

- Install the following equipment :
- accelerometer, incidencemeter, clock and standby compass (see 09-1).
spherical indicator (see 09-1 ).
- sight head (see REMOVAL - INSTALLATION OF SIGHT HEAD operations).
- Carry out final steps on aircraft and harmonization panel (see 10-0).
AB
AVIONS MARCEL DASSAULT _L-->-_r_l
BREGUET AVIATION >__-^J§<->
MIRAGE F
____-*-^-^^ Restricted MANUAL 14
SECTION 5
IFF SYSTEM
TABLE OF CONTENTS
Page
5-0 GENERAL
- IFF system - Principle 5-001

- Coding principle 5-108
- IFF system operation 5-1 12M
Function switchings and power supply 5-118
5-2 FAILURES
- Trouble shooting on IFF system 5-201
Removal and installation of IFF transceiver 5-301

- Removal and installation of emergency switch 5-303
- IFF system brief check 5-501

- Test of IFF emergency mode 5-502
- IFF system global check 5-503
Figure No. Page
1 IFF SYSTEM SCHEMATIC 5-002

4 CODED RESPONSE TRAINS 5-110
5 IFF SYSTEM OPERATION 5-113
6 FUNCTION SWITCHINGS AND POWER SUPPLY 5-119
AE
AVIONS MARCEL DASSAULT /_->^_r\JL
BREGUET AVIATION - __
MIRAGE F
IFF SYSTEM -PRINCIPLE
(Figure 1)
The IFF system is an identification equipment capable of transmitting a coded signal whenever
challenged by a control radar ; this signal allows the aircraft to be localized and identified.
The IFF system includes the following :

- transceiver 3S,
emergency switch 5S,
- antenna 6S.
The following equipment is associated with IFF system :

altitude indicator 50 F used to code the altitude information to be transmitted.
- radio selector unit 29 R, supplying the IFF system with the push-totalk button signal intended
for identification of position (l/P) in «MICRO» mode.
The IFF system can be operated in the following three configurations which can be set :
- Normal
- Identification of position (l/P)
- Emergency.
The last configuration (emergency) can be also selected automatically upon pilot's seat ejection
(no special selection nor IFF system switching on required).
The IFF system is capable of :

generating and transmitting the identification information in 4 modes.
- transmitting the coded altitude information through altitude indicator 50F.
Interferences between IFF transceiver and other A/C equipment (transceivers or receivers) are
avoided through controls intended to desensitize the receivers when one transmitter is operating.
The transceiver is provided with an integrated test system which can be used on the ground and in
flight. IFF system circuits are permanently monitored throughout equipment operation.
Moreover, the IFF system is provided with a device intended to check the system for correct
operation before the flight.
AD
BREGUET AVIATION
MIRAGE F
Restricted MANUAL14
3S IFF TRANSCEIVER
Lighting IFF ANTENNA

control
1030 MHz 1090 MHz
MODE TEST LOCAL
SELECTION OSCILLA TOR OSCILLATOR
A
27R
A 1|,
l VIDEO
[ I 1030 MHz
PULSES
DECODING GATE RECEPTION
PUSH-TO-TALK FUNCTIONS
BUTTON
24S
29R CODE TRANSMISSION ANTENNA

SELECTION RECEPTION "DUMMY" 17F
UNCOUPLING SWITCH
PUSH-TO-
I
RADIO TALK AIR DATA
SELECTOR
BOX COMPUTER
CODING MODULATION TRANSMISSION

1090 MHz
PULSES
50F I
-Q
n T Coded altitude ALTITUDE
IS INDICATOR
A:
HV POWER SUPIN
ÎP
^Xj- LV POWER
SUPPLY SUPPLY 13T
SUP OUT
SYNCHRONIZATION
UNIT
EMERGENCY
SWITCH
5S
SEAT
EJECTION
FIGURE 1 - IFF SYSTEM - SCHEMATIC

AS
03-82
Restricted 5-002 FIGURE 1
5-002
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
Location Doc
Access Door No.
50F ALTITUDE INDICATOR Cockpit X

panel)
Codes the uncorrected coded altitude information and
transmits it to the IFF system.
27 R PUSH-TO-TALK BUTTON Cockpit

(see 11 -3) (control stick
handgrip)
Provides for l/P transmission when «IDENT-OUT-MIC»
switch of the IFF system is in the «MIC» position.
29R RADIO SELECTOR BOX Cockpit

(see 11 -3) (LH console)
Transmits the push-to-talk signal for l/P transmission in

«MICRO» mode.
AU
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
1S IFF FUSE-BREAKER R/H console X

(Circuit-breaker
It protects the DC power supply network of IFF box)
transceiver 3S.
3S IFF TRANSCEIVER Cockpit

(Control
It receives the interrogation signals n one of the five pedestal)
possible modes : 1 , 2, 3/A or B or C
It identifies the interrogation mode
It generates the coded response signal in the same mode
as the interrogation mode identified
It transmits in Mode C the coded altitude informa-
tion fed by altitude indicator 50F.
Characteristics :
Transmission frequency : 1090 MHz
Transmission output power : 500 W
Transmission output impedance : 50 SI
Reception frequency : 1030 MHz
Receiver sensitivity :
- «MASTER» switch set to «N» : - 74 dBm
- «MASTER» switch set to «LO» : sensitivity reduced
by 10 to 15 dBm.
Warm-up time : 1 minute
Number of Mode 1 combinations : 32
Number of Mode 2 combinations : 4096
Number of Mode 3/A or B combina t ions : 4096
Number of Mode C combinations : 2048
Front face
The IFF transceiver front face accommodates the control
and monitoring devices for the use of Modes 1, 2,
3/A or B :
- two Mode 1 setting knurled knobs (1)
- one Mode 1 display window (2)

- four Mode 3/A or B setting knurled knobs (3)
- one Mode 3/A or B display window (4)
four Mode 2 setting thumb wheels (5) (with cover)
one «MASTER» mode selector switch (6), provided
with five positions :
OFF : Transceiver not supplied
STB : Reception only
LO *. Reception with low sensitivity and transmission
N : Reception with maximum sensitivity and transmission
EMG : Emergency reception and transmission.
I
NOTE : For each of the first four positions emergency

transmission takes place in the case where
emergency switch 5S is actuated.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Doc.
Location
Access Door No.
The «EMG» function is selected by pulling and rotating

the knob.
one Mode C switch (7)
- one Mode 3/A or B switch (8)
- one Mode 2 switch (9)
- one Mode 1 switch (10)
- one 3-position l/P mode selector switch (11):
IDENT : Unsteady position (continuous l/P transmission
for 1 5 seconds approx.).
OUT : Normal IFF system operating position (without l/P
transmission).
MIC : l/P transmission controlled through push-to-talk

button.
-One 3-position selector switch (12) :

RAD.TEST : Unsteady position (intended for pre-flight
testing of I F F system ) .
OUT : Neutral position.
MON : Normal IFF system operating position.
One MON push-to-test green light (13) which can be
dimmed. This light comes on during IFF transceiver
transmission.
Rear face
It is provided with the following :

- one test connector (14)
one coupling connector (15)
- one antenna coaxial connector (16) (N type)
- two BNC type connectors, intended for desensitizing
control : SUP IN (17) (yellow marking) and SUP OUT
(18) (blue marking)
one locating pin (19).
Monitoring and test

Transceiver monitoring, which is controlled automatically,
takes place at a slow rate providing permanent monitoring
of all the modes used.
Transceiver test, which is controlled manually by
depressing TEST button (20), applies to the same circuits
as monitoring but it takes place at an accelerated rate.
The test can be performed on the ground or in flight.
Both monitoring and test are of the close-loop type
and take place through internal simulation of special
interrogation signals applied periodically on Modes 1,
2, 3/A, B and C.
AB
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
Any operating fault detected in monitoring and test modes

causes the «FAULT» push-to-test retl light (21) (which can
be dimmed) to come on.
Moreover, correct transponder operation is indicated in
test mode through coming on of «MON» light
Radio test
This test, which is performed before flight from the control

tower is obtained by maintaining the «RAD/TEST/OUT/
MON» selector switch on « RAD/TEST». It allows to check
the IFF system for correct operation through interrogation
signals transmitted by the tower in a special mode,
The response to these interrogation signals is coded through
the knurled setting knobs of modes à/A/B.
Lighting
(see 08-2)
Attachment
Attachment is by means of eight quarter turn fasteners

(22) located in the protruding parts of the front panel.
The transponder is removed from its housing by means
of a threaded extractor screwed into tapped hole (23).
5S EMERGENCY SWITCH Cockpit

(frame 10)
Mechanically connected to the ejection seat, this switch
causes IFF transponder 3S to operate in emergency mode
(by pulling on a moving pin), whatever the MASTER
switch (4) position (including «OFF» position).
6S LOWER ANTENNA Nose U/C

door
This is a blade antenna with a glass-resin laminated fairing,
It is provided with a test connector intended to test the
I FF system.
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Doc.
Location
Access Door No.
Characteristics
Frequency range : 950 to 1250 MHz

SWR within whole range : < 1 .8
Radiation pattern : Omnidirectional
Impedance : 50 Q
Test connector attenuation : 18 dB.
24S DUMMY ANTENNA SWITCHING UNIT 11-03
Connector support.
It is installed instead of switching unit.
It is provided with a coaxial shunt between antenna
output (white marking) and bottom antenna coaxial
cable (yellow marking), a stowage coaxial connector
(top antenna coupling) (blue marking) and a two-wire
stowage connector (antenna switching unit power
supply and grounding).
13T SYNCHRONIZATION UNIT

(See 14-6)
It receives the desensitizing pulses fed by IFF system

when the latter is transmitting.
42Z NAVIGATION INDICATOR TEST CONNECTOR (See 10-1)
It is intended for connection of coded altitude test

equipment.
AF
BREGUET AVIATION
MIRAGE F
24S
SECTION A SECTION B
FIGURE 2- GENERAL LA YOUT

AA
AVIONS MARCEL OASSAULT MIKACit I-
BREGUET AVIATION

COCKPIT LA YOUT
AF
BREGUET AVIATION
CODING PRINCIPLE
1 - INTERROGATION SIGNAL CODING
The equipment receives interrogation signals from Mark 10 (Friend or Foe) (SI F) identification
systems. It decodes such signals and then transmits response signals.
The 1030-MHz interrogation signals consist in pairs of HF pulses the spacing of which is
determined by the interrogation mode.
Five interrogation modes are used :

-2 military modes : Modes 1 and 2
1 common mode (civil and military mode) : Mode 3/A
2 civil modes : Modes B and C (coded altitude transmission).
Pulse spacing is as follows :

- 3 fis in Mode 1
- 5 jus in Mode 2
8 pis in Mode 3/A
- 1 7 jus in Mode B
- 21 ps in Mode C.
The 1030-MHz interrogation signals consist in pulses distributed as follows
Example in Mode 2
PI P2 P3 PI P2 P3 PI P2 P3
2msL 2p $ 2msI
_ 5 MS 5 ms 5 ms
The interrogation mode is determined by P1-P3 spacing.
The three pulses making up an interrogation train have different radiation patterns so that P2 level
is different from P1 level.
- If P1 is higher than P2 by at least

9dB, the interrogation is identified as
coming from the main lobe and is
accepted by the equipment.
- If Pi < P2, the interrogation is
rejected.
Within above two limits, the
interrogation is either accepted or rejected
by the equipment.
AC
BREGUET AVIATION
MIRAGE F
2- RESPONSE SIGNAL CODING (Figure 4)
The equipment answers the interrogation signals as per identified interrogation mode. It transmits
one or several 1090-MHz RF pulse trains distributed with respect to time.
The type of response is determined :
- by the interrogation mode and the code selected.
by the position and emergency identification functions.
A General
(1 ) Response trains
A pulse train consists of two framing pulses F1 and F2, spaced by 20.3 us.
Such pulses are always transmitted, whatever the interrogation mode or code selection. A
maximum of 12 pulses spaced by 1 .45 /lis can be arranged between both framing pulses F1 and F2. The
mid-position (X) is not used.
F1 X F2
Other pulse trains spaced by 4.35 jus can be transmitted beyond the first pulse train (F1-F2).
4.3511s
TT
J L J L J L
Fl F2 Fl F2 Fl F2 Fl F2
(2) Coding principle

Answer to be transmitted is selected by the pilot by means of 4 figures called A, B, C, D. The
maximum value for each figure is 7.
To each letter correspond 1, 2 or 3 pulses called Al, A2, A4 - B1, B2, B4, etc. Presence (X) of a
pulse is given in the following table :
Figure Pulse
Al A2 A4
0
1 X
2 X
3 X X
4 X
5 X X
6 X X
7 X X X
AA
BREGUET AVIATION
INTERROGATION RESPONSE
MODE SIGNAL FUNCTION RESPONSE PULSE TRAIN CODING
SIGNAL CODING
CODING (example)
20,3 j_ s
Normal
Fl
__LA2
' A1 B2 F2
3 ps
32
Pfl P3
l/P I I I J I Lj_l L J I
F1 A1 A2 B2 F2 Fl AT A2 B2 F2
2,9 jis 4,35 jus |
Emergency
F1
L_LA2
A1 B2 F2 F1 F2 F1 F2 FT F2
Normal I I I I II I I I I
F1 C1 A1 A2 B1 Dl D2 B4 D4 F2
5 p. s
P1 P3
3517 l/P Ml
F1Cl A1
I
A2
I
B1 D1
I I I I I
D2B4D4F2 SP1
I
Emergency
Ml
F1C1A1
I
A2 B1 D1 D2B4D4F2
I I4-
F1^ F2 F1 F2 F1 F2
8 ps Normal
I I
F1 C1
I
A4
UJ
B2 D2 B4
I
F2
3/A
PI | |P3 4612
or
l/P M I I I I I |
F1 C1 A4 B2 D2 B4 F2 SP1
17 ps
P1 P3
7700 Emergency I I I I I I I I L J L
F1 Al A2 A4 B1 B2 B4 F2 F1 F2 F1 F2 F1
Normal 1 I I I I I I
21 j_s F1 A1 C2 A2 D2 B4 F2
P1 P3
3422
l/P | I I I I I |
F1 A1 C2 A2 D2 B4 F2
Emergency I I I I I I |
F1 AI C2 A2 D2 B4 F2
FIGURE 4- CODED RESPONSE TRAINS

AC
AVIONS MARCEL DASSAULT Ly>~t? MIRAGE F
BREGUET AVIATION. "^"1
Pulse location inside the train is indicated (for a complete train) by the following illustration
n n n n i n n n n n n n n n
Fl CI AI ' C. A2 C4 A4 X 81 01 B2 02 84 04 F2
Example : Mode 2 Code 1634.
1 2 4
1 A X
6 B X X
3 C X X
4 D X
n n n n n n n
Fl Cl AI C2 82 84 D4 f-2
B - Mode 1
(1 ) Normal function
The response consists of a single pulse train.

It only includes both groups A and B.
(2) l/P function
In identification of position (l/P) mode, the response is duplicated through repetition of original
train.
(3) Emergency function
The original response train (similar to normal function train) is followed by 3 trains including
pulses F1 and F2only.
C- Mode 2
(1 ) Normal function
The response consists of a single pulse train likely to contain the 12 pulses of groups A, B, C
and D.
(2) l/P function
In identification of position (l/P) mode, the response consists of the original train followed by a
pulse located at 4.35 us from F2.
The original response train (similar to normal function train) is followed by 3 trains including
pulses F1 and F2 only.
AA
AVIONS MARCEL DASSAULT_L__>-^_--\_
BREGUET AVIATION_-<__3- ^
MIRAGE
......
F
^~ Restricted MANUAL 14
D - Mode 3/A or Mode B
(1) Normal function

The response consists of a single pulse train, this pulse train can include the twelve pulses of groups
A, B, C or D.
(2) l/P function

The response consists of the original pulse train followed by a pulse at 4.35 jus after F2.

The response consists of a response train coded 7700 and followed by 3 trains including pulses F1
and F2 only.
E- ModeC
The response includes a single pulse train. Pulse Dl is not used.
Normal, l/P and Emergency responses are similar.
AC
AVIONS MARCEL DASSAULT _*>-_rvL
BREGUET AVIATION
MIRAGE F
IFF SYSTEM OPERATION

(Figure 5)
1- RECEPTION
A UHF input circuits
The 1030 MHz UHF signal is transmitted through a low-pass filter to a duplexer which is used as a
protection circuit for reception in regard to transmission. It is then applied to a band filter (band
centred on 1030 MHz) and mixed with local oscillator signal.
B IF channel
The 60 MHz pulses resulting from mixing between input signal and local oscillator signal are
applied to the IF channel.
The resulting video signal (PI, P2, P3 pulses) is sent to a threshold circuit.
C Threshold circuit
The threshold circuit is intended to determine the reception sensitivity in accordance with the
following :
-position of «MASTER» switch, providing maximum sensitivity in «N» position and reduced
sensitivity in «LO» position,
-output of a limitation circuit limiting the number of responses when the number of
interrogations has a tendency to exceed the rated value of 1200 per second.
D Blocking circuit
The interrogation pulses are then conveyed through a blocking circuit suppressing the pulses with a
width lower than 0,3 microseconds, possibly generated by noise.
E- SLS circuit
A first analysis of the interrogation signal is made by a circuit called the side lobe suppression
(SLS) circuit, through the relative measurement of P1 and P2 pulse levels. Should the P2 pulse level be
lower than the P1 pulse level by at least 9 dB, P2 is suppressed and P1 - P3 are considered as belonging
to a main lobe interrogation and are used. Otherwise the interrogation comes from a secondary lobe and
P3 is suppressed to outline the interrogation to be cancelled.
F- Gate
It enables the interrogation pulses to be transmitted to the decoding circuits when :

- the time delay (starting) has elapsed
- the IFF transmitter is not operating
- the IFF system is not fed with «SUP IN» pulse.
AB
BREGUET AVIATION
3S
RAD. TEST
STARTING
MON. M2 MB
TEST LOCAL TIMER
OSCILLATOR OSCILLATOR TEST LO 60s
BAND IF SENSITIVITY BLOCKING

MIXER SLS GATE
FILTER AMPLIFIER THRESHOLD 0.3 p s
BLUE
YELLOW LOW- 5V
PASS
FILTER
DUPLEXER AUTOMATIC
TEST
0~+1
CONTROL + 28V
-® Test HJ-4-+15V
RELAY CODING/DECODING
DETECTOR LIMITATIONS
CONTROL TEST
6S
MON
vi^pr + 28v l î FAULT
S
EMERGENCY
CODING SEAT
MON _EMG
SUPPRESS/ON REPEAT
LOGIC l/P IDE NT
MIC
TRANSMITTER MODULATOR CODING CIRCUITS
T
STB Uj CODING CIRCUITS
WARM-UP
Uj ^>
HT
POWER SUPPLY
85
MODE 1 MODE 2 MODES 3/A/B
f SUP OUT
& SUP IN 12
Y
50F
13T
42Z
FIGURE 5 - IFF SYSTEM OPERA TION
AG
Restricted 5-113 FIGURE 5 5-113
04-78
AVIONS MARCEL DASSAULT _L__!_^_rVL
BREGUET AVIATION_*__3P=_^__[_j<-_>
MIRAGE... F .
2- INTERROGATION MODE IDENTIFICATION
This operation consists in :

identifying and processing the interrogation signals coming from the main lobe only,
- identifying the interrogation mode through measurement of time interval between pulses P1 and
P3,
- enabling coding for selected mode(s) only.
Time measurement is performed through coincidence between pulses P1, delayed as required
through a shift register, and pulse P3 transmitted without any delay.
The decoding circuits are sensitized for the modes selected through mode switches.
After an interrogation mode is identified, the decoding circuits deliver a coding enable signal to the
coding circuits.
However in emergency function :

mode 1, 2 and 3/A response is generated even if the corresponding mode selector is not switched
on.
- mode B or C response is generated only when the corresponding mode selector is switched on.
3- RESPONSE TRAIN CODING
The content of the response train to be transmitted to the transmitter is generated by the coding
circuits in conjunction with the following :
- mode switches (1 , 2, 3/A or B)
coder of altitude indicator 50F (Mode C).
A repeat logic provides for the following :

with emergency function selected : Framing pulse recyclings.
with l/P function selected : Generation of pulses or additional trains and application of response
signal for 1 5 seconds after function selection.
AB
AVIONS MARCEL DASSAULT /LJ>_ir5L
BREGUET AVIATION_-____^_^Q- _, , .
MIRAGE
,.....,..
F
.,
Restricted MANUAL
.
14
4- TRANSMISSION
The response train generated by coding circuits is transmitted to the transmitter through a
modulator.
The response is directed towards the antenna through the duplexer and low-pass filter.
The input gate to decoding circuit is blocked by a «coding suppression» circuit each time a pulse is
being transmitted. This circuit is also used to generate the «SUP OUT» pulse and to control the
limitation circuit.
Receiver sensitivity is reduced by the limitation circuit in the following cases, in order to protect
the transmit tube against temporary overloads :
- excessive number of responses (coding suppression)
- excessive number of transmitted pulses (HT power supply current detection)
- excessive number of interrogations through secondary lobes (SLS).
5- MONITORING AND TEST
The IFF transceiver is checked for correct operation either permanently (monitoring) or at request
(test).
A Monitoring
(1 ) With interrogation signals applied

A monitoring circuit, which is controlled through the «RAD.TEST/OUT/MON» selector switch
not set to «OUT», is used to cause the «MON» light to come on during IFF transceiver transmission.
The transmitted pulse is detected at the duplexer.
The illumination of the «MON» light indicates that the IFF transceiver receives and decodes
signals and that the transmitter operates.
IFF transceiver or antenna circuit failure is indicated by the «MON» light remaining out while a
mode is being selected and interrogation signals are being received on that mode.
Moreover, if the signal code transmitted does not correspond to the code selected, the «FAULT»
light comes on. This monitoring is obtained through bit-to-bit comparison of transmitted signal code
with the signal code fed by the coding circuits.
NOTE : When «MASTER» selector switch is set to «STB», transmission is blocked and the equipment
monitoring indicates a failure through «FAULT» light coming on. In the same way, the
«FAULT» light comes on if the master switch is set to «N» or «LO» and if starting time
(1 min) has not elapsed.
AB
AVIONS MARCEL DASSAULT /_-J>__rvL
BREGUET AVIATION_-____B_j2j
MIRAGE F
(2) Without interrogation signals applied

Monitoring applies to all modes through internal simulation of interrogation signals generated
periodically on each mode. The following is checked for correct operation :
- receiver
decoding and coding circuits
-transmitter.
The monitoring results are supplied for the selected modes only.
Monitoring is controlled through a clock operating as soon as the equipment is being energized and
controlling the test oscillator.
The test oscillator then delivers a pulse processed through decoding circuits. A coding enable signal
(causing a sole response to be transmitted) is fed by decoding circuits only in the case where they have
identified the pulse delivered by the test oscillator. Moreover a bit-to-bit comparison of transmitted
code is effected with the code fed by coding circuits.
Such a process is repeated on all modes and a complete cycle takes place in about 30 seconds.
Should an error be detected during a monitoring sequence whereas the monitored mode is selected, the
programme is stopped and the following sequence monitors that same mode again.
Two consecutive errors cause the «FAULT» light to come on and the monitoring programme to be
blocked on the defective mode. The «FAULT» light remains on as long as the fault subsists and as long
as the monitored mode is selected.
In the case where several modes are selected, the procedure to be followed to detect the detective
mode only consists in setting the various mode switches successively to «OUT» until the «FAULT»
light goes out.
The «MON» light does not come on in the case where the «RAD.TEST/OUT/MON» selector
switch is set to «MON», due to the number of responses which is too low.
B- Test
Two test modes are available to check the equipment for correct operation :
(1 ) Normal test
Such a test, which can be performed on the ground or in flight, is controlled by depressing the
«TEST» button and uses the same circuits as those used for monitoring without interrogation signals
applied. It only differs from monitoring sequences in its rate (400 Hz approx.).
Test result is instantly provided by the «FAULT» light.
The «MON» light comes on in the case where the «RAD.TEST/OUT/MON» selector switch is set
to «MON» (due to fast rate of responses).
(2) Radio test
Such a test, which is performed on the ground from ground station, consists in an interrogation
transmitted by the ground station on a special mode called the «Radio test» mode.
To this interrogation mode, for which the time interval between P1 and P3 is 6,5 microseconds,
the IFF system responds in accordance with the code selected in Mode 3/A or B.
The radio test, which is controlled by setting the «RAD.TEST/OUT/MON» selector switch to
«RAD.TEST», allows the IFF system to be checked for correct operation by the ground station
(response analysis) and by the pilot («MON» light on, indicating that transmission is taking place).
AB
AVIONS MARCEL DASSAULT ___J>-firÇL
BREGUET AVIATION_x__3B_JSjÔ
MIRAGE F
____-^-^^^ Restricted MANUAL 14
6- SPECIAL CIRCUITS
A Warm-up timer
In order to allow the transmit tube to reach its operating temperature, a timer is provided to block
the video gate for 60 seconds, therefore preventing decoding to take place.
This sequence takes place when the «MASTER» switch is in «STB», «LO» or «N» position.
In «EMG» position the timer is shorted.
NOTE : In case the pilot's seat is being ejected with «MASTER» switch set to «OFF», such a
warm-up timer is shorted through IFF emergency function, therefore allowing the system to
operate immediately in transmit mode.
B Suppression circuits
Two suppression circuits are built in the transceiver :

- the first circuit, which originates from the coding suppression circuit, transmits a blocking pulse
to TACAN transceiver 37 R and radar detector system just before a response transmission.
The pulse duration covers the response train.
- the second circuit is not used in that system.
The junction with radar detection system is obtained through a coaxial cable connected to the
SUP OUT coaxial connector of the IFF transceiver.
AF
BREGUET
iL^^riJL
AVIATION_-__c_=__J^fQ>
MIRAGE F
Restricted MAN UA L 4 1
FUNCTION SWITCHINGS AND POWER SUPPLY

(Figure 6)
1- SWITCHINGS
A Starting
(1) «MASTER» switch set to «OFF»
The + 28 V power supply voltage is applied to transceiver but internal power supply voltage
generation is not effective (relay de-energized).
(2) «MASTER» switch set to «STB» (Standby)
Internal power supply voltages are generated (relay energized). The IFF transceiver operates in
reception mode only as the modulator is fed with a blocking signal supplied by the switch.
(3) « M ASTE R » switch set to « LO» ( Low sensitivity)
The IFF transceiver operates with reduced sensitivity, due to the threshold circuit which is
controlled by the switch. It transmits in the case where an interrogation is being received, provided that
the 60-second warm-up period has elapsed.
(4) «MASTE R» switch set to «N» (Normal)
The IFF transceiver operates with normal sensitivity.
(5) «MASTER» switch set to «EMG» (Emergency)
The repeat logic, which is controlled by the switch, allows the coding unit to operate in emergency
mode.
B Identification of position (l/P)
The l/P function is de-activated when the «IDENT/OUT/MIC» selector switch is set to «OUT».
With «IDENT/OUT/MIC» selector switch set to «IDENT» (unsteady position), the control logic
allows the coding unit to operate in l/P mode when the «MASTER» switch is set to «LO» or «N».
With «IDENT/OUT/MIC» selector switch set to «MIC» (steady position), same operation as above
takes place when the push-to-talk button is depressed.
C Emergency function (pilot's seat ejection)
The IFF transceiver operates in emergency mode without requiring any warm-up period (warm-up
timer shorted), and regardless of «MASTER» switch position (even «OFF» position).
Seat ejection causes emergency switch 5S to close, therefore causing the relay to become energized
and the repeat logic emergency mode to be selected.
AB
BREGUET AVIATION
3S
42Z
MC l/P
50F -*- U LOW SENSITIVITY SENSITIVITY
Alt. coder TRANSMISSION DISABLE THRESHOLD
common
DECODING DISABLE
circuits
29R EMERGENCY
IDENT
+ 5.6V fc
27R + 15V RECEIVER RECEIVER
OUT + 15V _
TRANSMITTER
\ OPTO [ + 5.6V
MIC
o LV
! + 5V
1} VIDEO CIRCUITS
OV RECTIFICATION/ DECODING
FF<H o- + 5.6V
SMOOTHING AND CODING
+ 28V
+ 60V Î CIRCUITS
MODULATOR
60s
__-i__. TIME
DELAY
See
08.2 é > 1
INVERTER
REPEAT
LOGIC
OVSeat emergency
CHOPPING DECODING
LIGHTING A/C EMG POWER SUPPLY + 5V AND
CONTROL ground N + 5.6V
(MODE 1-3/A-B + 28V CODING
LO + 16V
CODE DISPLAY
UNIT DIGITS)
I- STB
CIRCUITS
IS
OFF
REGULATION
I
+ 60V MODULATOR
S\j-L 28V
Indicator
light power
{MON
rr I
supply FAULT ^ 5.5V
+ 15V
44- + 1800V TRANSMITTER
WARM-UP HV
POWER SUPPLY
6V AC
-| OPTO \-
-.
3J
FIGURE 6 - FUNCTION SWITCHING AND POWER SUPPL Y

AF
BREGUET
LJ-^-^
AVIATION_^_jiF^J^<0
MIRAGE F
___£-^-^^ Restricted MANUAL 14
2- POWER SUPPLY
The IFF system is supplied with + 28 V DC power (circuits) and 5 V AC power (Modes 1 and
3/ A/B electro-luminescent display units and front face lighting).
When the «MASTER» switch is set to an active position, the regulation stage is fed with 28 V DC
power through the relay NO contact.
The regulation stage delivers a + 16 V regulated DC voltage which is fed in turn to a chopping
power supply circuit.
This voltage is then fed to an inverter supplying the following :

- HT power supply and heating module delivering the + 1800 V and 6 V 10 kHz voltages required
for transmitter operation.
- rectifying and smoothing module delivering the following various voltages :
+56V I" t0 transm'tter' receiver and video circuits
+ 5V 1
+ 5.6 V L to decoding and coding circuits
+ 28V J
+ 60 V to modulator
AD
AVIONS MARCEL DASSAULT tl^..>~arll
BREGUET AVIATION_*<S _,. - .
MIRAGE
__ . _ , . ,
F
, .
IFF SYSTEM TROUBLE SHOOTING
1- SCOPE
This operation is intended to locate a defective equipment item, using the means peculiar to the
equipment items.
For an indication given by the pilot, the mechanic shall confirm the failure.
If the failure is confirmed, follow the procedure of the following tables.
If the failure is not confirmed, use the wiring and operation diagrams concerning the IFF system.
AA
AVIONS MARCEL DASSAULT ]
BREGUET AVIATION ^-SE»
MIRAGE F

TROUBLE BY
Failure SDAP
IFF transceiver set to Energize A/C circuits Yes Check A/C circuits for energization
«STB», the «FAULT» Set I F F transceiver to (STBj (fuse-breaker 1S)
warning light does If the system is still defective :
not come on. - test «FAULT» warning light
Test satisfactory :
- replace transceiver . .*»- Perform IFF system overall test
Test unsatisfactory : I
- check bulb of «FAULT» warning light.

Replace as required.
IFF transceiver set to Energize A/C circuits Yes Allow for failure to be ascertained by testing IFF
«LO» or «N», Set transceiver to «LO» or to «N» system, «RAD.TEST/OUT/MON» selector switch
«FAULT» warning and allow 60 seconds to elapse. being set to «MON». «MON» light should not
light does not go out. come on.
- Replace transceiver i .*-- Perform IFF system overall test.
IFF transceiver set to Energize A/C circuits Yes If ground station indicates that the response is
«LO» or «N», «MON» Ask for ground station to transmit correct :
light does not come on in «Radio Test» mode. - allow for failure to be ascertained by testing
in «Radio Test» mode Set transceiver to «LO» or «N» and «MON» light and :
set the «RAD TEST/OUT/MON» - Replace bulb.
selector switch to «RAD TEST»
after selecting mode 3A or 3B. If ground station indicates that no response is
given to interrogations :
- perform IFF system overall test
- Test satisfactory : *.- Check antenna circuits
Test unsatisfactory :
-replace transceiver _ +.- Perform IFF system overall test.
Defective lighting in Energize A/C circuits Yes Replace defective bulbs and
front part of IFF Set IFF transceiver to «STB» perform lighting check.
transceiver Operate the R/H console integrated
Modes 1,3Aor3B lighting system.
code display units
operate normally.
AB
Restricted 5-202 5-202
04-76
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
reproduced
Mode 1,3Aor3B - Energize A/C circuits Yes -.- Replace transceiver and check
indicator lights do not - Set IFF transceiver to «STB» indicator lights on modes 1, 3A or
come on. - Successively select several codes on .
3B.
IFF transceiver front 1, 3A or 3B modes
face is evenly lighted.
Inflight, the - Energize A/C circuits Yes _^- Replace transceiver and perform
«FAULT» warning - Set IFF transceiver to «LO» or «N» IFF system overall test.
light comes on. and allow a 60 second-period to
Failure ascertained by elapse for «FAULT» warning light
pilot's test operation. to go out.
(«MON» light does - Perform IFF transceiver test.
not come on) j
Inflight «MON» - Energize A/C circuits Yes _»,- Replace transceiver and perform
light does not - Set IFF transceiver to «LO» or «N» IFF system overall test.
come on. and allow a 60 second-period to
Failure ascertained elapse for «FAULT» warning light
by pilot's test to go out.
operation («FAULT» - Perform IFF transceiver test.
warning light comes
on)
AB
06-78 Restricted 5-203 5-2C
BREGUET AVIATION..
LJ>itry^ MIRAGE F
REMOVAL AND INSTALLATION OF EMERGENCY SWITCH
A Standard tools
- Accessory kit for 2 to 20 m.daN (15 to 150 ft.lb) and 5 to 50 m.daN (40 to 350 ft.lb) torque
wrenches.
CAUTION :
IT IS IMPERATIVE THAT MECHANICAL CONNECTION BETWEEN EMERGENCY SWITCH
AND EJECTION SEAT SHOULD BE UNDONE IN ORDER TO PREVENT INADVERTENT
OPERATION IN EMERGENCY MODE (SEAT EJECTION) BEFORE ANY OPERATION IS
PERFORMED ON THE EMERGENCY SWITCH. DO NOT PULL THE EMERGENCY SWITCH
CONTROL PIN AS LONG AS THE EMERGENCY SWITCH COUPLING CONNECTOR IS NOT
DISCONNECTED.
- Tilt ejection seat forwards (See 09-4).
3- REMOVAL
A Disconnect electrical connector.
B Unscrew emergency switch attaching nut.
C Remove emergency switch from its support.
4- INSTALLATION
A- Check A/C electrical connector for condition and emergency switch for correct mechanical
operation and set emergency switch pin in depressed position.
B Fit emergency switch on its support, being careful to position its locating stud correctly.
C Screw and lock emergency switch attaching nut (29 mm ring spanner).
D Connect electrical connector, making sure that emergency switch control pin is in normal position
(depressed).
5- FINAL STEPS
Place ejection seat back in normal position (See 09-4).
AB
BREGUET AVIATION ____oT
/L^-^r^L
-
MIRAGE F
LFFSYSTEM BRIEF CHECK
1 - SCOPE
This operation is intended to check IFF system for correct operation after long A/C grounding
time.
1 1 5-200 V/400 Hz electrical power supply.
3- PROCEDURE
Supply A/C with electrical power.

-
Set «MASTER» switch to «N» and check that «FAULT» light comes on. Wait for such a light to
go out (1 minute approx.).
Test «MON» and «FAULT» lights and check for brightness control as the cover is turned in
either direction.
- Check Modes 1 and 3/A or B code display units (digits 0 to 7). Check for digit brightness control,
using lighting control unit.
- Set «RAD.TEST/OUT/MON» selector switch to «MON».
Select Modes 1, 2, 3/A and C and perform test with «TEST» button depressed and kept depres¬
sed. Check that «MON» light comes on and «FAULT» light remains out.
- Repeat test by selecting Mode B.
Make sure that same results are obtained.
- Perform radio test in conjunction with control tower :
- ask control tower to send an interrogation on radio test mode and transmit the code set in
Mode 3/A or B to control tower,
-set «RAD.TEST/OUT/MON» selector switch to «RAD.TEST» and keep it in that position.
Check that «MON» light comes on and request results from control tower.
- release «RAD.TEST/OUT/MON» selector switch.
- Set «MASTER» switch to «STB». Check that «FAULT» light comes on.
- Set «MASTER» switch to «OFF».
- Cut off A/C electrical power supply.
AB
AVIONS MARCEL DASSAULT/L-i^-^rU
BREGUET AVIATION _*____ - .
MIRAGE
..a-.. ._._
F
TEST OF IFF DISTRESS MODE
1 - PURPOSE
To check the IFF distress mode for operation after replacing the IFF transceiver or the distress
switch.

- 1 1 5-200 V/400 Hz power supply
- Mechanic's headset.
- Feed the aircraft with electrical power.

- Set the IFF mode selector switch to «standby».
CAUTION :
TO PREVENT DAMAGE TO THE TRANSMITTER SECTION OF THE IFF TRANSCEIVER,
THE IFF MODE SELECTOR SWITCH SHALL BE SET IN STANDBY POSITION FOR TWO
MINUTES BEFORE PERFORMING THE TEST.
- Connect the mechanic's headset.

- Start the radio system.
4- PROCEDURE
REQUEST CLEARANCE FROM THE LOCAL CONTROL TOWER TO CARRY OUT THE TWO
FOLLOWING TESTS :
(1 ) - With the mode selector switch still in «standby» position, pull the control plunger of the distress
switch located behind the seat.
- Check the results.
- Push back the switch control plunger to its original position.
(2) - Set the mode selector switch to «distress» .

- Check the results.
5- FINAL STEPS
-Return the IFF mode selector switch to «OFF».

-Switch off the radio system used and make sure that the amplifier channel selector switch of
the radio selector unit is in the «1» position.
- Disconnect the mechanic's headset.
- Cut out aircraft power supply.
AB
AVIONS MARCEL DASSAULT _L_J>-_rU.
BREGUET AVIATION __ _____
MIRAGE F
IFF SYSTEM OVERALL CHECK
1 - PURPOSE
The purpose of the following is to check the IFF transceiver for correct operation :
- in all modes after replacing the IFF transceiver
- in one mode only after replacing a component of the antenna circuit
- in C mode after replacing the altitude indicator (altitude coder).

- 1 15-200 V/400 Hz power supply
- Test set IFF AN-UPM8C1-2
- Cable AN-UPM8C1-W/01
- Check that :
the IFF «MASTER» switch is set to «OFF» and that the mode switches are set to «OUT» ;
-
- the control plunger of the distress switch (es) is not pulled ; otherwise, have it placed in the
proper position by a seat specialist.
-the POWER, X PULSE and SPI switches of test set are set to OFF and the EM 1/2/3 -
NORMAL switch is set to NORMAL.
-Connect the 115 V supply connector and the test set ground terminal respectively to the
115 V/400 Hz supply connector and the power supply ground connector, using the cables provided
in the test set.
- Set the test set «POWER» switch to «ON» and check that the «PILOT LIGHT» indicator light
comes on. Wait 10 minutes before use.
Open the nosegear main door (see 02-0).
- Using cable AN-UPM8C1-W/01 , connect the IFF antenna test connector to the test set «TRANS¬
PONDER» connector.
Energize the aircraft electrical system.
- Test the test set.
- Set the «MODE» selector switch to «CHECK»
-Press the «OPERATE» pushbutton and successively set the «PRF» selector switch to
«500», «700» then «900» and ensure that for each of these positions, the pointer of the measuring
instrument deviates into the green zone «ACCEPT».
NOTE : To avoid having to press the «OPERATE» pushbutton for each operation, lock it after it
has been pressed. This is accomplished by rotating it in the counter-clockwise direction.
- Carry out a brief check of the IFF system.
4- CHECK
- Set the IFF «MASTER» switch to «N» and wait until the end of the starting time delay.
- Set the test set «PRF» selector switch to «500».
- Follow the operations in the table.
5- FINAL STEPS
- Set the «POWER» switch to «OFF» and disconnect the test set.
- Remove the cable from the antenna connector.
- Cut off the external power supply and disconnect the ground power receptacle.
- Close the nosegear main door (see 02-0).
AA
BREGUET AVIATION
MIRAGE F
TABLE : FUNCTIONAL TEST IN NORMAL MODE
IFF TRANSCEIVER TEST SET AN-Up|rf8C1-2

REMARKS
Description of Position of Position of
Modes Position Code setting knobs Measuring instrument pointer
controls MODE selector SPI selector
i
Perform mode 1 check by successively setting the

test set PRF selector switch to 500, 700 and 900.
Check the SLS starting from an ACCEPT
indication, with any code.
M1/OUT M1 Using knobs A and 15, set the mode 1 Press the test set SLS pushbutton and obtain
code digits selected >n the IFF REJECT
1 1 OFF ACCEPT
TRANSCEIVER.
Set ZERO on CandD The IFF T-R MON indicator light should come On.
RAD TEST/OUT/MON MON
IDENT ACCEPT After releasing the IDENT/OUT/MIC selector

IDENT/OUT/MIC l/P i
for approx.
MIC 1 5 seconds After releasing the push-to-talk button
M2/OUT M2 Using knobs A, B, C and D, set the

2 2 OFF code selected on the IFF T-R ACCEPT The IFF T-R indicator light should come on
RAD TEST/OUT/MON MON
IDENT ACCEPT After releasing the IDENT/OUT/MIC selector

IDENT/OUT/MIC l/P ON for approx.
MIC 15 seconds After releasing the push-to-talk button
M3A/OUT/MB M3A The IFF T-R indicator light should come on

MON
3 OFF Using knobs A, B, C and D, set the ACCEPT
RAD TEST/OUT/MON MB code selected on the IFF T-R
The IFF T-R indicator light. should come on
MON
3
IDENT ACCEPT
After releasing the IDENT/OUT/MIC selector
IDENT/OUT/MIC l/P ON for approx.
MIC 1 5 seconds After releasing the push-to-talk button
Using knobs A, B, Ç and D, set the Carry out the air data system check then wait
code of the altitude corresponding to 1 minute before setting the test altitude code :
23 380 ft ±100 ft, i.e. : 23 380 ft ±100 ft.
C MC/OUT MC C OFF 5410 ACCEPT
5430 for one
5420 of these values
AB
06-78 Restricted 5-504 5-504
AVIONS MARCEL DASSAULT /L->-'_rU.
BREGUET AVIATION _rf___2^^-5"^>
MIRAGE F
SECTION 6
RADAR DETECTOR
TABLE OF CONTENTS
Page
0 - GENERAL
- Principle of operation of Radar Detector 6-001
1 - DESCRIPTION -OPERATION
Table of components 6-101

Operation of Radar Detector 6-107
- Monitoring - Testing 6-110
3- REMOVAL - INSTALLATION
- Removal-Installation of Video Receiver 6-301

- Removal-Installation of Side Direction Finding Units 6-302
- Removal-Installation of Front Direction Finding Unit 6-304
- Removal-Installation of Rear Direction Finding Unit 6-305
5 - INSPECTION - CHECK - ADJUSTMENT
- Brief check of Radar Detector 6-501
Figure No. Page
1 BLOCK DIAGRAM OF RADAR DETECTOR 6-002

2 GENERAL LOCATION 6-105
4 FUNCTIONAL DIAGRAM OF RADAR DETECTOR 6-108
AB
AVIONS MARCEL DASSAULT _L->-_ra_
BREGUET AVIATION. _
MIRAGE F
Restrle,#(' MANUAL 14
PRINCIPLE OF OPERATION OF RADAR DETECTOR
1 - PURPOSE
The radar Detector provides the pilot with an omnidirectional warning, as well as an indication of
the threat direction and type when its aircraft is illuminated by a tracking or fire control radar.
2- COMPONENT BREAKDOWN
The Radar Detector system consists of the following components :
- The Direction Finding (DF) units, electrically identical, protected by a radome, i.e. :
- Front DF Unit 5T
- Rear DF Unit 6T
- RH side DF Unit 10T
- LH side DF Unit 11 T.
Once the radar transmissions have been detected, the above units deliver «video» signals.
A video receiver 1T which processes the various video signals issued from the DF Units.
-A synchronizing Unit 13T receiving the disabling signals from the IFF transceiver and from the
airborne radar. After shaping the signals are applied to the video receiver.
A BF radar detector indicator 2T including :
- the 3 «threat type» lights
- the 4 sector lights
- the test control.
3- MONITORING
The power supplies are permanently monitored.
4- TESTING
Whenever desired, the pilot can proceed to video receiver testing.
AA
08-77 Restricted 6-°°1
BREGUET AVIATION
MIRAGE F
29 R
Radar detector audio signal
Headset
43 S
IT I0T
RADAR Disabling
nose cone signals Video RH side
2T DF Unit
Radar hest
Video
Detector
13T ? indicator 5T 6T
panel Lights control
Video Front Rear

Receiver DF Unit DF Unit
26S
Video
Disabling Synchronizing Disabling
IFF
Transceiver signals Unit signals 1 IT
Video LHside
DF Unit
AAA
cm
ô 3T
CJ Radar detector switch
Q
9T
1 ^%j.
-C
o>
CO
O
^1
8T
A
to
c_>
S\j~
FIGURE 1 - BLOCK DIAGRAM OF RADAR DETECTOR

AH
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
Location Doc
Access Door No. S I
29 R RADIO SELECTOR BOX Cockpit X

(see 11-3) (LH console)
Allows listening of radar detector signals at adjustable

volume.
3S IFF TRANSPONDER
(see 14-5)
Transmits desensitizing pulses to synchronization unit 13T.
43S RADAR NOSE CONE

(see 14-2)
Transmits desensitizing pulses to synchronization unit 13T.
53S COUNTERMEASURE COMPATIBILITY UNIT Frame 17-18

(not installed) (17.06)
See13T.
53Sd COMPATIBILITY UNIT TEST CONNECTOR See 10-1 X
Allows connection of test equipment for inspection and

trouble shooting on radar detector.
53Sf SYNCHRONIZATION UNIT TEST CONNECTOR See 10-1 X
Allows connection of test equipment for inspection

and trouble shooting on radar detector.
1T VIDEO RECEIVER Frame 36-37 X

(36.03-1)
Amplifies and processes the signals issued from the four
DF units during the acquisition, identification and
localizing functions.
AN
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
Access Door No.
Functions :
- The acquisition function allows the threatening radars
to be discriminated.
- The identification function enables the threat type to
be identified.
- The localizing function allows the threatening sector
to be assigned.
Data distribution :
-BF Radar Detector Indicator 2T
- the «threat type» is materialized through the lighting
of
«J~L», «TWS» or «CW» lights.
- the threatening sector is displayed by the lighting
of one of the four arrow-type indicator lights.
- Audio warning
- the presence of a radar transmission is also indicated
by an audio signal applied to headset through
the radio selector unit.
Monitoring and testing

The video receiver power supplies are permanently
monitored.
A test pushbutton located on BF Radar Detector Indicator
2T allows the receiver testing.
Attachment
The receiver is attached on its mount through two guide
pins and two tiltable latches.
2T RADAR DETECTOR INDICATOR Cockpit

(Instrument
It displays the «threat type» and «sector» data delivered panel)
by Video Receiver 1T.
Allows the manual test control of the Video Receiver to be
initiated.
The front panel carries the following :

- 3 «threat type» «J~L» «TWS», «CW» lights (1 )
4 lights (arrows) (2) corresponding to the localizing
sectors (front, rear, RH side, LH side)
one combined pushbutton /selector switch T (3) :
- the pushbutton function is used for testing the
indicator lights
- the selector switch function + - allows dimming
of the indicator lights.
AC
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 14
Location Doc.
item Name Characteristics and Functions
Access Door No. S I
- a 3-position test selector switch :

two temporary -PLpositions and «CW» position.
3T RADAR DETECTOR SWITCH Cockpit X

(RH console)
Allows Radar Detector to be switched on.
5T FRONT DF UNIT Fin X

(leading
Provides front radar coverage with a broadband directional edge)
antenna and a direct amplification receiver.
The following radar types can be detected :
- pulse radar
- CW or Doppler pulse radar
- TWS pulse radar.
The electronic section detects and amplifies the radar

signals sensed by the antenna. A modulator unit allows
the detection of CW radars. The detected signals are
applied to Video Receiver 1T.
A cone-shaped radome made of stratified material protects

the DF unit.
Attachment
The DF Unit is secured in its housing by means of 6 screws.
6T REAR DF UNIT Fin X

(trailing
Provides rear radar coverage. edge)
Identical to item 5T.
8T AC SUPPLY FUSE-BREAKER Electro- X

center
Protects phase A of AC system 2 of Video Receiver 1T.
,_ ____
AC
BREGUET AVIATION
MIKA^t I-
Restricted
MANUAL 14
Location Doc.
Access Door No. I
9T DC SUPPLY FUSE-BREAKER Electro-

center
Protects load-shedding DC system 2 of Video Receiver
1T, of Synchronization Unit 13T and of BF Radar Detector
I ndicator 2T.
10T RH SIDE DF UNIT Fin
Provides RH side radar coverage.

Electrically identical to idem 5T, protected by a plane
radome.
Attachment
This DF Unit is secured in its housing by means of 6 screws.
11T LH SIDE DF UNIT Fin
Provides LH side radar coverage.

Identical to item 10T
12T VIDEO RECEIVER TEST CONNECTOR See 10-1
Allows connection of test equipment for testing and

trouble shooting of Radar Detector.
13T SYNCHRONIZATION UNIT Frame 17-18

(17-06)
Installed at the location of compatibility unit 53S
From the signals issuing from IFF transceiver 3S and
Radar nose cone 43S, it generates disabling signals
applied to Video Receiver 1T.
AF
BREGUET AVIATION yf^,
-
'"- 'y'' >
MIRAGE F
SECTION A
SECTION B

GENERAL LAYOUT
AF
BREGUET AVIATION
MIRAGE F

AH COCKPIT LAYOUT
AVIONS MARCEL DASSAULT _U>~Ù_;"U MIRAGE F
BREGUET AVIATION ___<_0^^--<*^0 . XiAKMIAI 1 A
OPERATION OF RADAR DETECTOR
(Figure 4)
The Radar Detector is a direct detection receiver using four antennas each covering a 90-deg sector.
The omnidirectional standby mode results from the sum of the signals received by the four
antennas.
Localizing takes place through sequential comparison of that sum with the signals received by each
of the four antennas.
1 - OPERATION OF DIRECTION FINDING (DF) UNITS

The four DF Units have been located in the aircraft so as to provide an omnidirectional coverage.
The radar transmissions sensed by the broad-band antenna are delivered to a limiter intended to
protect a crystal detector. A high-pass filter suppresses the signals having a frequency below 2,500 MHz.
The signal is detected and amplified by a video-frequency preamplifier. A modulator stage allows
the CW signals to be detected.
A test oscillator allows a CW test signal to be applied at the input of the Unit.
The detected signals are applied to the video receiver.
2- OPERATION OF VIDEO RECEIVER
A Amplification and AGC
The signal issued from the DF Units are applied to the video amplifier through an antenna selector
switch ; the latter is controlled by a logic.
An AGC circuit controls the amplifier gain thus maintaining the received signal within appropriate
limits.
An attenuator selector switch (ATT) located on the front panel allows the receiver sensitivity to be
adjusted.
B Threat and sector identification
A threat type identification circuit is used for analysing the sum of the signals sensed by the four
antennas and for detecting the threat type : J-, CW or TWS.
To this end, the four signals received are applied to the video amplifier through the antenna
selector switch.
NOTE : CW detection results from the modulation of eventual continuous waves sensed by the DF
Units. The modulation is obtained through an oscillator followed by a modulation amplifier
of the video receiver.
The threat sector is determined by a Sector localizing circuit. For this, the received signals are
sequentially switched by the antenna selector switch.
The sum of the received signals is compared with that received by an antenna, the recalculated sum
being then compared with the signal sensed by the second antenna, and so on up to the fourth antenna.
AC
BREGUET AVIATION
2T
12T| a P Z N Y F W V b T S R KLM A D E B C
G I
CW
J103I Z N Y F W V b T KLM B J~L t> o <
1T a P S R ..|| -
- c** <> > CD MO Ifl * n M si. +27V Audio
I!
CN
+ On-Off cut-off J 102 TEST
ô1
10T C -c Attenuator
U J
115V 400 Hz
J102
+ 25V
High-lift device tests
Video tests
i
h
t:
Limiter Video 0/+25V-0/-15V
Detection Front
filter preamplifier CC
-15V light control
0/-12V
High-lift device test
-12V 1,000 Hz
0/+15V Oscillator RH DD
yj tIj
Test Modulator Test
light control
+ 15V Sector
tLj
oscilla ror module logic
localizing
J101 logic i> i o i o i
Rear
Antenna LL
light control
è è e
switching
J102
TT
B
+ 25V
0/+25V-0/-15V
logic
LH
light control
MM
© .
-15V
C
0/-12V] High-lift
N
M
"-12V J device test CW BB
0/+15V High threshold light control
K
L
+ 15V
J101 TWS
5T 6T AA
light control
Antenna Video Threat type
selector
Minimum threshold
amplifier identification
J102 + 25V switch _TL
T circuit
0/+25V-0/-15V light control
f 29 R
11T
G
V
, +15V Might-
.0/-12VJ lift Low threshold
53S
®
U
s
-12V idevice'
0/+15V test
+ 15V ' "
Audio
warning
A F amplifier
FF 53S
r e6
43S
O O
CW
B
r
NN
m 13T J407
®-__ "WS
rW rU
J101 AGC
Attenuator J403 |e2
logic EE
logic
and memory
J101
J405 ®lSHs.
J102
+ 25V Attenuator
Shaping
1 T 1
0/+25V-0/-15V
+ 15V Hight-
+25V 0/+25V-0/-15V -15V 0/-12V -12 V 0/+15V +15V J406
8T Tests control 5V J401 | 3
0/-12V" lift
"-12V device
0/+15V test Modulation Oscillator Power supplies M Power
+ 15V amplifier !=4 supply
3S
J101
-_ J103B > -J103C
<_-
12 Coding
_ i
c
9T
fa Î enabling
J102 W HH
c *
«
3T,
o
-J
u Id
I I
53S
FIGURE 4- FUNCTIONAL DIAGRAM OF RADAR DETECTOR

AH
AVIONS MARCEL DASSAUtT_L^>_tir_l
BREGUET AVIATION_*___-^-<5?vi>
MIRAGE F
__.._,
If the difference between the signal sensed by one antenna and one half of the summed signal is
positive or nil, the sector corresponding to that antenna is retained.
Once the threat is identified and the threatening sector has been localized, the «threat type» and
«sector» lights come on.
C Power supply
The video Receiver includes its own supply and those of the four DF Units, i.e. :
+ 25 V video preamplifier power supply

-15V
+ 15 V modulator module power supply
12 V test oscillator units power supply.
3- OPERATION OF SYNCHRONIZATION UNIT
To prevent spurious pulse signals from causing operating troubles, the Video Receiver is disabled
by pulses issued from the Radar and IFF assemblies.
A - Due to the fact that such signals show widely different characteristics, the Synchronization Unit
servesto reshape the long-duration signals delivered by the IFF as well as those of short duration from
the radar ; after reshaping it applies the signals with an amplitude of 4V approx. to the Video Receiver.
B Power supply
The circuits are supplied with 5V derived from the 28V aircraft system through filtering and
stabilization.
AB
AVIONS MARCEL DASSAULT /L__>^r_l
BREGUET AVIATION__<____S3_J§<0
MIRAGE F
MONITORING-TESTING
1 - MONITORING
The monitoring of the video receiver power supplies takes place automatically.
A failure is displayed by the simultaneous lighting of «threat type» lights «IT », «TWS», «CW».
2- TESTING
A Test of radar detector indicator panel lights
These lights are tested using combined pushbutton/selector switch «T».
B Manual test of video receiver
Whenever desired, the pilot can perform a quick check of the video receiver operating condition.
This test is initiated through «TEST» selector switch on indicator panel. A calibrated signal source
located in the video receiver and controlled by «TEST» switch enables checking « J~L » and «CW»
channels. On the ground, moreover, the AGC can be checked on « J~L» channel for certain positions of
«ATT» switch.
- « J-!. » channel
- The « -TL » channel check is to be performed on positions 1 to 6 of «ATT» switch located
on the front side of the video receiver.
Reliability is displayed through illumination of «J~L » lights on rear and LH sectors.
Any malfunctioning is displayed through illumination of «threat type» lights « _TL »,
«TWS» and «CW».
- The AGC can be checked on position 7 or 8 of «ATT» switch. The «threat type» lights
« J~L », «TWS» and «CW» must come on when «TEST» selector switch is actuated.
- CW channel
- Reliability is displayed through illumination of «CW» lights, front and RH sectors.
- Any malfunctioning is displayed through illumination of «threat type» lights « _TL »,
«TWS» and «CW».
C- External test
The manual testing of the video receiver can be electrically controlled from test connector 12T.
In addition, connector 12T allows the direction finding units to be tested through energization
of the test oscillator located in each direction finding unit.
AC
AVIONS MARCEL DASSAULT _L->7irU
BREGUET AVIATION, ___ _
MIRAGE F
RADAR DETECTOR SYSTEM TROUBLE SHOOTING
1 - SCOPE
This operation is intended to detect defective equipment items with means proper to the units
themselves.
For any anomaly reported by the pilot, the mechanic will confirm the failure (through brief
A - If anomalies reported by the pilot cannot be confirmed, use the SDAP (see 10-1) in accordance
with the programme described in the following charts.
B Should anomalies be confirmed, follow the procedure described in the charts hereafter.
2 - TROUBLESHOOTING
Trouble shooting procedure is indicated in the following charts.

When the SDAP is required for trouble shooting, the charts show the number of programme to be
followed (see 10-1 for preliminary steps and procedure).
AA
09 "77 Restricted 6"201
BREGUET AVIATION
MIRAGE F
Restricted MA"NUAL 14

TROUBLE BY
Failure SDAP
reproduced
With radar detector Energize the aircraft Yes Check C/B 8T - « J~l », «TWS» and «CW» lights A/C OK
being supplied and Cut in the radar detector system remain out.
manual test not used - « JT », «TWS» and «CW» lights
« J~L », «TWS» and come on
«CW» monitoring
lights come on. Replace video receiver 1T Perform the radar detector brief
check
check satisfactory 1- A/C OK

No - P--06
Manual test response -_- P06

unsatisfactory
No audible signal on Energize the aircraft Yes Check for operation of radio selector unit 29 R on
illumination of «threat Cut in the radar detector system and another channel.
type» lights perform the radar detector brief - the RSU is inoperative (
check. Replace RSU 29R -Check the RSU (indusive of radar

detector channel)
- check satisfactory -A/C OK
the RSU is operative Perform the radar detector brief

Replace video receiver 1T check
- check satisfactory -A/C OK
No. P - -06
Other troubles P --06
AA
09-77 Restricted 6-202 6-202
BREGUET AVIATION_-___-- __-*___ _ .,..,., ,<
REMOVAL - INSTALLATION OF VIDEO RECEIVER
- 1 1 5/200 V - 400 Hz Ground Power Unit.
A Supply aircraft with electrical power
B Start the electro-pump and pull control stick fully backwards.
CAUTION :
(1) OBSERVE THE SAFETY MEASURES FOR PERSONNEL PROTECTION WHEN THE.
HYDRAULIC SYSTEMS ARE PRESSURIZED (SEE 01-0).
(2) NOBODY SHALL BE ALLOWED TO ENTER THE COCKPIT DURING THE32
REMOVAL-INSTALLATION OF VIDEO RECEIVER 1T.
C - Switch-off the electro-pump and release pressure while moving the control stick alternately from
left to right, keeping the stick in backward position.
D - Disconnect 11 5/200 V - 400 Hz Ground Power Unit.

T
3- REMOVAL
A The stabilator being deflected fully nose-up, remove access door 36-03-1 to Video Receiver 1T.
B Disconnect the three Video Receiver connectors.
C Loosen the knurled knobs securing the Video Receiver and remove the latter.
4- INSTALLATION
Proceed in the reverse order of removal.
5- FINAL STEPS
Perform an operational test of the system.
AC
AVIONS MARCEL DASSAULT _L_i>-~_r_i
BREGUET AVIATION_^__^ J_S<»_>
MIRAGE F
^__-^Ss-^^^ Restricted MANUAL 14
REMOVAL- INSTALLATION OF SIDE DIRECTION FINDING UNITS
A Special tools
- BF1 antenna extracting screw 01214108.
B Spares
- O-ring
2- SERVICING MATERIAL
- Petrolatum BrflS^l- OX. 50 855.
3- REMOVAL
Unscrew the 6 screws securing each side direction finding unit to the structure.
-
Disengage the direction finding units from their housing. If the units remain integral with the
housing, screw up the 2 screws of the, extracting tool in the 2 tapped holes of the ring until the units are
disengaged. d' . -'..t-jÇ; '/';_.
- Disconnect the connector
4- INSTALLATION
Check the mating surfaces for condition, and coat them lightly with petrolatum.
-
Check that the O-ring is fitted and in good condition.
- Engage the connector of each unit and check for locking (sleeve retracted).
- Wind up the cable in the housing ; position the L/H direction finding unit with the cable outlet
directed downward, and the R/H direction finding unit with the cable outlet directed upward. In both
cases, the tapped extraction holes are horizontal.
- Engage each direction finding unit fully in its housing.
- Screw up and lock the 6 attaching screws of each unit.
AA
BREGUET
L^>_r\l
AVIATION, _____
MIRAGE F
REMOVAL INSTALLATION OF FRONT DIRECTION FINDING UNIT
Lii____M_3
A Special tools
- 0 to 0.5 mdaN (0 to 44 in.lb) torque wrench kit

- Phillips socket.
2 - REMOVAL
1 ; i '
- Remove the six screws securing the front DF unit. "~
- Disengage the direction finding unit from its housing by holding its front êpôn. ..,
- Disconnect the connector.
VCrVi-** -
3- INSTALLATION
- Connect the connector. î;, ...,> -,.^

T &r:: .__,-. :;-3_i:.i
- Engage the DF unit fully home in its housing. . .,,- .+ ..-,_x_ 9_î, .. *?<-_?--
- Tighten the six attaching screws of the unit to 0.3 mdaN (26.5 in.lb).
.
HE _0(_, - . -;_. . ^riîsrn
jr>C 16 T1"î '
;
f" n C'-JIEO'-
:?^c
i m yll ij* *-
-' L
^B C ._' : ^ V "' . -i;_
AB
BREGUET AVIATION. _
L-^_TU MIRAGE F
REMOVAL-INSTALLATION OF REAR DIRECTION FINDING UNIT
A Special tools
- 0 to 0.5 mdaN (0 to 44 in.lb) torque wrench kit.

- Phillips socket.
- Remove door D5-71 , marking the length and the location of screws.
3- REMOVAL
- Remove the six screws securing the rear DF unit.

- Disconnect the connector through door D5-71
- Disengage the direction finding unit by pulling it rearwards.
4- INSTALLATION
- Engage the DF unit fully home in its housing

- Tighten the six attaching screws of the unit to 0.3 mdaN (26.5 in.lb)
- Connect the connector through door D5-71 .
5- FINAL STEPS
- Install access door D5-71 by fitting the screws according to marked lengths and locations.
AC
AVIONS MARCEL DASSAULT L--^, U
BREGUET AVIATION -____y^__J^-i>
MIRAGE F
^2-^*<^> Restricted MANUAL 14
BRIEF CHECK OF RADAR DETECTOR
1 - PURPOSE
- To check correct operation of system after installation of an equipment or after long duration
grounding of aircraft.
- Possibly to direct trouble shooting procedure.
- 1 15-200 V/400 Hz ground power unit

- Mechanic headset and adapter cord.
- Supply aircraft with electrical power
- Connect mechanic's headset in cockpit
- Switch on the radar detector.
- Set the radar detector audio potentiometer to mid-travel position.
4- PROCEDURE
A Light test of radar detector indicator panel.
Depress pushbutton/selector switch «T» of indicator panel :

-the «threat type» «fT», «TWS» and «CW» lights illuminate
- the sector lights illuminate.
Pushbutton «T» being depressed, rotate the selector switch section from + to
-dimming of the lights shall occur.
B Testing Video Receiver
(1) Set «TEST» switch to « ] | »
(a) «ATT» switch on video receiver is set to a position between 1 and 6.

-Rear and LH «fl» lights come on simultaneously then go out after about 2 seconds have
elapsed.
- A 1 ,000 Hz signal can be heard in the headset as long as the lights are illuminated.
(b) With «ATT» switch set to 7 or 8, « I I », «TWS» and «CW» «threat type» lights come on when
«TEST» switch is actuated.
(2) Set «TEST» switch to «CW»
- «CW» light comes on as well as front and RH lights, 2 seconds later.

The lights remain illuminated for about 2 to 3 seconds.
- A 1 ,000 Hz signal can be heard in the headset as long as the light are illuminated.
5- FINAL STEPS
Switch off the radar detector.
-
Disconnect the ground power unit.
-
- Disconnect the mechanic's headset.
- Check that the amplifier channel selector switch of the A/C radio selector unit is set to
«AMPLI 1».
AC
AVIONS MARCEL DASSAULT JL=>~_r\_.
BREGUET AVIATION_<<___r _____
MIRAGE F
SECTION 7
ELECTRONIC COUNTERMEASURES
#
The aircraft is only capable of accommodating such a system. Consequently, the present section is
not dealt with.
AA
REQUIT
_L^>_r\L
AVIATION^S^S^J^Q*
MIRAGE F
____-*s*-'-*^^ Restricted MANUAL 14
SECTION 8
RECONNAISSANCE SYSTEM
IThe aircraft is only capable of accommodating such a system. Consequently, the present section
is not dealt with.
AA
1F-F1K50AD-2-15
MAINTENANCE MANUAL
MANUAL 15
NWS.ARMAMENT
MIRAGE F1AD
AIRCRAFT
RE-ISSUE 1990
RESTRICTED
MAY 1990
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^^CO^^s^s.
fisasSS""^s*o Restricted MAINTENANCE MANUAL 15
INDEX DES PAGPS

LIST OF EFFECTIVE PAGES lettre A indiqije les pages annulées par la présente mise s jour.
_ letter A indicates pages deleted by the current change.
ORIGINAL ISSUE
A AD 05/90 0-142 AA 03/81 1-301M AA 02/80

B AD 05/90 0-143 AD 03/81 1-302 AA 02/80
C/D AD 05/90 0-144 AC 03/81 1-303 AA 02/80
E/F AD 05/90 0-145 AA 03/81 1-304 AC 10/83
0-146 AA 03/81 1-305 AC 02/80
I/II AD 09/78 0-171 AB 03/81 1-501 AD 03/81
III AC 07/75 0-172 AA 03/81 1-502 AC 03/81
IV AC 11/75 0-173 AA 03/81 1-502M AA 02/80
V/VI AD 01/77 0-174 AC 03/81 1-503 AA 02/80
VII/VIII AJ 10/78 0-175 AA 03/81 1-504 AB 02/80
IX AC 06/74 0-176 AF 03/81 1-505 AA 12/79
X AC 06/74 0-201 AC 06/75 1-506 AA 02/80
XI AC 06/74 1-507 AB 02/80
XII AC 06/74 1- 1 AC 08/82 1-508 AC 12/79
XIII/XIV AC 06/74 1- 2 AC 02/80 1-509 AA 12/79
XV AC 06/74 1-001 AB 12/76 1-511 AB 08/82
XVI AC 06/74 1-002 AF 07/77 1-511M AA 08/82
XVII AC 06/74 1-002M AB 02/77 1-512 AC 02/80
XVIII AC 06/74 1-003 AF 02/78 1-513 AB 02/80
XIX AC 06/74 1-101 AF 02/77 1-514 AB 12/79
XX AC 02/80 1-102 AG 09/81 1-515 AB 02/75
1-103 AC 02/77 1-516 AB 12/79
0- 1 AG 03/81 1-104 AD 06/75 1-517 AB 12/79
0-101 AF 01/80 1-105 AF 07/77 1-601 AB 10/83
0-102 AJ 01/80 1-105M AA 07/77 1-602 AA 08/82
0-103 AF 02/80 1-106 AD 01/77 1-603 AA . 08/82
0-104 AK 03/81 1-106M AH 03/81 1-604 AA 08/82
0-105 AJ 02/80 1-107 AA 08/79 1-605 AA 10/83
0-106 AK 03/81 1-108 AB 09/81 1-606 AA 02/80
0-107 AK 02/80 1-109 AA 10/84 1-607 AA 02/80
0-109 AR 03/81 1-110 AA 08/77
0-110 AK 02/80 1-111 AA 12/79 2- 1 AC 04/80
0-111 AF 02/80 1-112 AA 02/76 2-001 AC 12/79
0-112 AB 02/80 1-113 AA 05/74 2-002 AE 02/78
0-113 AR 11/82 1-114 AA 05/74 2-002M AB 09/77
0-115 AC 02/80 1-115 AA 09/75 2-101 AF 02/78
0-116 AM 02/80 1-116 AA 05/74 2-102 AE 02/77
0-117 AF 10/84 1-117 AA 01/75 2-103 AD 04/81
0-118 AH 02/80 1-118 AD 06/75 2-104 AF 02/78
0-121 AC 02/80 1-119 AG 02/80 2-105 AB 04/81
0-122 AC 02/80 1-120 AD 02/80 2-106 AH 12/80
0-123 AB 02/80 1-121 AC 12/80 2-107 AJ 04/81
0-124 AA 02/80 1-201 AC 08/79 2-108 AB 04/81
0-131 AA 02/80 1-202 AA 08/79 2-108M AB 04/81
0-132 AA 02/80 1-203 AD 06/75 2-109 AA 12/80
0-133 AA 02/80 1-204 AC 07/77 2-109M AA 12/80
0-134 AA 02/80 1-205 AA 05/74 2-110 AA 12/79
0-135 AA 02/80 1-206 AC 11/74 2-110F AA 12/79
0-141 AF 103/81 1-301 AC 10/83 2-110M AC 12/79
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INDEX DES PAGES

L'astérisque indique! les pages révisées ou nouvelles et la
LIS T OF EFFECTIVE PAGES lettre A indique les pages annulées par la présente mise a jour.
The asterisk indicatt ?s pages changed or added and
ORIGINAL ISSUE
2-110N AC 12/79 3-112L AC 05/77 3-502 AB 11/79

2-111 AF 12/79 3-112M AC 01/80 3-503 AC 06/81
2-112 AF 11/82 3-112N AC 05/82 3-504 AG 06/81
2-113 AB 12/80 3-113 AC 05/78 3-505 AC 06/81
2-113M AA 02/77 3-113M AA 01/80 3-508 AA 02/80
2-113N AC 12/80 3-114 AC 01/80 3-509 AB 10/84
2-114 AA 12/79 3-117 AC 12/80 3-509M AC 06/81
2-201 AB 12/79 3-117M AC 01/80 3-510 AA 05/82
2-202 AB 04/81 3-118 AC 01/80 3-511 AA 05/82
2-203 AB 12/80 3-123 AA 06/81 3-512 AA 05/82
2-501 AB 04/81 3-123M AA 08/80 3-513 AA 05/82
2-502 AB 02/80 3-124 AA 06/81 3-514 AB 05/82
2-503 AE 04/81 3-141 AG 11/78 3-515 AA 06/79
2-505 AD 02/80 3-142 AG 11/82 3-516 AA 05/82
2-506 AB 02/80 3-142M AB 11/82 3-517 AA 06/79
2-507 AE 04/81 3-143 AG 11/78 3-518 AB 05/82
2-508 AA 04/81 3-144 AF 1-1/78 3-520 AA 05/82
2-509 AC 04/81 3-144M AC 12/79 3-521 AA 06/79
2-521 AB 04/81 3-145 AG 11/78 3-522 AA 05/82
2-522 AA 04/81 3-146 AA 11/78 3-523 AA 05/82
2-523 AA 04/81 3-147 AB 11/78 3-524 AA 02/81
2-524 AE 04/81 3-147F AA 11/78 3-531 AC 06/81
2-525 AA 04/81 3-147M AA 11/78 3-532 AB 06/81
2-526 AB 04/81 3-147T AA 11/78 3-533 AB 06/81
3-148 AD 06/81 3-534 AF 06/81
3- 1 AF 04/80 3-149 AD 11/82 3-535 AD 06/81
3- 2 AF 11/82 3-151 AB 05/77 3-538 AA 06/81
3-001 AE 05/78 3-152 AB 12/80 3-539 AA 06/81
3-002 AF 05/78 3-152L AB 08/79 3-551 AA 04/80
3-002M AA 05/78 3-152M AC 01/80 3-552 AA 04/80
3-003 AG 05/78 3-153 AC 05/77 3-553 AA 04/80
3-101 AF 05/78 3-154 AC 03/85 3-554 AC 11/82
3-101M AB 05/78 3-157 AC 05/77 3-555 AA 04/80
3-102 AG 05/78 3-158 AC 11/82 3-556 AB 06/81
3-103 AG 05/78 3-163 AB 08/79
3-104 AB 11/82 3-164 AB 06/81 5- 1 AC 01/77
3-104M AA 06/81 3-181 AD 06/81 5-001 AF 01/76
3-105 AH 05/78 3-182M AC 06/81 5-002 AJ 02/77
3-105F AB 11/82 3-183 AD 11/82 5-003 AJ 02/77
3-105H AC 11/82 3-301 AB 10/84 5-004 AG 10/83
3-105R AC 12/79 3-302 AC 10/84 5-101 AJ 02/78
3-106 AE 12/79 3-302M AB 07/77 5-101M AC 02/78
3-107 AT 11/82 3-302N AC 05/82 5-102 AB 03/81
3-108 AJ 06/81 3-303 AD 05/82 5-103 AJ 02/77
3-109 AC 05/82 3-304 AA 02/80 5-104 AD 09/75
3-110 AC 05/82 3-305 AC 02/80 5-105 AH 03/81
3-111 AD 05/78 3-308 AA 06/81 5-106 AJ 03/81
3-111M AA 05/78 3-309 AA 03/85 5-107 AA 02/75
3-112 AC 05/78 3-501 AC 02/80 5-108 AB 01/83
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INDEX DES PAGES

ORIGINAL ISSUE
5-109 AJ 03/81 9-302 AB 04/80

5-111 AA 11/82 9-501 AB 04/80
5-112 AB 03/81 9-502 AB 06/82
5-113 AA 05/83 9-503 AB 04/80
5-114 AA 01/76 9-504 AA 04/80
5-115 AJ 02/77 9-511 AA 10/84
5-116 AJ 03/81 9-512 AB 10/84
5-117 AD 01/77 9-513 AA 06/82
5-117M AC 10/79 9-515 AA 06/82
5-118 AG 03/81 9-531 AA 06/82
5-119 AC 10/79 9-532 AA 10/83
5-120 AB 03/81 9-533 AB 06/82
5-301 AC 10/83 9-534 AB 06/82
5-302 AC 10/83 9-535 AB 06/82
5-303 AB 10/79
5-501 AH 03/80
5-502 AB 01/77
5-503 AH 02/77
5-504 AH 03/80
5-505 AB 01/77
5-506 AH 10/79
5-507 AE 03/85
5-508 AD 03/80
9- 1 AB 06/82
9-001 AB 04/80
9-002 AB 04/80
9-003 AB 04/80
9-004 AB 04/80
9-101 AB 04/80
9-102 AB 04/80
9-103 AB 04/80
9-103M AA 04/80
9-104 AB 11/82
9-104M AA 04/80
9-105 AE 11/82
9-106 AB 04/80
9-107 AB 10/84
9-108 AB 10/84
9-111 AA 01/78
9-112 AB 04/80
9-113 AA 07/77
9-141 AB 06/82
9-142 AB 10/83
9-143 AB 04/80
9-144 AB 06/82
9-146 AB 04/80
9-147 AB 04/80
9-301 AB 04/80
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Rasrr/cf.d MANUAL 15

LIST OF AIRCRAFT MODIFICATIONS WHICH HAVE RESUL TED
IN MANUAL UPDATING
The present manual includes the modifications applicable to the aircraft basic technical definition
Original issue of DECEMBER 1977 including following modifications :
4 13, 453, 479, 49 1 (FF40) - 444 (FF67) -FX118 (FF 135)
Change 1 of September 1979 including following modification :
FX80 (FF92)
Change 2 of January 1981 including following modification :
FX139 (FF182)
The new issue dated October 1981 includes the previous updatings
"modificatton incorporated" text.
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Rostricfd MANUAL 15
NWS-ARMAMENT
TABLE OF CONTENTS
SECTION Page
PREAMBLE iii
0 GENERAL AND SAFETY MEASURES 0-1
1 GUN SYSTEM 1-1
2 SOCKET SYSTEM 2-1
3 BOMB SYSTEM 3-1
5 AIR-TO-AIR CLOSE-COMBAT MISSILE SYSTEM 5-1
9 PRACTICE TARGET TOWING SYSTEM 9-1
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INTRODUCTION
1 The Maintenance Manuals are prepared for the personnel who have the responsibility of
- Servicing
- Trouble shooting
Removal-disassembly
-
-
-
B - Other manuals deal with general and specific information such as servicing intervals servicing
instructions, etc.
Thus :
It summarizes :
-
It defines :
detailed in the Manuals and "gives the frequency of the operations which are to be performed
AC
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It gives :
- parking-mooring,
- ground handling,
replenishing-draining,
- tyres,
- engine starting,
- run-up.
Gives the connection diagrams in list form.
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MANUAL OR CHAPTER
SECT
OR 01 02 03 04 05 06 07 08 09
SUB Pilot
environment
Genpra! General General General General General General General General

0 tn'o'rn.ition information information information information information information nformation information
and vjftftv nnd safety and safety and safety and safety and safety and safety and safety and safety
Maintenance
Table of Pa' king Lateral Accessory Cockpit
1 periodic Wings Mam L/C power power
Mooring controls drive furnishings
mai/itenance generation generation
operations
points Lighting
2 torques
handling
section
nspection and
1
(up to
doors external
frame 2?)
Tools Fuselage An intake Anti-g

and Failure
systems
Engine
Draining
Pre-flight
Removable Engine
and Airbiake Wheels and
post-fdght controls tires chi»ck and
components control
inspections
Preparation L 'G and door

Transporta¬
6 tion
for controls
mission
Engine Brakes and

7 braking
starting
system
Anti-shimmy
Run-up
8 and steering
Check flights
controls
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MANUAL OR CHAPTER
SECT
OR 10 11 12 13 14 15 16 17
NWS - radio NWS
SUB NWS NWS
and AP
systems
General General General General General GPivrrnl General General

Use of Index of
Pitot Armament Gun
Rocket
26 V 400 Hi UHF Air data Wiring Faiique
meter
supply system system diagrams
system

3 Gyro system
Close combat
VOR/ILS Air-to-Air
5 IFF
marker missile
systems
Navigation Radar
6 system detector
Radar Electronic
7 counter-
altimeter
measures
Reconnais¬
Radio
8 sance
compass
system
Towing
system
9
practice
targets
AJ
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and sequence number : *"

No
0 - General
3 - Removal- Installation
4 - Disassembly -Assembly
Painting
8 - Repair
NOTE:
(2) In each Manual, Sub-Section 7 deals with the matter of preservation-packaging and transporta don
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aircraft system.
from 0 to X.
an aircraft system.
from 0 to X.

A- Sub-Section 0- GENERAL
:
components.
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If only one material is used during the operation, its designation is not recalled in the tsxt which details
the operation.

B Fuselage doors
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C Wing doors

the trailing edge.
V138.

- wiring diagrams.
indicator lights.
(1.) Test connectors on equipment. The test points are shown by the associated terminal number
designation of the connector to which the ooint belongs is written next to the test point.
made.
charts :
AC
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v Single-pole
« control switch Single-pole
42R contactor
L
Fuse-breaker
1-wire lead
Coaxial connector
Terminal lug Box * Double-pole

A Three-pole
2-wire lead circuit-breaker
2 Connector
3 Double-pole
contactor
112 3F Single pole
on equipment
E3- 3-wire lead
Spring-loaded,
both directions
42Z Single-pole X
Â" pushbutton
Double-pole
Independent " n-wire lead
control switch
B connector
f Bus bars
Crossing without
Double-pole
n
°
Sg °
Single pole
control switch
I
(
Spring-loaded,
one direction
connection
pushbutton
(xy~ Light or lamp
Crossing with
Magnetically-held
connection
pushbutton
Relay
Coaxial connector
-e- Press-to-test
light
Single-pole
double-throw
Antenna switch
Double-pole
-K- Diode ni-- DC ground

double-throw
switch
Time delay
relay
e
Pushbutton
light
Zener diode
Double-pole
triple-throw
Flashing
relay
Z>-fF
m-
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ELECTRICAL GRAPHIC SYMBOLS;

£ Chassis ground l CX 12
NPN
oj Computing power ground transistor
P4
Terminal 6 of
test connector P4
JTDX3 fjjfferentjai TQR PNP
o
o
M-UU
**Iv/^ .,« SVnChr°
transmitter CDX
transistor
o n-position
o
selector switch
o
o f >>M Thyristor
o TR
Resolver
RS
-TÎ Triac
Relay LV
-â- H§H yV*_ Linvar
Magnetron
-8 Cam-actuator
contact
Thermostat
-c
Hh Capacitor
Potentiometer un] Thyratron
Fuse /-
-5Z Thermistor
Initiator
Comparator
/r i < Photo-electric cell
**-/ M J Motor
Inductor
Amplifier
7*^-/ G J Generator Transformer
Failure Electronic
detector unit
( MG V Motor-generator
& Single TR
GT
generator
AC
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.............. Mechanical link
-0 or Cam
ÏN
Mechanical clutch
-©
Mechanical differential
8S
LSI Self-sealing coupling Manually-operated cock

(thermistor)
Pressure reducing valve Electrically-operated cock.

Outwards or inwards Float switch

relief valve
r_ Non-return flapper Pressure switch
EP = Electro-pump
Fuel stop valve
B P = Pump
T Stop air valve
Restrictor Transfer valve
T~t Filler plug

S Pressure transmitter

system
System No. 2
hydraulic systems
m m u ^ Emergency system \
AC
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SYMBOL DESCRIPTION

dimension
K
AND
the output state is if, and only if, all
1
>1 OR
the output state is if, and only if,
1
1
NOT
D-
&
NAND (NOT-AND)
D-
a II theinput states are l 's .
èl
NOR (OR-NOT)
D-
one or more input states are Vs .
LOGIC EQUATIONS
Example : S = (A + B + C) (D + E)
or S = B and D or E
AC
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the next two digits show the page rank within the Sub-Section (01 to 99).
7- CROSS-REFERENCES

within a same section }

units.
dimensions, etc.).
In the publications, references are made to French dfficial documents, such as Technical
AC
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pages).
A Procedure

- insertion of new pages and replacement of modified pages.
B Page numbering
of letters I, O and Z.
3rd insertion
Successive r
2nd insertion
insertions
1st insertion
' T
ABCDEFGHJKLMNPQRSTUVWXY
Simultaneous
* r*
2 pages '
insertions
3 pages
AC xix
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Example :
6M. Similarly, if it is necessary to insert a third page later on, its number will be 6F or 6T, 6C or 6J, 60.

- both the pre-, and post-modification pages will bear the same number. «MOD...X» will be shown

AV («avant») = Front Lgt («longeronnet») = False spar
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SECTION 0
TABLE OF CONTENTS
Page
- Description of armament assembly 0-101

- Description of armament common circuits and safety mechanisms 0-103
- Operation of firing and release common circuits 0-107
- Operation of jettisoning common circuits 0-111
- Fuel dipper common circuits 0-115
- Summary table of ground safety mechanisms 0-117
- Check of removed initiators and detonator holders 0-121
- Check of jettisoning circuits in pylon carrying mode 0-131
- Check of jettisoning circuits (clean aircraft) 0-141
- Check of tank carrying circuits (clean aircraft) 0-171
0-2 SAFETY MEASURES
- Safety measures to be taken for personnel protection see 01-0

- Instructions to be followed when working on systems see 01-0
- General instructions for starting and operating the various aircraft systems see 01-0
- Instructions for using ground support equipment see 01-0
- Safety measures for armed or loaded aJrcraft see 02-0
- Safety instructions in case of butt firing 0-201
Figure No. Page
1 EXTERNAL STORE CARRYING CAPABILITIES 0-102

2 CONTROLS COMMON TO ALL ARMAMENT CIRCUITS 0-104
3 U/C DOWN SAFETY 0-106
4 FIRING AND RELEASE COMMON CIRCUITS 0-109
5 JETTISONING COMMON CIRCUITS 0-113
5M FUEL DIPPER COMMON CIRCUITS 0-116
5T CHECK OF REMOVED INITIATORS AND DETONATOR HOLDERS 0-122
6 CHECK OF JETTISONING CIRCUITS FOR STORES AT FUSELAGE
MULTIPURPOSE PYLONS AND INBOARD WING PYLONS 0-132
7 CHECK OF JETTISONING CIRCUITS FOR STORES AT OUTBOARD
WING PYLONS 0-132
7M CHECK OF JETTISONING CIRCUITS (CLEAN AIRCRAFT) 0-146
8 CHECK OF TANK CARRYING CIRCUITS (CLEAN AIRCRAFT) 0-172
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DESCRIPTION OF ARMAMENT ASSEMBLY
In order to ensure ground attack and strike missions, the aircraft is equipped with fixed armament
installations (guns, feed and recovery systems) and removable systems (bombs, rockets and AIR-to-AIR
missiles), installed according to the required mission.
For each type of weapon, easier firing is provided by the gunsight, in order to facilitate AIR-to-
Al R missile and gun firing, and AIR-to-GROUND gun or rocket firing or bomb dropping.
1 - GUN SYSTEMS
Each weapon, installed on each side of the fuselage lower section, can fire 135 rounds contained
in an ammunition box located above each of them. Firing is controlled and monitored by means of
a control box. Links and cases are recovered.
Each gun is attached by means of supports allowing gun harmonization.
Firing can be carried out manually, through the aiming indications from the sight, for AIR-to-AI R
interceptions or for tactical support (AIR-to-GROUND firing).
2- STORE CARRYING INSTALLATIONS (Figure 1)
A Bombs, rockets, pylon tanks
The A/C structure and circuits allow the stores listed in figure 1 to be carried and fired.
These various stores can be carried :
- under fuselage, using :
- a multi-purpose pylon for carrying a belly tank or a bomb
- a pylon, replacing the multi-purpose pylon and allowing 2 or 4 bombs to be carried
- under wings, at inner stations (stations 1 ), by means of multi-purpose pylons for carrying bombs,
drop tanks or rocket-launchers,
- under wings at outer stations (stations 2) by means of a pylon for carrying a bomb or a rocket-
launcher.
B AIR-to-AIR close-combat missiles
Installed at wing tips, the missile-launchers include the carrying, setting-up and firing devices.
C Target towing
A towing stub, installed under the fuselage, allows the following stores to be carried :
-target S90B and container-uncoiler VRAC 500.
The bomb system is used for target towing system setting-up and operation.
AF
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Points 3 Stations 3 Points 1 Stations 1
DISPOSITIFS D'EMPORT "I DISPOSITIFS D'EMPORT

CHARGES CHARGES
STORE CARRYING STORES STORE CARRYING STORES
DEVICES \ DEVICES Sous fuselage » Under fuselage
-
r n
è
Pylône universel ALKAN 091 0B
, Missile MATRA R 550
Multi-purpose pylon ALKAN 09 10B
I MA TRA R 550 missile
Lance-missiles
MATRA type 39
_ _Réservoir pendulaire RP 35
Type 39 MATRA
RP 35 pylon tank
missile- launcher ou
*À~ or
M} Bombe de 400 kg
^V i
~ ou ~ 400 kg bomb
Pylône universe fS or_ Bombe de 250 kg
ALKAN 0915B et 0916B ^bT" ou 250 kg bomb
DISPOSITIFS D'EMPORT Points 2 Stations 2
CHARGES Multi-purpose pylon
STORE CARRYING STORES A\LKAN 0915B and 0916B Labce-bombes ALKAN 65A
DEVICES i ' 1
Réservoir pendulaire RP 35 ALKAN ¤5A bomb-launcher
RP 35 pylon tank Y~**\ T^\ T~\ 3 bombes d'exercice
I ou x_>< >y-< \-A Three training bombs
or
Bombe de 400 kg Poutre quadribombe CLB 4
400 kg bomb CLB 4 Four-bomb pylon
ou
or
Bombe de 250 kg ~^\ 4 bombes de 400 kg
250 kg bomb .^pF~ Four 400 kg bombs
"Bombe de 500 lbs ( M K82)
ou
1
or
500 lbs bomb (MK82) : . I^ or 4 bombes de 250 kg
Poutres CLB 30G

tfr- ou
or
Bombe de 120 kg ou 125 kg
120 - 125 kg bomb
T^\
I*!
**
>^<
fkW
W
Four 250 kg bombs
"4 bombes de 500 lbs { M K82)
ou Four 500 lbs bombs (MK82)
et CLB 30D
CLB 30G and
CL B 30D pylons
tjr ou
Bombe DURANDAL
DURANDAL bomb ÏJ*\ LJk 4 bombes MK10 de 1000 lbs
Bombe de 400 kg or S| Oi Four 1000 lbs bombs (M K10)
Bombe MK10 de 1000 lbs >P Jp ou
i
ou
or
or
400 kg bomb
Bombe de 250 kg
+ 1
1000 lbs bomb (MK 10) or
4 bombes de 120 ou 125 kg

Four 120 125 kg bombs
r^\ 250 kg bomb Larïce-bombes ALKAN 65A.
fcp Bombe de 500 lbs ( M K82) ALKAN 65A bomb-launcher
ou
I ou 500 lbs bomb (MK82) a no-- 3 bombes d'exercice

Three training bombs fS r^X
or
4 bombes DURANDAL
X
f^_ or Bombe de 120 ou 125 kg 1
i | ou kéhl iefcf 'Four DURANDAL bombs

Lp~ 120 - 125 kg bomb
or
ou Lance-roquettes MATRA l
4
I
X
fN or Bombe DURANDAL
Rocket-launcher MATRA
type 155 ND
Lance-bombes ALKAN 65A .
ALKAN 65A bomb-launcher
f"7T~7T^'f"Tr"TT'"l 12 bombes d'exercice
>é>< DURANDAL bomb ou
or
£=? kd £=R hzX hd XTx Twelve training bombs
type F1D i
--4
ou
or
Mât d'accrochage type 641 -A .
type C.6
*
Bombe MK10 de 1000 lbs Towing beam type 641 -A
1000 lbs bomb (M KW) i Cible S 90B
Wm)-- Target S90B
(U|W)) Conteneur déloveur VRAC 500
Lance-roquettes MATRA Unwinding fixture compartment
Rocket-launcher MATRA
type 155 ND
ou or type F ID
NOTA : Ces tableaux présentent des charges dont l'emport est possible. Voir Manuel d'Utilisation
ou or type F2
qui donne les charges qualifiées en vol et les configurations autorisées
This table shows external store carrying capabilities.
IGURE 1 - POSSIBILITES D'EMPORT DE CHARGES EXTERIEURES See Utilisation Manual for permitted flight loads and configurations.
EXTERNAL STORE CARRYING CAPABILITIES
AJ
01-80 Restricted 0-102 F,GURE 1 0-102 FIGURE 1 0-102
AVIONS MARCEL DASSAULT ^LJ^-^rU
BREGUET AVIATION __ _ _
MIRAGE F
DESCRIPTION OF COMMON ARMAMENT SYSTEMS

AND SAFETY MECHANISMS
1 - CONTROLS AND SAFETY MECHANISMS IN COCKPIT (figure 2)

For ensuring control, checking and safety of the system assembly, the armament system comprises
the following components :
A Firing and normal jettisoning controls
(1 ) Armament master switch 1 5A
Located on the front section of LH console, this switch, fitted with a guard marked «ARM.M»
(ARMAMENT MASTER), enables armament systems to be energized («FIRING» position with guard
up and switch tripped outwards, and «TEST» position).
On the ground, this switch is normally in the off position and is protected by a cover placed over
the guard ; a safety pin fitted with a streamer prevents it from being actuated.
(2) Control stick handgrip
This handgrip consists of :
(a) On the front part :
- a sight camera control button 63A (2),

- a gun firing button 1 1 A (3) .
These buttons are actuated by a firing trigger (1) previously set to forward position. Depressing
firing button (3) can be prevented by a retractable firing stop (4).
(b) On the rear part :
- a rocket-bomb-missile button 21A (5) which ensures bomb and special tank release, rocket
and missile firing, as well as target towing cable hanging and jettisoning. This button is protected
by firing trigger (1) set to backward position.
(3) Armament control panel 2A (see 14-1 )
It ensures the selection of the various carried stores and firing modes by means of annunciator
buttons.
(4) Bombing control panel 101 A (see 14-1)
It fulfils the following indicating functions :

intervalometer readings,
-
- readings of the number of bombs to be released or selection of the carrying stations (for rockets),
and bomb release in the intervalometer emergency mode,
- firing control selection,
- indication of the state of firing control,
- indication of bomb availabilities.
AF
BREGUET AVIATION
MIRAGE F
.Tir Largage Repos.

\Firing\ Jettison Neutral 1 .2 .3 4
15A 101A
FIGURE 2 - COMMANDES COMMUNES AUX CIRCUITS D'ARMEMENT

CONTROLS COMMON TO ALL ARMAMENT SYSTEMS
AK
AVIONS MARCEL DASSAULT iL^Z^y^ MIRAGE F
BREGUET AVI ATION^<^P^-<^0 . ......... .,
B Emergency system controls
(1 ) Emergency jettison button 47A
Located on LH lower section of instrument panel, guarded button marked «EM ERG» ensures the
simultaneous jettisoning of all the stores carried under the various carrying stations.
I NOTE : Stores carried at outboard wing stations are jettisoned with a 300 ms time delay.
' - This button does not ensure firing of AI R-to-AI R close combat missiles (see 1 5-5).
(2) Selective jettison button 46A
This button, guard-fitted and marked «JETTISON», ensures emergency selective jettisoning of
stores installed under the various carrying stations.
Selection is carried out by means of jettisoning selector switch 48A set to «WING 2» (outer wing),
«WING 1» (inner wing) or «FUS» (fuselage) position.
NOTE : Should stores be carried under the 4-bomb pylon, and in case of emergency jettisoning
either general or selective, the stores remaining under the pylon are dropped simultaneously
in safe condition.
(3) Emergency jettison button 51 A
This guard-fitted button,, located at the extreme end of the instrument panel and marked «550
JETT», ensures firing of AIR-to-AIR close combat missiles in safe condition.

BREGUET AVIATION
MIRAGE F
2- U/C DOWN SAFETY (figure 3)
U/C microswitch 9A and ground firing connector 8A.
When the LH main U/C is down, microswitch 9A cuts off the firing control circuits (power supply
of buttons 1 1 A and 21 A).
This microswitch can be by-passed for testing purposes by means of a shunt installed on ground
firing connector 8A.
C.18 C.23
SECTIONS
AandB
SHUNT TIR AU SOL

GRND FIRING CONN
FIGURE 3 - U/C DOWN SAFETY

3- SAFETY MECHANISMS ON CARRYING DEVICES
Safety mechanisms specific to the different types of weapons are incorporated alongside the
aircraft system safety mechanisms.
These safety mechanisms consist of mechanical devices equipping the firing or release units
(connecting doors of initiators, pins, aerodynamic flaps). These devices are described in the sections
pertaining to the various systems.
AK
BREGUET AVIATION,
^-^-"r^l
_ _
MIRAGE F
OPERATION OF FIRING AND NORMAL JETTISONING

COMMON SYSTEMS
(Figure 4)
1 - OPERATION OF SYSTEM
The firing of weapons or jettisoning of stores carried under the aircraft is obtained by depressing
the corresponding selection buttons on the armament control panel.
The panel élso displays the selections made.
NOTE : -For bombs, it is also necessary to select the bomb number and intervalometry on bombing
control panel.
-When armament master switch is set to «FIRING», gun firing is not controlled by the
armament control panel buttons.
Switchover of the armament master switch to «FIRING» (guard up, switch thrown outward)
causes firing/jettisoning control currents to be sent to the various safety relays specific to each weapon,
either directly for AIR-to-AIR weapons or through AIR-to-AIR relay 54A for AIR-to-GROUND
weapons.
Firing or jettisoning of weapons can then be carried out.
Gun firing is started by depressing gun firing button 1 1 A.
This button can be depressed only after the firing trigger has been brought to forward position
and engaged up to the second boss.
Depression of this button can be presented by means of a retractable mechanical stop (see figure 2).
Firing or jettisoning of other weapons is carried out by depressing bomb-rocket-missile button 21 A.
To actuate this button, the firing trigger must be brought to intermediate position (see figure 2).
AK
AVIONS MARCEL DASSAULT J^^-jÛ MIRAGE F
BREGUET AVIATION^jP3^^"^ ...,... ,r
5- SAFETY MECHANISMS
The safety of the various firing or jettisoning circuits is ensured :

- on ground by U/C microswitch 9A
- through the various controls provided for cutting off, on ground, or preventing supply to the
various selection and firing circuits.
When inoperative, these controls are protected by mechanical devices specifically associated with
them (guards, stops, etc.)
- by mechanical devices in firing or jettisoning components.
AK
AVIONS MARCEL DASSAULT /L-îrvl
BREGUET AVIATION j/f^P3^-^C>
MIRAGE
.-»»,. i
F
< e
OPERATION OF EMERGENCY JETTISONING COMMON SYSTEMS

(Figure 5)
1- GENERAL EMERGENCY JETTISONING
It is obtained by actuating button 47A which ensures jettisoning of all the stores, i.e. :
A Bombs (see 1 5-3)
When carrying single type stores : bomb jettisoning in safe condition, whatever the position of
the jettisonable safety selector switch on armament control panel.
NOTE : Bombs under station 2 pylons are jettisoned 300 ms after the bombs under station 1 and
fuselage pylons.
When carrying multiple type stores : simultaneous jettisoning of bombs installed under the 4-bomb
pylon (jettisoning in safe condition).
B - Pylon tanks
Same operation as in bomb mode, by means of jettisoning initiators.
C- Rockets
Rocket launcher jettisoning (operation identical to jettisoning of a store).
D - S90B target towing
(1 ) With target and cable pay-out container carried under aircraft :

- simultaneous jettisoning of target S90B and cable pay-out container VRAC 500
- jettisoning of towing cable.
(2) With target hanging from aircraft :

- jettisoning of V R AC 500
- jettisoning of towing cable.
AF
02-80 Restricted 0-1 1 1
BREGUET AVIATION
iL=^rTU. MIRAGE F
2- SELECTIVE EMERGENCY JETTISONING
It is obtained by actuating button 46A, which causes the control currents to flow towards the
various carrying stations through selector switch 48A set to one of the following positions : upper
(outboard wing) - mid (inboard wing) - lower (fuselage).
3- AIR-TO-AIR CLOSE COMBAT MISSILE JETTISONING (see 15-5)
Safe firing of such missiles or of the remaining missile is obtained by actuating jettisoning button
51 A.
The selection made on armament control panel and the position of the AIR-to-AIR close combat
missile starting switch are immaterial (see 15-5).
NOTE : The missile launchers are not jettisoned.
The safety of emergency jettisoning systems is ensured :

- from mechanical devices protecting the various controls (guards)
- by mechanical devices located in the carrying devices.
AB
BREGUET AVIATION .^S^33
MIRAGE F
166 A
47A Dogfight missile jettisoning Wing
tip
164 A
Multipurpose pylon general jettisoning
145A RH
Multipurpose pylon selective jettisoning
station 2
T >
146 A
162 A
Multipurpose pylon selective jettisoning
RH
Q +<r~^ station 1
WING
-Q
X f
t:co Hlh-f
l
o-
o
t
illll o
-o-
4- I60A
48A Bomb/tank general jettisoning
46A 6
44A
4- - 4-r-o L__û-
Bomb/tank selective jettisoning
17
Fuselage station
s\s- JETTISON
161 A
0 M O Multipurpose pylon general jettisoning
"HI-0 J Multipurpose pylon selective jettisoning LH
station 1
FUS
165 A
Multipurpose pylon selective jettisoning LH

station 2
s.w.
JETT 167 A
Dogfight missile jettisoning Wing
tip
51A
FIGURE 5 - JETTISONING COMMON CIRCUITS

AR 0-11
AVIONS MARCEL DASSAULT ILJ>^rV^
BREGUET AVIATIONî
MIRAGE F
FUEL DIPPER COMMON SYSTEMS

(Figure 5M)
For gun or missile firing, armament system status information is supplied to the fuel dipper
system (see 06-5).
Power supply (+ 28 volt fuel dipper) is obtained from control switch on armament control panel
2A through armament master relay 4A in working position. Supply will be obtained only if the arma¬
ment master switch is set to «FIRING» or «TEST» or if gun selector button is depressed on armament
control panel.
According to the type of equipment, the information is as follows :
Case of gun firing

-A + 28 volt gun firing signal from marking relay 3A is delivered to the fuel dipper system when
depressing gun firing button 1 1 A.
Case of close combat AIR-to-AIR missiles
Normal firing
- A firing order information, delivered by time delay relay 76Y, from a + 28 volt firing signal
through the selector button on armament control panel.
- Missile departure signal information, obtained by opening the missile presence circuit.
Emergency firing
-Emergency jettisoning information for close combat AIR-to-AIR missiles is supplied from
emergency jettison button 51A in depressed position.
AC
BREGUET AVIATION
MIRAGE F
Fuel
dipper
system
(see 06-5)
FIGURE 5M - FUEL DIPPER COMMON CIRCUITS

AM
02-80 Restricted 0-116 FIGURE 5M 0-116
BREGUET AVIATION ^<5ir
MIRAGE F
SUMMARY TABLE OF GROUND SAFETY MECHANISMS
\ Menu
SAFETY
a ruien/ie
AIRCRAFT CARRYING DEVICES
ROCKET
LAUNCHERS
BOMBS
EXCEPT
DURANDAL
DURANDAL
ARMAMENT \^
SYSTEMS \
Carrying
Type device n.
FUSELAGE During i
X X X
GUNS Guarded
armament
test only
15A
(pro¬
switch
master
by
and
tected
cover
on
the
ground)
streamer
firing
Ground
preven¬
9
Aon
tion
microswitch
LH
U/C
main
Pylons
X X firing
Gun
button
X X X X X i
155ND
9158 (F4)
916B l ' 1
1under
A
firing
FID bytrigger
(protected
F2 stop)
safety
Pylon X X X X X X X
CLB30 Missile-bomb-rocket j
A
21
(button
pro¬
by
firing
tected
trigger)
system
Armament
on
selection
armament
2
A
panel
control
of
fuze
bomb
Selection
on
«safe»
condition
control
armament
2
A.
panel
on
i*rotectivevovers
jettison
buttons
125 kg
250 kg Pylons
400 kg
1000 1b 910B (F3) X X X X X Initiator
connection X X X
(MK10) 9158 (F4) on
*'
doors
open
500 lb 916B y
pylons
(MK82) X X X X X
Durandal Pylon head
Initiator
Practice CLB30 plugs

un¬
connecting
bomb X X X X X X
on
X
»
locked
pylcns
under Pylon
adapter CLB4
65A
EMERGENCY JETTISONING X X X Xon

pin
Safety
pylons
AF
10-84 Restricted 0-117 flap
on
Aerodynamic
0-117 0-117
A
65
(with
adapter
and
wire
handling
streamer)
MIRAGE F
I
BREGUET AVIATION ^&=
N.
ARMAMENT
SAFETY
MECHANISMS
N.
Restricted
AIRCRAFT
MANUAL 15
CARRYING DEVICES MISSILES TARGETS
SYSTEMS \ Guarded
armament
Type CarryingS.
device \
15A
(pro¬
switch
master
by
and
tected
cover
c
QJ SI
on
the
ground)
streamer
firing
Ground
preven¬
9A
tion
microswitch
LH
on
U/C
main
Missile-bomb-rocket
A
21
(button
pro¬
by
firing
tected
]
trigger) j
Missile system
Armament
on
R550 launcher X X X
selection
armament
X X x X
2A
39
panel
control
on
covers
Protective
jettison
buttons
i
Unlocking
mechanism
on
pin
locking
missile
launchers
on
(ynamjcjjap
X X X
S90B e
launchers
X
pin
and
streamer)
Towing
stub X X X X X
641A «LEMO»
connectors
VRAC of
initiators
(discon¬
X
500 nected)
EMERGENCY X R550 R550 Targets

on
clamp
Protective
JETTISONING ,
I.R.
detection
fuze)
(proximity
bolt
Explosive
(disconnected)
tilted
Towing
yoke
AH and
secu¬
rearwards
02-80 Restricted 0-118 red

with
ground
0l 11Ï
pin
safety
AVIONS MARCEL DASSAULT ù^è^TXL
BREGUET AVIATION^
MIRAGE F
CHECK OF REMOVED INITIATORS AND DETONATOR-HOLDERS

(Figure 5T)
1 - GROUND SUPPORT EQUIPMENT

- Electropyrotechnic circuits tester SIDETEL type F5 (1 1 16-00) or type F6 (1 116-19).
- Protective support 50 MS 056 for initiator electrical test.
- Tester V045-A with connecting cord V045-2A.
- Gun system tester MAT 30-550-F2 (3 CGF 136).
- Tester ALKAN 79829 for initiator I 50.
Refer to technical specifications in force, relative to initiator aging and life limits.
-
Carry out integrated test and preparation of testers in accordance with the instructions on the
-
applicable service cards.
3- PROCEDURE
WARNING :
(1) DO NOT HANDLE INITIATORS NEAR POWERFUL SHF GENERATORS.
(2) SECURE THE INITIATOR ONTO THE PROTECTIVE SUPPORT.
(3) BEFORE CHECKING, POSITION SAFETY SHIELD SO AS TO PREVENT PERSONNEL
FROM BEING INJURED AND EQUIPMENT FROM BEING DAMAGED IN CASE OF
ACCIDENTAL FIRING.
(4) INITIATORS MUST BE CHECKED EXCLUSIVELY WITH APPROPRIATE TESTERS.
(5) PORTS NOT USED ON PROTECTIVE SUPPORT ARE TO BE FITTED WITH AN
ADAPTER AND ITS PLUG.
A- Initiator F 71 A
(1) Preliminary steps
- Make sure that the initiator is installed in the appropriate adapter of the protective support.
- Fit the connecting plug and screw it in.
- Prepare the tester in accordance with the instructions on the applicable service card.
(2) Electrical connection
- Using cord W1 of the tester, electrically connect up as follows :

- connect the connector to the corresponding receptacle of the tester
- connect the red alligator clip (1 ) to the firing pin of the plug
- connect the black alligator clip (2) to the ground connection of the protective support.
(3) Check
- Refer to the tester service card and check the resistance value of the initiator which should be
between 0.8 and 1 .4 ohms.
(4) Final steps
- Disconnect the cord from the following :
- protective support and initiator,

- tester.
- Unscrew and remove the adapter plug.

- Remove the initiator.
Install and screw in the adapter plug.
AC
BREGUET AVIATION
MIRAGE F
CONTflOlIlr*
« CIACUI1 C*HOh
«T?
27
PORTE-AMORCES (AVEC CONTROLEUR CIRCUIT CANON)

SQUIB HOLDERS (WITH GUN CIRCUIT TESTER)
^3
FIGURE 5T - CONTROLE DES IMPULSEURS ET PORTE-AMORCES DEPOSES
PORTE-AMORCES (AVEC CONTROLEUR TYPE F5 ou F6)
CHECKING INITIATORS AND SQUIB HOLDERS REMOVED FROM A/C SQUIB HOLDERS (WITH TYPE F5 or F 6 TESTER)
AC
02-80 Restricted 0-122 FIGURE 5T
AVIONS MARCEL DASSAULT [LJ^^t^à.
BREGUET AVIATION
MIRAGE F
NOTE : For initiator I 28 : screw initiator into appropriate adapter and refer to the preceding instruc¬
tions for checking the initiator.
The resistance value is between 0.4 and 0.6 ohm.
B- Initiator MK-1 25
Refer to the preceding instructions for the installation and check of the initiator.
The resistance value is between 0.9 and 1 .9 ÎÎ.
C - Initiator I 50
-Screw initiator (3) into each of the magazine chambers (6 in all).

-Install equipped magazine (4) in breech (5) of tester by correctly engaging the two guide pins.
- Bring retaining stirrup (6) into vertical position and ensure magazine immobilization by tightening
knurled screw (7).
Check on tester that rotary switch (8) is in zero position.
- Put plug (9) of tester into receptacle J2 of the electropyrotechnic tester.

- Carry out preparation of the tester in accordance with the instructions on service card.
(3) Check
Set display switch S1 (10) of the tester to «OHMMETER» position.

-
Set gun switch S2 (11) to position 7 (scale marked from 1 to 8).
-
- On I 50 tester, successively bring switch (8) to positions 1 to 6.
- Make sure that for each contact, pointer (12) of circuit tester indicates a resistance value between
20 and 2000 ohms.
(4) Final steps
- Disconnect I 50 tester plug from receptacle J2 of the electropyrotechnic tester.

- Unscrew knurled screw of stirrup and fold it back.
- Disengage and remove the equipped magazine.
- Remove tested initiators.
AB
BREGUET AVIATION^,
/L-^frU. MIRAGE F
D Detonator-holder
The detonator-holder is to be equipped with two detonators DE FA type 52.
- Fit the pyrotechnical unit with a new detonator-holder.

- Engage pyrotechnical unit (21) (piston side) into the housing provided in mounting support (22),
then install locking pin (23).
Connect cord (24) to the electrical connector of pyrotechnical unit (21) and to that of tester :
- gun system tester (25),

- electropyrotechnic tester (26).
(3) Check
Using gun circuit tester :

-
-set selector switch (27), to «CARTOUCHE» (CARTRIDGE) ; the tester pointer should
remain within green dial range.
This operation allows the first detonator to be checked ; check the second detonator by changing
the position of switch (28) associated with connecting cord (24).
- Using electropyrotechnic tester (26) :

carry out preparation of tester in accordance with the instructions on service card,
-
set display switch 51 (29) to «OHMMETER» position,
- set gun switch S2 (30) to position 7,
- make sure that tester pointer (31) indicates a resistance value between 30 and 500 ohms.
This operation allows the first detonator to be checked ; check the second detonator by changing
the position of switch (28) associated with connecting cord (24).
(4) Final steps
- Disconnect cord (24) from the electrical connector of the tester and from that of the pyro¬
technical unit.
- Disengage locking pin (23) and disengage the pyrotechnical unit from mounting support (22).
AA
BREGUET AVIATION ^£ ^^ _ , .« A »...*. «.-
CHECK OF JETTISONING CIRCUITS IN

PYLON CARRYING MODE"
(figures 6 and 7)
1 - SCOPE
To check the flow of firing currents to the pylons in case of selective or general jettisoning of
stores other than bombs.
In the case of bomb carrying, refer to «CHECK OF BOMB RELEASE AND JETTISONING
CIRCUITS (WITH PYLONS INSTALLED)» (15-3).

- Alkan test set V070 P003
SAFETY MEASURES
WARNING :
SINCE JETTISONING CIRCUITS ARE INVOLVED IN THIS CHECK, MAKE SURE THAT
THE VARIOUS CARRYING DEVICES (PYLONS, MISSILE LAUNCHERS, ETC.) ARE IN
THE SAFE CONDITION.
Cock the ejector at each carrying station.
4- PROCEDURE
A - Preparation
- Turn on the battery switch in the cockpit.

Energize the aircraft.
AA
BREGUET AVIATION
MIRAGE F
MANUAL 15
FIGURE 6 - CONTROLE DES CIRCUITS DE LARGAGE DETRESSE EN EMPORTS

SOUS PYLONES UNIVERSELS FUSELAGE ET POINTS INTERNES VOILURE
CHECK OF EMERGENCY JETTISON SYSTEMS STORE CARRYING
UNDER FUSELAGE MULTI-PURPOSE PYLONS AND WING INBOARD STATIONS
FIGURE 7 - CONTROLE DES CIRCUITS DE LARGAGE DETRESSE EN EMPORTS

SOUS PYLONES POINTS EXTERNES VOILURE
CHECK OF EMERGENCY JETTISON SYSTEMS STORE CARR YING
UNDER WING OUTBOARD STATIONS PYLONS
AA
AVIONS MARCEL DASSAULT/L=^*^riJL
BREGUET AVIATION ^^^ _ ^ _
MIRAGE
.,»..
F
,-
B Check of fuselage section (figure 6)
- Connect a tester to the fuselage pylon :

- red plugs (1) to power supply terminals (2),
- blue plug (3) to ground connector (4).
- Check the pulse tester.
Depress «TEST LAMPES-LIGHT» pushbutton (5). «CIRCUITS 1 and 2» indicator light shall
come on.
NOTE : If indicator lights do not come on, check condition of :
- battery, replace it if necessary,

- indicator lights.
Depress «TEST m+m » pushbutton (7). Both indicator lights (6) shall come on.
(2) Check in general emergency jettisoning mode
- In cockpit, lift the guard and depress the general emergency jettison button :
- on pulse tester, «CIRCUITS 1 and 2» indicator lights come on.

- Release emergency jettison button :
- the indicator lights remain on.
- On tester, depress «RAZ-ZERO RESET» button (8).
(3) Check in selective emergency jettisoning mode
- In cockpit, set the jettison switch to the position corresponding to fuselage stition.
- Lift the guard and depress the selective emergency jettison button.
Checks and operations are identical to those carried out for general emergency jettisoning mode.
(4) Final steps (after fuselage station check)
- Unlock the pylon ejector.

- Disconnect the pulse tester.
AA
AVIONS MARCEL DASSAULTjLîtry^ MIRAGE F
BREGUET AVIATION^ô^L-^^ . ....,,.., ,c
C Check at inboard wing stations (figure 6)
- Connect the pulse meters to each inboard wing pylon :

- red plugs (1 ) to power supply terminals (2),
- blue plug (3) to ground connector (4).
- Check each pulse meter (this check is the same as that described for fuselage station).
(2) Check in general jettisoning mode
This check is the same as that described for fuselage station.
(3) Check in selective jettisoning mode
- In cockpit, set the jettison selector switch to the position corresponding to inboard wing
stations.
- The checks and operations are identical to those described for fuselage station.
(4) Final steps after check at inboard wing stations
- Uncock the pylon ejectors.

- Disconnect the pulse meters.
D Check at outboard wing stations (figure 7)
- Connect the pulse meters to each outboard wing pylon :

- connect adapters (9) to each initiator connecting plug,
- connect red plugs (1 ) to the adapters,
- connect blue plug (3) to structural ground connector (1 1 ).
- Check each pulse meter (this check is the same as that described for fuselage station).
(2) Check in general jettisoning mode
This check is the same as that described for fuselage station.
(3) Check in selective jettisoning mode
- In cockpit, set the jettison selector switch to the position corresponding to outboard wing
stations.
- The various checks and operations are identical to those described for fuselage station.
(4) Final steps after check at outboard wing stations
- Uncock the pylon ejectors.

- Disconnect the pulse meters.
AA
BREGUET AVIATION
E Final steps
- Deenergize the aircraft.

- Turn off the battery switch in the cockpit.
- Check that all the ejectors are uncocked.
AA
BREGUET AVIATION ^&
J^M^h^l
^^ _
MIRAGE
,. ..,
. , . ,
F
,_
CHECK OF JETTISONING CIRCUITS (CLEAN AIRCRAFT)

(figure 7M)
1 - SCOPE
To check the flow of ignition current through wing or fuselage electrical connectors.
The circuits checked are the selective and general jettisoning circuits.

- Multipurpose store carrying system tester (BUCE tester), ref. 9401 P.C.E.
- Aircraft adapter unit (VAA unit), ref. 5002 V.A.A.
- Chronoscope, ref. 0451 144 AA ECE (if required).
SAFETY MEASURES
STRICTLY FOLLOW THE SAFETY INSTRUCTIONS RELATIVE TO LOADED OR ARMED

AIRCRAFT (see manual 02-0).
WARNING :
AS THE PRESENT CHECK INVOLVES THE UTILIZATION OF JETTISONING CIRCUITS,
MAKE SURE THAT THE VARIOUS CARRYING DEVICES (PYLONS, MISSILE LAUNCHERS)
ARE IN THE SAFE CONDITION.
A Preparation of aircraft
(1 ) Under the fuselage, unscrew the attaching screws of access door 28.06 to the electrical connector ;
remove the door.
(2) Under the wings (inboard stations), unscrew the attaching screws of lower surface fairing V1 .51 at
each wing inboard station ; remove the fairing.
(3) Under the wings (outboard stations), remove fairing V2.43 giving access to the electrical connector
at each wing outboard station.
(4) Take the power supply cord out of the VAA unit lid and mate its connector with aircraft connec¬
tor 39Z (electrical master box).
(5) Set the battery switch to «on» then supply the aircraft with electrical power.
AF
AVIONS MARCEL
BREGUET
DASSAUlT//î>-ar-\l
AVIATION^! _ _
MIRAGE F
B Preparation and self-test of BUCE tester
(1) Mate the electrical connector of the power supply cord with the corresponding receptacle on
BUCE tester.
(2) Carry out preparation and self-testing of the tester as instructed in the service card contained in
the lid («DETECT I» test on «3A»).
C Preparation of VAA unit
(1 ) Prepare the unit as instructed in the service card contained in the lid.
(2) Mate connectors A and B of the adapter unit junction cord with corresponding BUCE receptacles
A and B.
(3) Connect the various connectors of the VAA unit-to-aircraft junction cord :
- connector F to aircraft connector 160A
- connector ID to aircraft connector 162 A
- connector IG to aircraft connector 161 A.
REMARK : For wing outboard stations, connect connector F, then :
- connector ED to aircraft connector 164 A

- connector EG to aircraft connector 165A.
(4) Place the VAA unit plate on the BUCE tester panel.
(5) Energize the BUCE tester.
AA
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4- CHECK
OPERATIONS AND RESULTS OPERATIONS AND RESULTS

ON AIRCRAFT ON GROUND
A Preliminary steps
Depress «TEST sis» button and check

that «DETRESSE/JETTISON»
indicator lights come on.
NOTE : The purpose of this operation

is to check that the carrying
stations are properly grounded
when no jettison order has
been sent.
B Tests in general jettison mode
(1 ) Set the rotary switch to position

«2».
(2) Raise the guard and depress the general

jettison button :
- «DETRESSE TOT/JETTISON TOT»
indicator lights come on,
- RH «INTENSITE/AMPERAGE»
indicator light comes on.
REMARK : When checkinq outboard

wing stations, the operator will note
that the wing station indicator lights
come on slightly later than the fuselage
ones.
This time delay (approx. 300 ms) may
be measured using the chronoscope.
(3) Release the jettison button :
«INTENSITE/AMPERAGE» indicator
light remains on
(4) Depress «REARM/RESET» button :
light goes out.
(5) Repeat the above operations for positions

«4» and «6» of the rotary switch :
similar operations and results.
AD
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MIRAGE F

C Tests in selective jettison mode
(1 ) Set the jettison selector switch to the position

corresponding to fuselage.
(2) Set the rotary switch to position

«4».
(3) Raise the guard and depress the selective

jettison button :
- fuselage «DETRESSE SELECT/
JETTISON SELECT» indicator light
comes on,
- RH «INTENSITE/AMPERAGE»
indicator light comes on.
(4) Release the selective jettison button :
- «INTENSITE/AMPERAGE» indicator
light remains on.
(5) Depress «REARM/RESET» button

light goes out.
(6) Repeat the above operations for inboard wing

stations by setting the jettison selector switch to
the corresponding position and the rotary switch to
positions «2» then «6» :
similar operations and results.
REMARK : When checking outboard wing stations,

repeat the above operations after having set the
jettison selector switch to the position corres¬
ponding to outboard wing stations.
AC
AVIONS MARCEL DASSAULT lLJ)>-*h*\
BREGUET AVIATION^,
MIRAGE F
5- FINAL STEPS
A Cut aircraft power supply.
B Return the battery switch to «off» position.
C Final stepson tester and adapter unit
(1) On BUCE tester, ensure that the various switches are in mid position and that the rotary switch
is at «O».
(2) Depress the «ALIMENTATION/SUPPLY» button.
(3) Disconnect :
- the BUCE tester supply connector from aircraft connector 39Z,
- the aircraft/adapter unit junction cords,
- the BUCE tester/adapter unit connectors.
(4) Return the BUCE tester and the VAA unit to their original condition.
D Final steps on aircraft
(1 ) Remove the ground firing shunt.
(2) Reinstall access door 28.06 to fuselage electrical connector.
(3) Reinstall inboard wing station fairings V1 .51 .
REMARK : If the checks concerned the outboard wing stations, reinstall fairings V2.43.
AA
BREGUET AVIATION
MIRAGE F
Check of
outboard wing
stations
Check of
inboard wing
stations
Electrical power
supply test
connector 39F
FIGURE 7M - CHECK OF JETTISONING CIRCUITS (CLEAN AIRCRAFT)

AA
AVIONS MARCEL DASSAULT /L-^'ii'U MIRAGE F
BREGUET AVIATION^SPi^-^Q^ .,»»,,,«,, ,-
CHECK OF TANK CARRYING CIRCUITS (CLEAN AIRCRAFT)

(figure 8)
1 - SCOPE
To check the flow of control current through wing or fuselage electrical connectors.
The circuits checked are the fuel circuits (transfer and refueling).

- Multipurpose store carrying system tester (BUCE tester), ref. 9401 PCE
- Aircraft adapter unit (VAA unit), ref. 5002 V.A.A.
A - Preparation of aircraft
(1) Under the fuselage, unscrew the attaching screws of access door 28.06 to the electrical connec¬
tor ; remove the door.
(2) Under the wings, unscrew the attaching screws of lower surface fairing V1.51 at each inboard
wing station ; remove the fairing.
(3) Take the power supply cord out of the BUCE tester lid and mate its connector with aircraft
connector 39Z (electrical master box).
(4) Set the battery switch to «on» position.
(5) Supply the aircraft with electrical power.
(6) Open access door 1 7.08 to the refueling panel.
B Preparation and self-test of BUCE tester
(1) Mate the electrical connector of the power supply cord with the corresponding receptacle on
BUCE tester.
(2) Carry out preparation and self-testing of the tester as instructed in the service card contained
in the lid.
AB
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MIRAGE F
Cockpit
instrument panel
Adapter
unit
FIGURE 8 - CHECK OF TANK CARRYING CIRCUITS (CLEAN AIRCRAFT)

AA
AVIONS MARCEL DASSAULT /L-îrU
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MIRAGE F
^£25S«^^ Restricted MANUAL 15
(1 ) Prepare the unit as instructed in the service card contained in the lid.
(2) Mate connectors A and B of the adapter unit junction cord with corresponding BUCE receptacles
A and B.
- connector F to aircraft connector 160A

- connector ID to aircraft connector 162 A
AA
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MIRAGE F
4- CHECK

A Check of transfer circuit
(1 ) Set «TRANSF» switch of LH wing

station to «-EV» then to «CONTAC¬
TE UR/SW ITCH» :
for each position, LH tank indicator light (1)
of the transfer panel comes on in the cockpit.
(2) Set «TRANSF» switch of RH wing

station to «-EV», then to «CONTAC-
TEUR/SWITCH» :
for each position, RH tank indicator light (2)
(3) Set «TRANSF» switch of fuselage

station to «-EV» then to «CONTAC-
TEUR/SWITCH» :
for each position, fuselage tank indicator light (3)
(4) Set «TRANSF» switches back to

their mid position.
AC
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MIRAGE F

C Check of refueling circuit
(1 ) On refueling panel, set switch (4) to the

position corresponding to refueling operation.
(2) Throw switch (5) to «on» position.
(3) Throw LH «RESERVOIR POINT

INTERNE/INBOARD POINT TANK»
switch to «REMPLISSAGE/REFUEL-
ING» :
on refueling panel, LH tank indicator light (6)

comes on.
(4) Throw RH «RESERVOIR POINT

INTERNE/INBOARD POINT TANK»
ING» :
on refueling panel, RH tank indicator light (7)
comes on.
(5) Set fuselage «RESERVOIR/TANK»

ING:
on refueling panel, fuselage tank indicator light (8)
comes on.
(6) Set the three switches back to their

mid position :
on refueling panel, the three indicator lights (6, 7, 8)
go out.
(7) Set switches (4) and (5) back to «off»

position.
D Final steps
(1 ) Close refueling panel access door 1 7.08.
(2) Carry out the following operations

- disconnect connectors A and B from
their receptacles,
- remove the VAA unit plate from the
BUCE tester panel.
AA
03-81 Restricted 0--175
AVIONS MARCEL DASSAULT jL->>~ir9L
BREGUET AVIATION^fi^L^Ô
MIRAGE F
^£-2*S*-«^^ Restricted MANUAL 15
5- FINAL STEPS
- Cut off aircraft power supply.

- In cockpit, set the battery switch to «off» position.
- Perform final steps on tester and adapter unit :
- disconnect :
- the BUCE tester/adapter unit connector,
- the aircraft/adapter unit junction cords ;
- return the BUCE tester and VAA unit to initial condition.
- Reinstall access door 28.06 to fuselage electrical connector.
- Install inboard wing station fairings V1 .51.
AF
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MIRAGE F
SAFETY MEASURES IN CASE OF BUTT GUN FIRING
1 - PURPOSE
As butt gun firing is not performed at Base level, it is not described in the documentation.
However, if the user ever wants to perform butt gun firing, he has to comply with the main safety
measures for personnel and equipment protection, which are listed below.
2- PREPARATION OF THE AIRCRAFT FOR BUTT FIRING
The aircraft should be placed on a special butt firing area presenting all the safety conditions
required. The aircraft is placed in a horizontal firing line, with the jacks anchored to the ground, as well
as the aircraft. Take the normal safety measures (see 02-0 and 02-6) for arming and loading of weapons.
3- SAFETY ACTIONS DURING FIRING
Take all the safety measures required for personnel safety on the ground before allowing the
operator in cockpit to perform firing.
In order to prevent any possible damage to the equipment due to vibrations, the following
operations should be carried out :
A Removal
- of the moving map display indicator (see 1 2-6)

- of all the items of equipment installed on the tilting floor.
B - Starting
(1 ) Gyro assembly (gyro center and standby gyromagnetic compass) :

-normal and standby heading channels switches ON (heading control unit).
(2) Sight (sight gyro) :

- sight on-off switch ON (on sight head).
(3) Standby horizon (gyroscope)

- horizon switch ON.
(4) Navigation indicator (servo-mechanisms).
(5) The hydraulic pressure should be built up in the systems to avoid free travel of the flight controls.
C Aircraft configuration
- All the doors should be closed, the speedbrakes, flaps and slats retracted.
- The flight controls should be set in neutral position.
AC
BREGUET
11^*^1
AVIATION^S?*^-^^
MIRAGE F
^S-tf»**--^^ Restricted MANUAL 15
SECTION 1
GUN SYSTEM
TABLE OF CONTENTS
Page
1-0 GENERAL
- Principle of gun system 1 -002

- Gun installation on aircraft 1-1 07
- Gun feed 1-110
- Operation of gun system 1-118
1-2 FAILURES
- Trouble shooting of gun system 1 -201
- Removal-installation of a gun 1-301

- Loading of an ammunition box 1 -304
- Check of gun firing circuits 1 -501

- Check of gunharmonization 1 -503
- Check of gunsupport harmonization 1 -506
- Check of gunattachment fitting tightening 1-51 1
- Harmonization of gun supports 1-512
1-6 CLEANING -CORROSION PREVENTIVE TREATMENT -PAINTING
- Check and maintenance of gun attachment fittings 1 -601

- Brief servicing of unused guns 1 -605
Figure No. Page
1 GUN SYSTEM ABOARD AIRCRAFT 1-001

1M GUN ELECTRICAL SYSTEM - SCHEMATIC 1-003
2 GENERAL LAYOUT (electrical components) 1-106
3 LAYOUT IN COCKPIT 1-106M
4 FRONT ATTACHMENT FITTING 1-107
4H CENTER ATTACHMENT FITTING 1-108
4R REAR ATTACHMENT FITTING 1-109
5 AMMUNITION BOX 1-111
AC
AVIONS MARCEL DASSAULTiL-i>lirU
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MIRAGE F
^£^~- «^^ Restricted MANUAL 15
LIST OF ILLUSTRATIONS (continued)
Figure No. Page
6 AMMUNITION CHUTES 1-113

7 LINK RECOVER CHUTE AND CASE RECOVERY DUCT 1-115
8 CASE RECOVERY COMPARTMENT 1-117
9 OPERATION OF GUN SYSTEM 1-119
31 REMOVAL/INSTALLATION OF A GUN 1-301M
32 LOADING OF AN AMMUNITION BOX 1-305
51 CHECK OF GUN HARMONIZATION 1-504
52 CHECK OF GUN SUPPORT HARMONIZATION 1-507
53 HARMONIZATION OF GUN SUPPORT 1-513
64 BRIEF SERVICING OF GUNS 1-607
AC
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MIRAGE F
SECTION A
Link recovery
chute
compartment
Gun feed
chute
C.17 C.17a C.19a C.23 C.2Sa

Ammunition \
box ;
\mmjD ECtH
. Shockwave breaker
AB FIGURE 1 - GUN SYSTEM ABOARD AIRCRAFT

12-76 *e*trieted 1-001
BREGUET AVIATION^
L*->~/'U. MIRAGE F
GUN SYSTEM PRINCIPLE
1 MECHANICAL SYSTEM (Figure 1)

The aircraft is equipped with two guns located on LH and RH sides, on fuselage lower section,
between frames 14 and 29. Each weapon is attached to the structure at three points which also allow
harmonization operations.
The front gun blast tubes are equipped with «wave-breakers». These avert the risk of engine
surging or flame-out during very high altitude, low-speed gun firing (see 03).
Each weapon is fed from an ammunition box located between frames 21 and 22, the connection
to gun being ensured through removable ducts.
During firing, shells and links are recovered :

- shells, in a compartment located between frames 23 and 25, in fuselage lower section,
- links, in two side compartments located between frames 21 and 22.
The ventilation is obtained (see 06) :

-for gun barrels, from an air inlet located between frames 13 and 14 and fed directly by the
boundary layer bleed,
- for gun bays, from an air inlet located between frames 21 and 22.
2 - ELECTRICAL SYSTEM (Figure 1M)

Guns are used in AIR-to-AIR or AIR-to-GROUND firing mode ; this firing can be :
either programmed, as per a selection carried out on the ground by a mechanic on gun control
-
units. The armament control panel 2A selector switch must be set to «SINGLE». The firing is then
limited (0.5 or 1 second fire or firing through only one gun),
- or free (SALVO) for the two guns.
A - AIR-to-AIR firing
For AIR-to-AIR gun firing, the AIR-to-AIR pushbutton is to be depressed on the throttle control.
There are two ways of achieving fire control :
- «Radar locked on» mode
- «Radar not locked on» mode
(1 ) «Radar locked on» mode
This selection made on bombing control panel (selector switch «MODE» on «AIDA») overrides all
other settings and provides visual firing with use of the radar.
NOTE : In case of radar unlocking, the selected firing distance is set manually on the distance display
unit.
Any short impulse on AIR-to-AIR pushbutton 37A (see 14-3) of the throttle control causes the
sight to change to AIR-to-AIR configuration ; this function is signalled by «RAPID GUN» indicator
light lighting-up on the windshield post.
AIR-to-AIR gun function is overridden by depressing rapid gun cancel button ; it is automatically
replaced by the function selected just before.
AF
LJ^'t, Al
BREGUET AVIATION^cP^^fQ^
MIRAGE F
^C^^^^> Restricted MANUAL 15
(2) «Radar not locked on» mode
This mode is similar to «AIDA» selection, but Air-to-Air gun pushbutton 37A on the throttle
control is depressed for a longer time, and the sight operates like a classical gyro sight.
Override is also obtained by depressing the RAPID GUN cancel button «A/A OUT».
B- AIR-to-GROUND firing
Firing can only be initiated by depressing manually pushbutton 1 1 A.
For Air-to-Ground gun firing, there are 3 ways of achieving fire control :
- NORMAL mode
- SECONDARY mode
- EMERGENCY mode.
(1) NORMAL mode

Firing on fixed target :
-
With «A/G GUN» button depressed and «FIX-MOV» selector switch on «FIX», the sight is in
AIR-to-GROUND gun configuration. The distance and height desired are set manually.
The mode selector switch is on «LAS A» or «LAS».
(2) SECONDARY mode .
- Firing on moving target :

With «A/G GUN» button depressed and «FIX-MOV» selector switch on «MOV», the sight
operates like in AIR-to-AIR configuration, and the radar has an Air-to-Ground range finder function.
The firing distance desired is set manually.
(3) EMERGENCY mode

- Radar mode, «MODE» selector switch on «AIDA» :
- It is used in case of failure of
the range computer or
the altitude function or
the gyro center.
The radar has an Air-to-Ground range finder function and the distance measured is transmitted to
the sight, on which the height is set manually.
- «MODE» selector switch on «EMG» :
This mode is used when only the sight and the radar operate corectly.
3- JUNCTIONS WITH POWER PLANT
The gun system is connected to the engine fuel dipper system (see 15-0).
AB
AVIONS MARCEL DASSAULT \
BREGUET AVIATION ^-£&=
MIRAGE F
OFF
F.DIP
Ground firing connector Ground oON
rÇo sa oVt prevention relay 82A
46S (radar)
50 ms gun
Ground Gun firing firing time
7A button delay relay
Ax 9A_l-a
11A
JÇ+. + 28 V gun firing
fuel dipper (15-0)
In flight
1A
-r-b-
2.
«o
To pulse distributor 25A
+ 28V
A/G GUN
AIR-to-GROUND
GUN
FIX SIGHT
+ 28V MOV
+ 28V moving target
sight + 28 V manual
MAN
AUTO»- Z) Bombs
Armament I ^ Navigation
master switch computer
13A -P*j Setting error
I o\g o ii
Test
o Stop 101 A BOMBING CONTROL PANEL
S.
Firing nAIDA Radar
Q °_EMERG range finder
+ 28V LAS A
\ .LAS. Firing
sight control
Detection
20A
SALVO
I
o
2. As 'SINGLE
10oc A/A missile

indicator light
Amber light
56A
+ 28V
4 a-Tf-2"'
II
Sight operation ** û A
+ 28V
Rapid gun cancel button
AIR-to-AIR + 28V
gun button
AIR-to-AIR gun
FIGURE 1M - GUN ELECTRICAL SYSTEM BLOCK DIAGRAM override
AF
02-78 Restricted 1-003 FIGURE 1M 1-003 FIGURE 1M 1-O03
BREGUET AVIATION
MIRAGE F
TABLE OF COMPONENTS
For location, see figures 2 and 3
Location Doc.
Access Door No.
ARMAMENT BOX (See 16-0) Equipment

bay
It comprises the electrical sub-assemblies of gun 13-00
system and other armaments.
1A GUN FUSE-BREAKER Electro-

center
- Protects DC system 1 in gun firing system.
2A ARMAMENT CONTROL PANEL (See 14-1 ) Cockpit

(RH console)
Provided for selecting and controlling gun armament ;
the pilot disposes of :
- A «SINGLE-SALVO» selector switch for selecting
single or salvo firing mode, according to the pre¬
selection set on ground on the gun control unit (it is
also used for bomb and rocket systems).
- A button panel ; when «A/G GUN» button is de¬
pressed, it :
- cuts in the power supply to master switch relay 4A,
if switch 15A «ARM. M» is set to «TEST»,
- selects Air-to-Ground function of the sight,
NOTE : This information, obtained via «FIX-MOV»

selector switch, is also fed to the
sight (+28V, moving target).
- sends+28V, manual mode, to the sight, via
«MAN-AUTO» selector switch,
- cuts in the power supply to the sight amber light C
(«armament ready»),
- transmits to the range computer the Air-to-Ground
gun attack mode,
- transmits initial point «setting error» information
to the electronic sight control unit.
- sends +28V sight voltage to the bombing control
panel 101 A (choice of firing control modes).
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
a «FIX-MOV» switch ; set to «MOV», it gives clearance

for manual firing at a moving target, with sight in A/A
mode and selected firing distance (200 to 800 m) set
manually.
3A FILM MARKING RELAY

(see 14-3 and 06-5)
4A ARMAMENT MASTER RELAY Bay

armament
This relay is energized when armament master switch 1 5A box
is in «TIR» (firing) position and also when the same switch
is in «TEST» position, provided that the air-to-ground gun
selector button (armament control panel 2A) is depressed.
When energized, the armament relay transmits the firing

order from gun firing pushbutton 1 1 A to gun control units
5A1 and 5A2.
5A1 LH GUN CONTROL UNIT Gun bay

19.07
- This unit controls the LH gun and has two functions :
- it programs firing (0.5 s or 1 s bursts, free firing or stop)
when set to «single» mode ;
- it sets off the pyrotechnical recocking cartridge when
the appropriate conditions for pyrotechnical recocking
are met.
It comprises :
- connector (1 ) (red mark) for connection to the
aircraft circuit,
- four-position switch (2) for programming firing,
- connector (3) (green mark) for connection to the gun.
The unit is attached by means of a shock mount (4) which

protects it from vibrations due to gun firing.
5A2 RH GUN CONTROL UNIT Gun bay

19.05
- This unit controls the RH gun and is identical to unit 5A1.
AG
AVIONS MARCEL DASSAULT /'
BREGUET AVIATION î
ÛL MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No. S 1
The mounting is provided with shock-absorbing support (4)

protecting the box from the vibrations caused when the gun
is fired.
5A2 RH GUN CONTROL UNIT Gun bay X

19-05
This unit is associated with the RH gun ; it is
identical with unit 5A1.
GA1 LH GUN - 30 mm automatic gun Gun bay X

19-07
This gun is a 30 mm electrically ignited automatic
weapon with a rotary barrel ; it is operated by
diverting exhaust gas, and fed by a belt with removable
links ; the position of the mobile elements is control¬
led through a series of contacts.
The weapon consists of :

- tube (1 ), fitted at its front section with a gas
pressure reducer (2) exhausting gas to the rear ;
secured to the gun by 90° locking using locking
pin (3), the tube is an integral part of the rear i
ward moving assembly

- electrical bar (4) and the various wires and connec¬
tors (5)
- feed box (6) which can be opened by turning and which
separates into two sections to prevent firing failures
- hole (7) for positioning the manual resetting device
and its lock (8)
- pyrotechnical resetting cartridge (9) and its
connector (10).
6A2 RHGUN Gun bay X

19-05
Identical with LH gun.
7A FIRING TRIGGER FUSE-BREAKER Cockpit X

(circuit-
- Protects DC system 1 of the gun firing trigger breaker
circuit. box)
8A GROUND FIRING CONNECTOR (See 15-0 and 14-2) LH X

wheel well
- Provided for shunting the ground firing safety switch
which cuts in the power supply to the firing trigger
circuit when the A/C is on the ground.
AC
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S 1
9A U/C MICROSWITCH LH
(See 15-0 and 14-2) wheel well
- U/C down : the switch cuts out the firing trigger

circuit.
- U/C retracted : the switch cuts in the power supply
to the circuit.
11A GUN FIRING PUSH-BUTTON (See 15-0) Stick X

hand grip
This push-button is actuated by the second boss of firing
trigger (1 ) which is set to forward position.
- The gun firing push-button energizes the gun firing
systems and film marking relay 3A (see 14-3).
The push-button can be depressed only after retraction
of firing safety stop (2).
NOTE:
The first boss of the firing trigger starts the sight
recorder operating by actuating push-button 63A
(see 14-3).
13A MASTER SWITCH FUSE-BREAKER Electro- X

center
- Protects DC system 1 of armament safety system.
14A SINGLE/SALVO RELAY Equipment X

bay arma¬
- It is energized by «SINGLE-SALVO» switch set ment box
to «SINGLE».
When energized, firing is achieved according to the
program set on the control unit .
- When not energized, firing is achieved in salvo mode
according to pilot's action.
15A ARMAMENT MASTER SWITCH (See 15-0) Cockpit X

(LH console)
This switch is fitted with a guard and has 3 positions :
« Firing-Stop-TEST».
- In Firing position, this switch energizes master switch
relay 4A.
- In Stop position, it de-energizes relay 4A.
- In «TEST» position, it energizes relay 4A if
«A/G GUN» button, on armament control panel, is
depressed.
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
_L j_
20A BOMB/ROCKET FUSE-BREAKER (See 15-2)
Protects DC system 1 of SINGLE/SALVO relay 14A.
35A SIGHT ELECTRONIC UNIT (See 14-3)
37A AIR-TO-AIR GUN PUSHBUTTON (See 14-3) Cockpit

(throttle
When depressing this pushbutton, AIR-to-AIR lever)
relay 54A is energized, and the sight is set in
AIR-to-AIR gun function.
40A SIGHT CAMERA (See 14-3)
54A AIR-TO-AIR RELAY (See 14-3)
When energized, it feeds sight amber light in AIR-to-AIR

gun function, and firing from AIR-to-GROUND
armament systems is no longer possible.
56A AIR-TO-AIR GUN CANCEL BUTTON (See 14-3)
90A AIR-TO-AIR GUN INDICATOR LIGHT (See 14-3)
101A BOMBING CONTROL PANEL

(See 14-3 and 15-3)
From AIR-to-GROUND information (guns, rockets or

bombs) provided by armament control panel 2A (when
depressing the corresponding buttons), supplies the j
sighting mode used for firing control.
46S GROUND PREVENTION RELAY (See 14-2)
When not energized, it prevents the radar range finder

from operating.
82A GUN FIRING TIME-DELAY RELAY Bay X

armament
When energized from «fire order» signal issued from box
gun firing pushbutton 1 1 A, this relay enables supplying of i
gun firing circuits after 50 m sec. time delay for closing.
!
i
! i
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
10a AIR-TO-AIR MISSILE INDICATING RELAY

(See 15-5 and 14-3)
When not energized, and once AI R-to-AI R relay 54A

has been energized, it feeds sight amber light O in
AI R-to-AI R gun configuration.
11a PHOTO-CELL UNIT Bay

armament
This unit includes a one-way diode which prevents any box
short-circuit between AIR-to-GROUND gun and
AI R-to-AI R missile control signals to the amber light
indicator (armament ready) on the sight.
AA
07 -77 Restricted 1 -105M
BREGUET AVIATIONx^S?^'
MIRAGE F
SECTION A | SECTION B SECTION C
VUE DE L'AVANT
FRONT VIEW
SHUNT TIR AU SOL

GRND FIRING CONN
FIGURE 2-IMPLANTATION GENERALE

GENERAL LAYOUT
AD 1-106
BREGUET AVIATION
MIRAGE F
rSESBs
56A

LAYOUT IN COCKPIT
AH
BREGUET AVIATION
MIRAGE F
INSTALLATION OF GUNS ON AIRCRAFT
Each gun is installed on aircraft structure at 3 points :

- at frame 17a : FRONT CLAMPING (anti-jerk clamping)
- at frame 19a .CENTRE SUPPORT
- at frame 20b : REAR ATTACHMENT FITTING
1 - FRONT CLAMPING (Figure 4)

It is located at the gun front section and its purpose is to prevent tube jerk during weapon opera¬
tion.
This assembly consists of fitting 1 which constitutes the lower section of frame 17a, onto which
cage 2 is fitted, the latter accommodating ball-joint yoke 3. Yoke 3 which accommodates the gun tube
and allows its recoil, has its rotation limited by two lug screws 4 fitted in two bushes 5 propped up by
cage 2. Screws 4 are fitted with PR compound and locked to one another by locking wire (see detail).
Two peel shims 6 fitted between fitting 1 and cage 2 position the latter after harmonization.
Attachment of cage 2 on fitting 1 is ensured on sides by screws 7. Flange 9 is picked up on fitting front
face by attachment screws 8 of cage 2.
SECTION A
4 J\X_5~
C.17a
VIEW ON F
FIGURE 4 - FRONT CLAMPING

AA
BREGUET AVIATION
2- CENTER ATTACHMENT FITTING (figure 4H)
The center attachment fitting is a matched assembly installed by means of five screws (1 ) bearing
on the rear face of fitting (2) on the lower part of frame 19a. It consists of a flange (3) and a cover (4)
assembled by six screws (6), to form a cage (outer ring) for the inner ring of ball joint (5) ; lower
screw (15) has a lockwire (8) and a lead seal (9).
The ball joint accommodates the front part of the gun cradle and ensures its locking.
Locking is obtained by rotating ball joint (5) by 30° ; this joint has six grooves corresponding to
the six ribs of the gun cradle.
Rotation of ball joint (5) is controlled by lever (10) which is coupled to clamp (1 1 ) by means of a
pin (16) (the latter is fitted with a lockwire (8) and lead seal (9)). Clamp (11) is in turn fixed to the
ball joint by three dog-point screws (12) which are locked with lockwashers.
When lever (10) is pushed in, a toothed rack drives home locking pin (13) ; the pin is pushed
through the ball joint and into the gun cradle, thus immobilizing the assembly.
Adjustment shims (14) are fitted between flange (3) and cover (4) to maintain a correct swivel
torque for the support during maintenance operations.
G 2 .6
C. 19a SECTION A
ASSEMBLY
O' !«"aSHJ*^l LOCK UNLOCK ' ^?\
REAR VIEW l~ ^ VERROU. DEVER. {_))
VIEW ON F
.16 _8 ^9
C. 19a
FIGURE 4H - CENTER A TTACHMENT FITTING

AB
BREGUET AVIATION
MIRAGE F
3- REAR ATTACHMENT FITTING (figure 4R)
A - It comprises two pins (1) and (2) fitted on gun rear attachment fitting (3) - (Lower section of
frame 20b).
Pin (2), outboard, is an off-centre pin. It is attached by means of washer and nut locked with
cotter pin (8). Its positioning is ensured by a notched lock plate (4) which engages onto the pin (2)
shoulder also notched. This plate is picked up on the fitting by screws.
Pin (1), inboard, is a plain pin fitted with two serrated washers (5-6). It goes through the two
serrated plates bearing on the fitting. Attachment is obtained by locked nut (7).
SECTION A
C.20b
LH gun - Rear view
FIGURE 4R - REAR A TTACHMENT FITTING
B - Pins (1) and (2), integral with the structure, are adjustable and enable the gun to be blocked :
(1 ) By eccentric for pin (2)
Lock plate (4), through notches play, its rotation (180°) or its orientation, ensures the various
positions of the pin.
(2) By serrated washers for pin (1 )
These washers allow adjustment as per two axes.
Moreover, an adjustment differential value can be obtained by simultaneous rotation of serra¬

ted washers (5-6) which have a marking notch for this purpose.
AA
iL-îrU.
BREGUET AVIATION ^S^3 J^^>
MIRAGE F
GUN FEED
1 - GENERAL
Each gun is fed with ammunition by its own system which includes an ammunition box connected
to the weapon through removable chutes.
- the links are recovered in a compartment individual to each gun,
- the shells are recovered in a compartment which is common to the two guns.
2 - AMMUNITION BOX (Figure 5)
Each ammunition box (1 . LH side - 2 : RH side) is installed in the fuselage, between frames 21
and 22, in the compartment limited by the air intake duct, the fuselage external profile, the link
recovery compartment ceiling and the fuel tank. Each box can accommodate 135 rounds of
ammunition.
A Description
The ammunition box is a box-structure consisting of panels 3, 4 and 5, electrically spot welded or
riveted to each other. It is locally reinforced by stiffeners 6, riveted or spot welded.
Two tubular handles 7 facilitate its handling (view on F).
The upper face consists of a cover 8, allowing the box to be filled. This cover, reinforced by
stiffeners 9, and fitted on hinge 10 opens towards the rear after extraction of pin 1 1 .
The lower section of sides 3 is finished by a bulbed edge which slides on a TEFLON pad, bonded
to the structure, when the box is engaged. Front and rear areas are reinforced with steel
strengtheners 33.
Two rollers 12, fitted on roller support 13 facilitate box positioning by sliding on two rails secured
to frames 21 and 22. Assembly is symmetrical.
A handle 14 made of folded sheet is equipped with a riveted stop 15 - (Detail E).
When the fuselage door is closed, contact between the door and stop 15 ensures the ammunition
box support.
On the external side, a belt slowing device 16 (Detail D) automatically «comes out» under the
action of a spring 1 7, as soon as the access door is open, and blocks the ammunition belt unfolding by
the insertion of a roller 18 between two rounds of ammunition. As soon as the door is closed, the
roller 18 retracts and frees the belt.
An elongated hole 19, with a doubler, is located on the external side face, under the belt slowing
device 16 ; this hole allows the ammunition belt to be manually held when the weapon is fed.
An elongated hole 20, with a doubler on its periphery, is located on the lower face ; this hole
allows the empty box to be manually held before the door is closed.
AA
BREGUET AVIATION
MIRAGE F
VIEW IN DIRECTION
FUSELAGE DOOR IN OPEN FUSELAGE DOOR IN CLOSED OF ARROW F
POSITION POSIT/ON
i i i
VIEW IN DIRECTION
OF ARROW FI
14 \ Rubber >^ Teflon

pad pad
FIGURE 5 - AMMUNITION BOX

AA
BREGUET AVIATION^
MIRAGE F
Two roller assemblies 21, parallel to the external side face, facilitate the unfolding of the
ammunition belt towards the feed chute. Each roller is held in position between two riveted bearings 22
by means of a pin 23 and a nut with washer 24.
Along the external vertical side and the bottom, two chutes are provided to ensure ammunition
sliding.
(1 ) Horizontal chute : consists of two stiffeners 26 and 27, made of folded plate and riveted to sides 3.
The floor of this chute is provided with two riveted steel slides 28 and the ceiling is provided with one
slide 29, which is also riveted.
(2) Vertical chute : it consists of a stiffener 30, made of folded plate riveted to sides 3.
B Loading instructions
Loading instructions are indicated by means of two plates bonded to the box-structure ; the first
one 31, concerning the loading mode is located on the external face ; the second 32, located on the
bottom of the box, indicates the location of the first shell during loading.
3- AMMUNITION CHUTES (Figure 6)

A General
Ammunition chutes connect the ammunition box to the corresponding gun. They start right at the
outlet of the ammunition boxes, on aircraft inboard side and end at the inlet of the gun feed device ;
they are installed so as to allow gun harmonization.
There are two ammunition chutes :
- chute 1 : upper
- chute 2 : lower.
B Description
Ammunition chutes consist of components made of folded sheet 3 and 4 and doublers 5 and 6
riveted to each other. They are provided with slides 7 and 8, identical to those of the ammunition box
chutes, which ensures continuity of ammunition routing.
Upper 1 and lower 2 chutes are made integral to one another by two pins 9, laterally positioned
and engaged in half hinges 10 and 11, and secured by finger grip clips 12.
The lower chute consists of a fixed section and a door 13, hinged on pin 14 and maintained in
closed position by pin 15. In addition, in its semi-circular section, the lower chute accommodates two
guides 16 and 1 7 made of folded sheet.
Chute attachment is ensured as follows :

-on ammunition box side, at the lower section, by two pins 18, going through riveted half
hinges 19 and maintained by finger grip clips 20,
- on the weapon feed box side, by upper pin 21 and lower pin 15.
Pins 14, 15 and 21 are respectively secured by finger grip clips 22, 23 and 24.
On chute 2 side, the end of chute 1 is held in high position by two springs 25 and 26 located
between the chute and the gun bay ceiling.
This support facilitates the removal and opening of lower chute 2 or the gun removal.
NOTE : These ammunition chutes are symmetrical ; they are marked with black paint letters in order
to prevent mistakes when installing them on the guns :
- G L/H for LH chutes
-D R/H for R H chutes.
AA
BREGUET AVIATION
MIRAGE F
Chute limit
C.21 C.22
FIGURE 6 - AMMUNITION CHUTES

AA
AVIONS MARCEL DASSAULT T
BREGUET AVIATION
\JX
-<^jp^>^C>
MIRAGE F
^C^^^^S Restricted MANUAL 15
4- LINK RECOVERY CHUTE (Figure 7)
A General
The link recovery chute is located at the outlet of the feed device, on aircraft outboard side. It
allows the links to be directed towards the recovery compartment. It is accessible after opening of
doors 21-08 (LH side) and 21-04 (RH side).
B Description
Chute 1 (cross sections AA and AB) consists of steel ribbed folded sheets 2, 3 and 4, welded to
each other. On gun side (cross section AA), a steel stiffener 5, riveted with doubler 6 and half hinge 7
encircles chute 1 .
On that same side, the chute is equipped with two lateral flanges 8, ensuring the guiding of the
links right from the outlet of the weapon feed box.
All along the chute, guiding is ensured :

-on the feed box side, by a milled and locally case-hardened steel guide 9, riveted to the chute,
- on the link outlet side, by a milled and locally case-hardened steel cam 10, secured by two
safetied screws 1 1 .
On the link outlet side (cross section BB), a stiffener 12, consisting of steel folded sheets welded
together, accommodates a hook 13 which is also welded ; a folded sheet metal cover 14, returned to
position by two springs 15 is fitted on a riveted half -hinge 16.
Cover 14 and cam 10 constitute the link ejection device assembly.
The link recovery chute is installed in two points :

- on gun side : by a pin 17 positioned in half hinge 7, secured to the stiffener on one hand and to
the weapon itself on the other hand,
- on outlet side : by hook 13, moving on a pinned shaft 18, integral to clevis 19 on structure.
5- CASE RECOVERY DUCT (Figure 7)
A General
At level of each weapon ejection chute, an ejection duct routs and slows down the cases before
they are ejected into the case recovery compartment.
The case recovery duct is harmonized with the weapon ejection chute by means of a serrated plate
and collar.
B Description
Each duct 20 consists of several welded components and its rear section is fitted with a slowing
device finished by rods 21 .
Attachment to aircraft is ensured by a support which can be harmonized and consisting of :
- a serrated plate 22, riveted to the frame,

- a serrated collar 23.
Elongated holes are located on the plate and collar ; together with the serrations, they allow
attachment of collar 23 after harmonization.
AA
BREGUET
J
AVIATION.^-SS0
MIRAGE F
C23
AIRCRAFT STRUCTURE
CROSS-SECTION B
CROSS-SECTION A
\ locking unlocking
position position
FIGURE 7 - LINK RECOVERY CHUTE AND CASE RECOVERY DUCT

AA
MIRAGE F
The duct is positioned in the collar by its base 24 and secured in locked position by a dog 25,
installed on a leaf spring 26.
6- LINK RECOVERY COMPARTMENT (See 03-0)
Accessible after opening of doors 21-08 (LH side) and 21-04 (RH side).
There are two link recovery compartments, both laterally located between frames 21 and 22.
Unlike the shell recovery compartment, they are not provided with special packings or protections.
There must be no obstacles in the compartments, even small ones, which could impede link
distribution.
7- CASE RECOVERY COMPARTMENT (Figure 8)
Accessible after opening of doors 23-07 (LH side) and 23-05 (RH side). The case recovery
compartment is located between frames 23 and 25a.
The bottom, the sides and the rear frame 25a are protected from the impact of ejected cases by
laminated plates, secured by screws.
Plates 3 and 4 are fastened to compartment doors 1 and rear cross-beam 2 (Section AA).
Plates 5, reinforced in their lower section for screw attachment, are fastened to slanting webs
(Section AA).
Plates 6 to 9 are fastened to frame 25a front face. These plates are secured by screws on folded
plates or angles 10 and 1 1, integral to the structure. The space between these plates and the structure is
packed with bonded KLEGECEL elements 12 (Section BB).
Areas to be set aside for the routing of components or aircraft structure elements, and aiso the
protrusions of the case recovery compartment itself are protected by resin and laminated fairings,
fastened by screws.
These fairings are installed and sealed with corrosive gas-tight cement.
On frame 23 rear section, a fairing 13 protects the compartment of the missile 530 system air
conditioning inlet and the fairing 14, located on frame 25a front section, protects the missile 530
supply circuit assembly.
AA
AVIONS MARCEL DASSAULT J _ MIRAGE F
BREGUET AVIATION ,^<nPs= ^^
SECTION A
Shell-case
recovery compartment
SECTION B
Cross-section
through symmetry plane 12
C.25a
<l*S«*î**S««*ï***î«5*S^**î«*0l<îi*$*î«i i
Aircraft centerline
C.2 3 C.25a
FIGURE 8 - CASE RECOVERY COMPARTMENT

AA 1-117
BREGUET AVIATION^
JL^tT^
_
MIRAGE F
GUN SYSTEM OPERATION

(See Figure 9)
1 - GENERAL
A Gun firing is manually controlled ; it can be achieved according to several modes, whatever the fire
control system (AIR-to-GROUND or AIR-to-AIR) (see gun system principle).
- In AIR-to-GROUND manual firing, three fire control modes are possible : NORMAL,
SECONDARY and EMERGENCY.
-In AIR-to-AIR manual firing, there are two possibilities: Radar locked-on and Radar not
locked-on modes.
B Firing is possible providing the following conditions are met :
- U/C retracted (microswitch 9A off) or ground firing connector 8A shunted

Armament master switch 15A («ARM.M») in FIRING position (guard up, switch tripped to the
left).
- Gun firing trigger depressed down to the second boss to actuate push-button 1 1 A.
NOTE : In AIR-to-GROUND or AIR-to-AIR functions, switch «AUTO-MAN» on armament control

panel 2A can be set either to «AUTO» or «MAN».
2- GUN FIRING OPERATION
A Firing selection
Gun firing programming is made from control units 5A ; each unit is associated with both guns 6A,
through the switches provided for presetting the various firing modes (salvo limited to 1 or 0.5 second,
free firing or stop).
AD
AVIONS MARCEL DASSAULT jL-**^S^ MIRAGE F
BREGUET AVIATION ^S^ J^
5A2 6A2
Ground firing connector

F.DIP OFF
ON
z -|l" H
r±<> "8A o4-f 46S

+ 28V sight operation A 40A
(14-3)%* ». ^| (14-3} r- -J K
TV- tI" i
7A
Ground
9A
Gun firing
button
s82A
3 »
! i|~-->
i
Aj- 11A + 28 V gun firing Fuel dipper Salvo

In flight fuel dipper (15-0) circuits .
1A
I Aj~
(15-0)
Single
«5 b : 35 4
+ 28V manual
A/G GUN -M-
+ 28V
sight + 28V
(14-3)
FIX AIR-to-GROUND gun
MOV + 28V moving target 5A1 6A1
Yellow
MAN + 28V (internal use) I- F
Bomb system (15-3)
AUTO
} Red A Cartridge
i H
>
13A
-o\^f> t o
5Av
Firing
Stop
s*4A K
^t-KBarrel
v-1
C/oses 0.07s /are/-
Cj
Test S//der
K2
Control
ji Relay
V81Y
(F 0.07s
time dela\.
Audio and firing
(missiles R550)
J Relay
4-f ^ "w-t
Pyrotechnical
71Y
(15-5) i
J- K3
®<SLlJ jCo/7r/-o/|
+ 2SV i
recocking
11 a
20A -A £l. w- |SJ (j reset 0.3 s
SALVO
A^ delay
t
U 'single
TOcc
35A
Voltage
-VVf
Q (15-5H -III- Firing
^ Hi"
i 14A
Salvo
regulation
C3
U^-i ->i-
+-** Amber light
-M- Control
56A
lr
90A
©©
+ 28V
sight operation
-A £_
28 V lighting
Y' 1 s
VÏÏ/
+ 28 V Timing
T^ o
0.5s »» module
-srr
54A
37A
AIR-to-AIR gun button
t28V
Single
A- o Salvo
FIGURE 9 - OPERA TION OF GUN SYSTEM

AIR-to-AIR GUN
Cancel
-à. Kl
Stop
-W-C3-
AG
02-80 Restricted 1-119 FIGURE9 1-119 FIGURE 9 1-119
AVIONS MARCEL DASSAULTiLe^rSL MIRAGE F
BREGUET AVIATION ôF*3^-^^ . ...,.,. .,
Depending on the position of the «SINGLE-SALVO» selector switch on armament control

panel 2 A, the pilot can use the following firing modes :
(1) Salvo:
«SINGLE-SALVO» selector switch in «SALVO» position.
Each weapon fires until ammunition is exhausted, as long as firing button 1 1 A is kept depressed.
The salvo limiter unit of control unit 5A is not used (relay K1 not energized) and the limiter
switch is in any position.
Firing is obtained under the following conditions :

- for the gun : the shot-meter, tube locking and slider contacts are closed,
- for the control unit : firing relay K3 is energized through action on firing trigger.
Pyro relay K2 and limiter relay K1 are not energized.
(2) Single :
«SINGLE-SALVO» selector switch in «SINGLE» position.
Each weapon operates according to the firing program set on its own control unit, as long as the
operator keeps button1 1 A depressed.
The relays K1 of control unit 5A are energized when the firing trigger is depressed.
For each gun system, firing is obtained under the following conditions :
-the salvo limiter switch is set to stop position ; firing relay K3 cannot be energized and firing is
not possible ;
- the salvo limiter switch is set to free firing position ; firing is performed as in the salvo mode,
except that the firing order passes through the salvo switch ;
- the salvo limiter switch is set to 0.5 second position ; firing relay K3 is short-circuited 0.5 second
after action on firing trigger ; the short circuit is caused by thyristor (T) which is itself controlled by
the timing unit which supplies power after 0.5 second ;
- the salvo limiter switch is set to 1 second position ; operation is identical but firing lasts one second.
NOTE : If one of the two switches is set to «STOP», the corresponding gun will not fire ; if the pilot
returns the switch to «SALVO», free firing will be possible with both guns.
AD
BREGUET
lLJ>~rl
AVIATION^^^P3^^^
MIRAGE
. , . ... .
.
F
,_ .
. Restricted MANUAL 15
B Pyrotechnical recocking
Pyrotechnical recocking occurs when a cartridge cannot be fired, although the gun conditions are
met (contacts closed) and the pilot is depressing the firing trigger.
Simultaneous maintaining of :
- energization of firing relay K3 (through firing trigger),
- 28 V supply (through closing of the three gun contacts), causes thyristor(£) to cut in after a
0.3-second delay, which leads to :
- de-energization of firing relay K3,
-after a certain delay, energization of pyro relay K2 for closing the ground circuit through
thyristor {2) , which causes firing of pyrotechnical recocking cartridge and, consequently, the back¬
ward movement of the parts and the ejection of the faulty cartridge.
The normal cycle is then resumed.
NOTE : (1) Pyrotechnical recocking can only be performed once (only one recocking cartridge).
(2) Each opening of slide and shot-counter contacts causes resetting of the 0.3-second time
delay.
C Firing with engine fuel dipper
When the fuel dipper switch of armament control panel 2A is set to «on», the firing pulse from
gun firing button 1 1 A is applied to :
- the fuel dipper through energization of film marking relay 3A, and to
- gun firing relay 82A, (whose closing is delayed by 50 ms) ; once energized, this relay, from its
working contact, routes the firing pulse to the gun control units, via relays 4A and 14A.
AC
BREGUET AVIATION. _
MIRAGE F
TROUBLE SHOOTING IN GUN SYSTEM
1 - SCOPE
The purpose of the operation is to detect the defective item of equipment or to direct trouble
shooting following an anomaly during operation or during system inspection, by means of the various
test boxes.
For an anomaly reported by the pilot, the mechanic will confirm the trouble by attempting to
resume the flight conditions :
- if the trouble is confirmed, comply with the procedure in the following tables,
- if the trouble is not confirmed, use the functional and wiring diagrams relative to the defective
system.

- Ground firing connector.
- Firing circuit tester 30-550-F3 (3CGF 203).
- Gun circuit tester 30-550-F2 (3CGF 136).
- Electrical power source, 115 V-200 V/400 Hz.
- Electrical power source, 28 V DC.
B Special tools
- Manual recocking device 3 CGF 197.
- Control box tester CRL 1 30-550-F4 (3CGF 204).
REPAIR
A General
There are two types of firing failures :

- category «A» failures which can be remedied on aircraft and which are characterized by stoppage
of the weapon in the following position : movable parts forward, slide-valve switch closed.
- category «B» failures, generally caused by a mechanical failure or the breaking of parts.
B Mechanical failures
(1) Category A failures
(Refer to applicable notice).
(2) Category B failures.
These failures cannot generally be remedied on the aircraft and, as a rule, call for internal inspection
of the weapon involving its removal for shipment to workshop.
AC
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
Cut the belt as close to the 'weapon supply box

Firing stoppage cau¬ Link jamming in the ejection chute
aspossible. !
sed by mechanical (blocking in ejection chute, non-
!
failures. ejection of links, etc.). Remove the weapon for shibmentto workshop.
Case jamming in the ejection

device.
First case : in the gun blast tube, Cut the belt as close to the weapon as possible.
between the sheet metal and a
star-shaped hole. Install the manual recocking device.
Slightly move the control s ide-valve backward.
Take out the case.
Remove the gun for shipment to workshop

Second case : between the supply
box and the drum casing, with
partial shearing of the case.
Cut the belt as close to the Weapon as possible.

Blocking of non-ejected case on the
anti-dual supply plate.
Remove the gun for shipment to workshop.
Blocking of the belt in the feed

Identical to link jamming.
chute (caused by link slipping).
Firing stoppage with Probable breaking or distortion through

no visible cause (con¬ excessive friction of an internal part.
trol slide valve not
forward, no round of Cut the belt as close to the weapon as possible.
ammunition and no
link in abnormal Remove the gun for shipment to workshop.
position).
AA
08-79 Restricted 1-202 1-202
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure Check SDAP
Procedure Procedure Result
reproducer.
C - Electrical failures
Both guns do not fire - Connect the firing circuit tester Yes - If the tester «CIRCUIT ENERGIZED»
when the push-button («gun firing circuit inspection» indicator lights remain out, make certain that :
is depressed. plug -see 15-1). - fuse-breaker 1 A is cut in ; if it is cut out,
reset it.
- Supply the aircraft through external If the fuse-breaker cuts out abain :
power receptacle i
- Position the ground firing connector -successively disconnect control units 5A1
and 5A2 !
- if it cuts out again, check control units

- Using an external power source CRL 1 by means of the tester.
(28 V DC supply), supply the I
30-550 F4 tester through the cord If the tests are not satisfactory, remove the
fitted with banana plugs. control unit(s). j
If the fuse-breaker still cuts out, with the boxes

being disconnected, check the circuit insulation.
- If all power supplies are correct, test the system

assembly. f
- If there is no firing, test the control units.
- If the test is not satisfactory, replace defective

boxes."
- If fuse-breaker 13A is cut in, check :
- that relay 4A coil is energized,
if energized, replace relay 4A
if not energized, check the circuit for continuity
- Check that relay 14A coil is energized
if energized, replace relay 14A
if the relay is not supplied, check the circuit for

continuity.
AD
06-75 Restricted 1-203 1-203
BREGUET AVIATION
J
^-SE»
MIRAGE F

TROUBLE BY
Failure SDAP
reproducer.
If fuse-breaker 7 A is cut in, check that :

- the coil of relay 82 A is under voyage when firing
pushbutton 1 1 A is depressed. !
If voltage is present, replace the reljay.
If voltage is not present, check the continuity of the

circuit between 7A, 8A, the rest contact of relay
16A and firing pushbutton 1 1 A.
Check operation of pushbutton 1 1 A-
If pushbutton is faulty, replace pushbutton 1 1 A.
If firing has not been possible in flight, No Replace or adjust.

and if the failure cannot be re-obtained
on the ground, check operation of
U/C switch 9A.
Firing mode does not Using the firing circuit tester, check - CRL 1 tester connected :
correspond to the operation («FIRING» indicator lights - check control unit operation
selection made (no remain out).
single firing) Replace defective control unit(s).
- if the control box operation is correct :
Check that fuse-breaker 20A is cut in
- if cut out : reset it j
- if it cuts out again, check the line insulation.
Check that relay 14A coil is under: voltage
- if voltage is not present, check the continuity of

the circuit and the operation of the «Single-Salvo >:
selector switch
Replace panel 2A if required
- if voltage is present, replace relay 14A
- if relay operation is correct, the control unit(s)

is (are) defective.
AC
07-77 Restricted 1-204 1-204
BREGUET AVIATION
MIRAGE F

TROUBLE BY
Failure SDAP
One of the weapons Using the gun circuit tester, test the If the test is not satisfactory, perform necessary
does not fire when gun. repairs (see para. A).
the push-button is
depressed. If the test is satisfactory, connect the firing
circuit tester (see gun firing inspection plug) and
test the system and the corresponding control
box. ]
Remove defective contro box for inspection in

workshop.
AA
05-74 Restricted 1-205 1-205
AVIONS MARCEL DASSAULT £
BREGUET
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AVIATION^^P^^cÔ
MIRAGE F
^C^^^^> Restricted MANUAL 5 1
4- FINAL STEPS
- Reset aircraft electrical system to working order.

- Remove the ground firing connector.
Disconnect firing circuit tester (on control boxes) and gun circuit tester (on gun), or control box
tester.
- Check that the various armament controls are set to OFF, and that the firing trigger is folded
forward, with the firing stop in position.
AC
AVIONS MARCEL DASSAULT ]LJ>-iJr\l.
BREGUET AVIATION^_ _ _
MIRAGE F
REMOVAL - INSTALLATION OF A GUN

(Figure 31)
A Standard tools
- Straight bit screwdriver, 200 mm long.
- 5 mm straight bit screwdriver.

- Danger warning placard.
Gun positioning trolley CMC5.
- Gun positioning lever 50 MS 019.
2- MATERIALS
Water-repellent oil 397-1
SAFETY MEASURES
In this worksheet, it is assumed that safety measures have been taken (refer to worksheet des¬
cribing operations to be carried out on return from a mission involving gun firing, in manual 02-6)
and that the gun is not loaded (except in case of firing incident).
If gun removal is performed with the gun containing ammunition (firing incident), INSTALL THE
DANGER WARNING PLACARD IN ACCORDANCE WITH SAFETY INSTRUCTIONS IN FORCE.
A Procedure
(1 ) Remove doors 19-05 and 19-07.
(2) If possible, remove center pylon (case of a carrying device not installed under fuselage).
(3) Remove the 4-bomb pylon if it is installed under the fuselage (see 15-3).
(4) Open access doors to :

- ammunition boxes, (21-03 and 21-09)
- link recovery compartments (21-04 and 21-08)
-barrels (18-05 and 18-07)
and empty link and case recovery compartments if required.
NOTE : On removal following gun jamming, carry out restoration to service condition (see 02-6).
AC
BREGUET AVIATION
Phase 1 : Positioning of trolley Phase 2 : Positioning of cradle
Phase 3 : Unlocking Phase 4 : Removal
FIGURE 31 - REMOVAL-INSTALLATION OF A GUN

AA
BREGUET AVIATION^c.
JLJ^^rV. MIRAGE
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_
4- PROCEDURE
I A Removal
- Remove the ammunition box.

- Remove the case ejection duct.
- Uncouple and remove the lower half section of the feed chute, the RH section remaining secured
to the ceiling, where it is returned to high position by springs.
- Remove the link ejection chute.
- Unlock and remove the barrel.
- Using a pin, secure positioning trolley (1 ) (phase 1 ) to the aircraft (in place of gun bay door) and
adjust the position of cradle (2) to the gun to be removed. Set the cradle against the gun, checking
that the assembly is not impeded at any point (phase 2).
- Unlock center support (3).
Using the upper movable section of trolley (4), move the cradle and gun assembly rearwards
(phase 3), so as to free the gun from the center support and the pins (5) of the rear attachment fittings.
Lower the assembly, being careful that the gun is not impeded at any point (phase 4).
CAUTION :
DISCONNECT THE CONTROL UNIT SUPPLY CONNECTOR (red mark), SO AS TO AVOID
ITS DETERIORATION WHEN THE GUN IS MOVED BACKWARDS ON THE TROLLEY.
B Installation
Prior to installing the gun, check locking and safetying of the various supports :
- positioning pins of rear attachment fittings
- center support
- anti-whip bushing of front support.
- Unlock the center support.

- Using a pin, secure the gun positioning trolley to the aircraft.
- Position the gun on the trolley cradle. Ensure that the electrical strip is correctly positioned.
CAUTION :
INSTALL THE RH FEED GUN ON THE RIGHT AND THE LH FEED GUN ON THE LEFT.
- Raise the trolley movable section, so as to bring the gun to correct positioning level.
- Position the cradle lugs (6) opposite the pins (5) of the rear attachment fittings and the cradle
sleeve opposite the center support.
- Check that the gun is not impeded in the box-type structure.
- Push the cradle 'and gun assembly forward to fit the lugs onto the pins of the rear attachment
fittings and the cradle sleeve in the center support. Facilitate gun installation by means of the posi¬
tioning lever, using the frame lower section as a support.
- Ensure that the gun is fully home and maintain it in this position.
- Lock the center support. If the gun is correctly positioned, the lock fits in its housing.
Remove the gun positioning trolley.
- Lubricate the barrel locking tenons.
- Insert the barrel from the front and lock it.
Check that the barrel locking indicator becomes visible.
AA
AVIONS MARCEL DASSAULT //^-%-Q MIRAGE F
BREGUET AVIATION ^£. _-çv . ...,...,. iC
5- FINAL STEPS
- Recouple the link ejection chutes to the guns.

- Reinstall the feed chutes
NOTE : When installing the ammunition feed chutes, make sure that the chute is positioned on the
relevant side :
- chute marked «G LH» for LH side
- chute marked «D RH» for RH side.
- Reinstall the case ejection ducts.

- Connect the control unit supply connector (red mark).
- Leave the gun supply connector (yellow mark) disconnected and place it in the case ejection
duct.
- Reinstall the center pylon and the gun bay doors.
- Close access doors to :
- gun barrels
- ammunition boxes
- link recovery compartments.
AA
BREGUET AVIATION
ÏLJ^^sL
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MIRAGE F
LOADING OF AN AMMUNITION BOX

(See figure 32)
1- SCOPE
Carry out the various maintenance operations on ammunition boxes and load them.
A Special tools
Strap type feeder (included in tool kit (3CGF 187)).
3- MATERIALS
I
- Water-repellent oil 397-1
- Open access doors 21-03 and 21-09 to ammunition boxes (if required).
Remove the ammunition boxes.
5- CHECK
Internal condition of the box

Drive out the cover attachment pin and open the cover.
- Check the sides and bottom and the guide chutes for condition.
Check the rollers for good condition and correct rotation.
In case of any «friction point» in the rotation, or any abnormal play of the roller on its pin or on
the bearing, remove the roller and rectify the anomaly (replacement of pin or roller).
Slightly lubricate the bearings if required.
External condition of the box

Check the different faces, riveted parts, stiffeners etc. for correct condition.
On the external face, check the ammunition belt slowing device for efficiency and the roller for
good condition.
- Check the various pads on box for perfect condition and correct bonding.
AC
BREGUET AVIATION
6- LOADING OF AN AMMUNITION BOX
A Preliminary steps
- Insert 135 cartridges in the belt.

- Add one link at the beginning of the belt.
B Loading
- With the boxes identified as «LH» and «RH», place the ammunition belt in the box, according to
the direction described on indicator plate (1 ) installed at the bottom of the box.
- Coil the belt, observing the coiling direction indicated on plate (2) on LH side of the box.
- Introduce strap type feeder (3) in the belt duct, with its hook directed upwards.
- Hook the feeder to the first link of the belt and stretch the latter.
- Unlock sliding pad (4) by depressing lock (5).
Go on inserting the belt in the duct until it comes out of box (6).
- Unhook strap type feeder (3) from the first link.
| C Final steps
- Close the upper box door and lock with attachment pin (7).
FIGURE 32 - LOADING OF AN AMMUNITION BOX

AC
AVIONS MARCEL DASSAULT tLJ>^r^ MIRAGE F
BREGUET AVI ATlON^fiF3^^^ m A Ml l A l 1 e
CHECK OF GUN FIRING CIRCUITS
1 - SCOPE
The purpose of the operation is :

- to ensure that the system is operating correctly after reinstallation of a component associated
with the gun system, or after the aircraft has been grounded for a long time ;
- if required, to direct troubleshooting (check of aircraft wiring and control units).

- Firing circuit tester 30.550.F3 (3CGF 203)
- Ground firing shunt from weapon adjustment kit (MRA9)
SAFETY MEASURES
STRICTLY FOLLOW THE SAFETY MEASURES RELATIVE TO LOADED OR ARMED

Open gun bay doors 19.05 and 19.07.

-
-Connect the tester cables to the connectors (yellow mark) of LH and RH control units on the
one hand, and to the corresponding tester connectors on the other hand.
- Install the firing shunt on ground firing connector (LH U/C).
- Energize the aircraft.
- Remove the safety pin from the armament master switch and the protective cover.
- Raise the guard of the armament master switch and set the switch to «test» position.
- On armament control panel , select AIR-TO-GROUND GUN mode.
4- PROCEDURE
A Check of free firing mode
-On tester, the red lights marked «CIRCUIT ALIMENTE» (circuit energized) should be lit.
- The ground operator tests the «TIR» (firing) and «PYRO» lights of the tester by depressing each
dimmer cap.
(1 ) Test of cockpit priority function
-The operator, in the pilot's place, selects FREE FIRING mode («SINGLE - SALVO» switch
to «SALVO» on armament control panel).
- On each gun control unit, set the mode selector to «free» position.
- Release the safety stop, fold the firing trigger forward and depress it for at least 3 seconds.
The «TIR» (firing) amber lights (on tester) flash while the trigger is actuated, then they go out.
AD
AVIONS MARCEL DASSAULT /L«*>~irVL
BREGUET AVIATION^^F^^Ô
MIRAGE F
- On each control unit, set the switch to «stop».

Depress the firing trigger during 3 seconds at least.
The «TIR» (firing) amber lights flash while the trigger is depressed, then they go out.
(2) Test of ground priority function
- On each control unit, set the selector switch to «free».

- On armament control panel, set the «SINGLE - SALVO» selector switch to «SINGLE».
- Depress the firing trigger during 3 seconds at least.
The «Tl R» amber lights flash while the trigger is depressed, then they go out.
- Cancel the «single shot» selection on armament control panel.
B Check of pyrotechnical recocking function
Depress the firing trigger during 10 seconds :

-the «TIR» amber lights (on tester) flash.
Simultaneously, on tester
The ground operator depresses the two «CARTOUCHE DEFECTUEUSE» (defective cartridge)
pushbuttons during 2 seconds :
- the «Tl R » amber lights go out,
- the «PYRO» green lights come on after 0.3 second.
Stop depressing the «CARTOUCHE DEFECTUEUSE» (defective cartridge) pushbuttons :

- the «PYRO» green lights go out,
- the «TIR» amber lights flash until the firing trigger is no longer depressed.
C Check of programmed firing mode
(1 ) Test of 0.5 second function
The ground operator selects «0.5 second» on each control unit.
The cockpit operator sets the «SINGLE - SALVO» selector switch to «SINGLE», then depresses
the firing trigger during 3 seconds.
The «TIR» amber lights flash during 0.5 second then go out.
(2) Test of 1 second function
The ground operator selects «1 second» on each control unit.
The cockpit operator depresses the firing trigger during 3 seconds.

The «TIR» amber lights flash during 1 second then go out.
(3) Test of stop function
The ground operator selects «stop» position on each control unit.
The cockpit operator depresses the firing trigger.

The «TIR» amber lights remain out.
NOTE : The «CIRCUIT ALIMENTE» (circuit energized) lights are on during the check.
AC
AVIONS MARCEL DASSAULT /LJ>2irU MIRAGE F
BREGUET AVIATION^S^L-^ ........... ,-
6- FINAL STEPS
A In cockpit
- On the armament control panel, depress the corresponding button to cancel the gun selection.
Lower the guard of the armament master switch and reinstall the protective cover and its safety
pin.
Fold back the trigger and install the safety stop on the control stick.
B On ground

- Disconnect the tester-to-control unit cables and set the switches back to «STOP» on the control
units.
- Close the gun bay doors.
- De-energize the aircraft.
AA
AVIONS MARCEL DASSAULTJ MIRAGE F
BREGUET AVIATION ^&. ^ - . ...».,,«,--
CHECK OF GUN HARMONIZATION

(Figure 51)
1 - PRINCIPLE
Ensure that gun setting is correct.

This check, which does not require gun removal, is performed by means of a sight-tube installed
in the gun barrel ; sighting is carried out on the harmonization panel. If the guns have been removed,
this operation is replaced by a check of the gun support harmonization.
- 2 mouth adapters MAT 30 550.F2 (3CGF 181).

- 2 sight-tubes OPL MC 55.
- Weapon adjustment kit MRA9.
A Aircraft configuration and installation of harmonization panel
(For DESCRIPTION AND INSTALLATION OF HARMONIZATION PANEL, see 10-0).
B Installation of sight-tube
Make sure that the sight-tube mouth adapter is installed in the configuration required for harmoni¬
zation of a 553 gun fitted with its gas pressure reducer ; if not, perform the following :
- remove protecting bush (1) ;
- remove knurled nut (2) and reinstall it by engaging its knurled section first ;
- engage the adapter in the barrel bore until cone (3) fits in the mouth ;
- bring knurled nut (2) in contact with gas pressure reducer (4) ;
- engage sight-tube (5) in the protecting bush ; it should fit onto guide pin (6).
CAUTION :
DURING THE FOLLOWING OPERATION, CHECK THAT INDICATOR (7) IS ATTACHED
TO ITS CHAIN ON THE PROTECTING BUSH.
4- PROCEDURE
Using the sight-tube, perform sighting and check gun setting, namely that the sight axis either
corresponds to the sight datum point on the panel or is within the range of tolerance (see 10-0).
AA
MIRAGE F
BREGUET AVIATION " MANUAL 15
Restricted
C.14 C.17 C.17» C.19a
Vers
panneau
Towards
panel
Visée
Sighting
FIGURE 51 -CONTROLE DE L'HARMONISATION DES CANONS

CHECK OF GUN HARMONIZATION
AB
AVIONS MARCEL DASSAULT L^^tO.
BREGUET AVIATION J^^'^J^<>
MIRAGE F
To perform a correct sighting, carry out the operation in two steps :

perform a first sighting with the sight-tube in low position,
- repeat the operation with the sight-tube in horizontal position, holding it lightly, without
exerting effort.
Average the two values obtained for the two sightings.

Perform the same operations on the other gun.
Any anomaly encountered during sighting indicates defective harmonization. Check of gun support
harmonization shall be performed.
5- FINAL STEPS
Once the check has been carried out :

- remove sight-tube (5)
- give the knurled nut (2) several turns of the screw to unblock the cone of the adaptor.
- disengage and remove the equipped assembly.
Restore the aircraft to flying order (see 10-0 «Installation of harmonization panel»).
AA
AVIONS MARCEL DASSAULT /L»i>îrVv
BREGUET AVIATION^£o^J^*»0>
MIRAGE F
CHECK OF GUN SUPPORT HARMONIZATION

(Figure 52)
1 - PRINCIPLE
Accurately check for correct support setting.

This operation is performed by means of a ground support equipment which is specific to the gun
(setting jig) and to the aircraft (front clamping alignment tool, harmonization panel).
If the guns are installed, this check will be performed only if the gun harmonization check has not
been satisfactory.
- Setting jig, type MAT 30.550.F2 (3CGF 184).

- Electrical power source, 28 V DC.
A Aircraft configuration
- The aircraft is in flight condition, with all equipment items installed and guns removed.
- Main U/C doors are open, in order to clear the sighting line (sighting along fuselage datum points).
- The aircraft is in the following configuration :
- fuselage fuel tanks : full
wing fuel tanks : empty.
B Preliminary requirements
The operation will preferably be performed under calm, temperate atmospheric conditions at
a stabilized ambient temperature, with no one working on the aircraft.
C Remove the guns (see 15-3 for removal-installation of a gun).
D Open access doors 17-05 and 17-07 to front clampings.

E Install the harmonization panel (see 10-0).
F Install the setting jig
Ensure that the center support on aircraft is unlocked ; if not, unlock it by means of the handle.
-
Position setting jig (1 ). To this end, engage the two ball-joints (2) of the jig clamp into the pins of
-
the rear gun attachment fittings.
- Position front castellated collar (3) of the jig in the center support ball-joint.
- Push the assembly forward, fully engaging the various attachment points.
- Lock the center support.
AA
AVIONS MARCEL DASSAULT L MIRAGE F
BREGUET AVIATION .. ^-<Î~J
C.17 C.17a C.19a
isée
>ghting
VISUALISATION CORRECTE VISUALISATION ADMISSIBLE

CORRECT IMAGE PERMISSIBLE IMAGE
Vers source TO BE SEEN^ TO BE SEEN
d'alimentation
to power -0,3 mm 15/100
supply _ (0.012 in) (0.006 in)
0,7 mm
(0.028 in)
VISUALISATION LORS DU CONTROLE DU BRIDAGE

IMAGE TO BE SEEN ON CLANPING CHECK
FIGURE 52 - CONTROLE DE L'HARMONISATION DES SUPPORTS CANONS

CHECK OF GUN SUPPOR T HA RMONIZA TION
AB
BREGUET AVIATION
iU-îrU.
^jjF^ LJ§^>
MIRAGE F
^£*^~^^> Restricted MANUAL 15
4- PROCEDURE
A Check of rear attachment fittings
Set the eye-piece to obtain a clear image. The focusing wheel (4) must be fully screwed for this
sighting.
Sight along harmonization panel «gun» sight datum point.
One of the following two results will be obtained :

- one image only is visible : correct harmonization
- two images appear.
These two images are juxtaposed :

-the harmonization can be considered as correct (tolerance range).
These two images are distinctly separate from each other ;

- harmonization is required
NOTE : This double image is due to the principle of the sight-tube, since the latter operates by dupli¬
cation of images.
The two images are symmetrical in relation to the sighting axis (recorded deviation is double
that of the deviation read off).
B Check of front attachment fitting
This operation is carried out with a setting jig, a sight-plate support or centering stud, a shim
relative to the aircraft, and a luminous sight-plate.
The purpose of the operation is to check if the front fitting is aligned with the rear fittings of the
gun, previously checked by sighting on the harmonization panel.
(1 ) In the tool box, select sight-plate support (5) or centering stud relative to the gun type 553, the
shim (6) relative to the aircraft and the luminous sight-plate.
(2) Remove sight-plate support plug (7), insert shim (6) inside sight-plate support (5), pass the electric
cable of the sight-plate in locking plug (7).
Insert the luminous sight-plate in the sight-plate support and re-screw the locking plug.
(3) Bring the duly equipped sight-plate support opposite the front fitting, positioning it from the rear,
and pass the electric cable through the fitting, then through the gun blast tube.
Engage the sight-plate support in the front fitting ball-joint.
(4) Supply the sight-plate light (DC or AC voltage)
(5) Fully unscrew eye-piece focusing wheel (4) and adjust until a clear image is obtained.
(6) Carry out sighting. One of the following results will be obtained :
- one sight circle only appears (correct harmonization of front fitting) ;
- two distinct sight circles, tangent to each other, appear ; the maximum permissible deviation is
obtained when the two small circles are externally tangent (see detail on figure) (permissible harmo¬
nization of the front fitting) ;
- two distinct sight circles appear (see 15-1 ).
Position of deviation : the deviation is in the position of the line joining the circle centers.
Direction of deviation : cannot be determined by direct reading in the sight-tube.
AC
BREGUET AVIATION
tLJ>~nk
^(Z^^gSà
MIRAGE F
C Repeat operations described in paragraphs A and B on the other side.
5- FINAL STEPS
- Cut off the sight-plate light power supply.

Free and remove the sight-plate and its support ; disassemble and stow them.
Move the center fitting control handle in «unlocking» direction.
- Free the setting jig by sliding it backward to disengage the pins of the rear attachment fittings of
the gun.
- Stow the harmonization panel and lower the aircraft onto its wheels (see 10-0 : «Installation of
harmonization panel»).
- Re-install gun (see 15-1).
AA
12_79 Restricted 1-509
AVIONS MARCEL DASSAULT /LJ^-^TU
BREGUET AVIATION ^fL _^ _
MIRAGE
..ami, ai «
F
t
CHECK OF GUN ATTACHMENT FITTING TIGHTENING
1 - SCOPE
To check the value of the tightening torque applied to the front attachment fitting, and to check
the safetying of center and rear attachment fittings.
A Standard tools
- Torque wrench kit, 0 to 3 m.daN (0 to 22.125 Ibf.ft)

- Torque wrench accessory kit, 0 to 3 m.daN (0 to 22.1 25 Ibf.ft)
- Remove gun bay access doors 19.05 and 19.07.

- Remove the guns (see «Removal-installation of a gun»).
- Open doors 1 7.05 and 1 7.07 giving access to the front attachment fittings.
4- PROCEDURE
A Front attachment fitting (figure 4)
Check the following parts of correct torque tightening (0.8 m.daN - 5.9 Ibf.ft) :
- the six screws 7 for attachment to the tube box,
- the three screws 8 for attachment to the anti-jerk fitting.
Check that the two dog point screws 4 retaining the spherical bearing are correctly safetied.
B Center attachment fitting (figure 4H)
Check that the five screws 1 fastening the center attachment fitting onto frame 19a are tight¬
-
ened to a torque of 1 .6 m.daN (1 1 .8 Ibf.ft).
- On the assembly constituted of the two half-shells 3 and 4, check that :
- the six screws 6 are tightened to a torque of 0.8 m.daN (5.9 Ibf.ft).
- On the unlocking system, check that :
- the three dog point screws 12 are safetied,
- nut 16 of the unlocking lever 10 pin is safetied with a pin (tightening torque : 0.725 m.daN
(5.34 Ibf.ft)),
AB
BREGUET AVIATION ^£l
]LJ>^r\L
_ _
MIRAGE F
NOTE : One need not be concerned if sealed wires 8 and 9 were to disappear during the removal
of unlocking lever 10 and/or baseplate 2 with its cover 4.
C Rear attachment fitting (figure 4R)

On gun rear attachment fitting 3, check condition and presence :
- of the retainer on nut 7 of lower pin 1 ,

- of locking pin 8, in the nut of upper pin 2.
NOTE : Should corrective action be required at the rear attachment fittings, the tightening torque
is 7 ± 0,5 m.daN (51 .625 ± 3.687 Ibf.ft).
D Repeat the above operations on the other side.
5- FINAL STEPS
- Install the guns (see «Removal-installation of a gun»).

- Install and close the gun bay doors.
- Close the doors giving access to the front attachment fittings.
AA
AVIONS MARCEL
BREGUET
DASSAULtX^~T^L
AVIATION^^^J^Qi
MIRAGE F
^S-****"-**^ Restricted MANUAL 15
HARMONIZATION OF GUN SUPPORTS

(Figure 53)
1- SCOPE
To perform the operations and adjustments required for harmonization of gun supports and case
recovery ducts, when sightings are found beyond tolerances.
A Standard tools
- 0 to 3 m.daN (0 to 20 ft. lb) and 2 to 20 m.daN (15 to 150 ft. lb) torque wrench kits.
- Torque wrench accessory kits.
Shock-wave breaker checking tool, template 50MS048.
C Spares
- Peelable shims for front clamping :

- réf. F810-001
shim
- réf. F81 0-002
shim
- réf. F810-003
shim
- réf. F81 0-004.
shim
- Nuts (qty : 12) réf. SIMLOC 6PH 135M.
Nuts (qty : 6) ref. SIMLOC 6PR 1C9M.
- Lock-washers (qty : 2) ref. 31650 AC 120LE.
- Split pins (qty : 2) ref. 23310 AA 30035 LE.
A Aircraft configuration
The aircraft is in the configuration «CHECK OF GUN SUPPORT HARMONIZATION». Refer to

this sheet.
B Installation of harmonization panel (see 10-0)
C Preparation of rear attachment fittings
- Loosen attaching nut (1 ) of off-center pin (2) after removing the split pin.
- Loosen attaching nut (3) of lower pin (4) after unlocking it.
- Loosen and remove both attaching screws (5) of lock plate (6).
AC
C.17C.17a C.19a C.23 C.25a
DETAIL C
C.23
SECTIONAL VIEW C
DETAIL B
777^^
C.17a
FIGURE 53 - HARMON IZA TION OF GUN SUPPORTS

AB
BREGUET AVIATION ^ï- _^
MIRAGE
,. . . , A ,
F
. _
D Installation of setting jig
- Refer to sheet «CHECK OF GUN SUPPORT HARMONIZATION».
E Sighting
- Adjust the eye-piece to obtain a clear image.

- The focusing wheel (at jig aft) must be fully screwed for this sighting.
- Sight along harmonization panel «gun» sight datum point.
NOTE : This double image is due to the principle of the sight-tube, since the latter operates by
duplication of image. The two images are symmetrical in relation to the sighting axis
(recorded deviation is double that of the deviation read off).
4- PROCEDURE
A Setting of rear attachment fittings
- According to the direction and the value of the deviation, move pin (4) by acting on the serrated
washers.
This setting is carried out :

by moving the serrated washers (7) and (8) vertically ; setting is achieved by steps of 1 mm
(0.039 in) ;
- by turning over these washers simultaneously ; setting is achieved by steps of 0.5 mm (0.020 in).
CAUTION :
THE MARKING NOTCHES OF EACH WASHER MUST BE ON THE SAME SIDE.
- Install the retainer and nut (3) on pin (4) and bring it into contact with the serrated washers (7-8)
in order to prevent the latter from sliding after setting, while allowing them to slide when adjusting the
off-center pin.
- Carry out sighting and make sure that sighting axis is closer to «gun» datum point on the harmo¬
nization panel.
AB
AVIONS MARCEL DASSAULT JL^-'i, "O. MIRAGE F
BREGUET AVIATION ^^^F3^^^ . ......... ,.
- Set the off-center pin (2).
This setting obtained by circular action on the pin is performed :
- by notch to notch displacement of the pin (11° 15' variation)

- by a 180° rotation of the lock plate (5° 40' variation)
- by lock plate pivoting from «position 1 » to «position 2» (2° 50' variation)
- To perform this setting and according to the value of deviation, change eccentric setting by
rotating the lock plate (6), until sighting axis is close to «gun» datum point on the harmonization panel.
- Record lock plate rotating direction and correction angle value.
- Remove the setting jig
- Return the lock plate in front of its attachment points.
- By acting on the off-center pin (2) (notch to notch displacement) return the pin to a position
close to that occupied during preceding sighting.
- Re-install the setting jig and lock it.
- Sight. If needed, rectify the position of the off-center pin and according to the value of the
deviation, ensure :
- either lock plate rotation through 180°,
- or lock plate pivoting (set-up in «position 2»).
- Sight again and make sure that sighting point and «gun» datum point on the harmonization panel
are aligned. If not, re-adjust until a correct harmonization is obtained.
It may be necessary to adjust the serrated washers to obtain correct harmonization, if the off-center pin
can no longer be adjusted.
When harmonization is satisfactory, or within tolerances (± 0.5 mrd in elevation and bearing), position
the attachment nuts of pins (2) and (4). Do not forget nut lock on lower pin (4).
- Torque each nut to 7 m.daN ± 0.5 (51.6 ft.lb ± 3.7).
- Position and tighten the attachment screws (5) of the lock plate (6).
- Sight again, and make sure that setting has not changed during tightening.
- On upper attachment pin (2) (eccentric), install pin on nut (1 ).
- On lower attachment pin, fold nut lock down (3).
CAUTION :
ENSURE THAT SERRATIONS ON LOWER ATTACHMENT PIN ARE CORRECTLY

POSITIONED AND DO NOT OVERLAP.
AB
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MIRAGE
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F
B Setting of front attachment fitting
This operation is carried out with the setting jig, a centering stud, a shim (specific to the aircraft)
and a luminous sight-plate.
It consists in aligning front gun fitting with rear gun fitting, previously harmonized.
- Position centering stud, shim and luminous sight-plate assembly in front fitting bore (see sheet
«CHECK OF GUN SUPPORT HARMONIZATION»).
- Supply the sight-plate light (AC or DC voltage).
- Fully unscrew eye-piece focusing wheel (setting jig) and adjust so as to obtain a clear image of
the luminous sight-plate.
- Carry out sighting ; determine deviation value and direction by applying light pressure to the
sight-tube.
- Remove the rear part of the gun blast tube to gain access to the attachment screws (9).
- Remove the front attachment screw of the tube air scoop.
Loosen the three front attachment screws (9) of the housing.
- Loosen the six attachment screws (10) of the housing and remove the shim locks, then the
shims (11).
- Determine the thickness of the new shims according to the value and the direction of the
deviation.
- Install the new shims (11), their locks, and tighten the attachment screws (9) and (10).
- Install centering stud, luminous sight-plate assembly and perform a new sighting.
- Rework the shims until an acceptable image is obtained.
Two results may be obtained :

- one image only appears : correct harmonization ;
-two distinct images appear : in this case, the two tangent small circles give the maximum tole¬
rance permissible.
- Check tightening of the six attachment screws (10) and the three front attachment screws (9)
(for information, the torque should be 0.8 mdaN (5.9 ft. lb)).
- Sight again to make sure that setting has not changed.
- Remove sight-plate and centering stud assembly.
- Re-install the rear part of gun blast tube.
C If needed, repeat the operations described above for the other gun.
AB
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^2^*<^> Restricted MANUAL 15
<
D Final steps
Cut-off the sight-plate light power supply.

Free and remove the sight-plate and its support ; disassemble and stow them.
-
Bring the center fitting control handle to «unlocking» position.
-
- Free the setting jig by sliding it backward to disengage it from the rear attachment fittings.
Stow the harmonization panel and lower the aircraft onto its wheels (see 10-0 : «Installation of
harmonization panel»).
- Re-install guns and respective tubes.
Check each gun for proper installation (at right angles to the frames, correct deflection of the
tube in the gun blast tube, etc.).
E Check of Shockwave breaker clearance
This check is made by verifying that a safety clearance exists between a template, the outside
diameter of which represents the maximum dispersion zone of shells leaving the gun barrel, and the
inside profile diameters of the four gun blast tube Shockwave breakers.
(1) Fit template (1) to centering shank (2) of the special tool by means of connecting sleeve (3).
(2) Fit centering shank (2) into the gun barrel and abut it on muzzle break (4).
(3) Check that the four Shockwave breakers are not in contact with the template.
NOTE : If it is found that the Shockwave breakers touch the template, recheck harmonization then
reposition the Shockwave breakers if necessary (see manual 03).
F Setting of shell recovery ducts
Open the access doors to shell recovery compartment.

-
Loosen the four attachment screws of serrated flange (12).
-
- Position and lock the shell recovery duct onto the flange.
- Bring shell recovery duct (13) at right angles to the gun blast, ejection tube, by adjusting serrated
flange (12), in elevation and bearing with respect to serrated plate (14).
- When setting is correct, tighten the four attachment screws.
- Close the access doors to the shell recovery compartments, install and close the gun access doors.
AB
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MIRAGE F
CHECK AND MAINTENANCE OF GUN

ATTACHMENT FITTINGS
1- SCOPE
The purpose is to ensure the checking and maintenance operations relative to front, center and
rear attachment fittings.
A Standard tools
- Torque wrench kit, 0 to 3 m.daN (0 to 22.1 25 Ibf.ft)

Torque wrench, accessory kit, 0 to 3 m.daN (0 to 22.125 Ibf.ft)
3- MATERIALS
- Grease Air 4210 or 4222

White spirit
- Sealing compound PR 1422 A2
- Lockwire
Retainer 23350 AC 080LE + locking pins 23310 AA015020L
4- PROCEDURE
Preliminary steps
- Remove the guns (see «Removal - installation of guns»).

- Open doors 17.05 and 17.07 giving access to the front attachment fittings.
A Front attachment fitting (figure 4)
Unsafely and remove the two screws (4) retaining the spherical bearing.
Rotate the spherical bearing inner ring through 90°, until it faces its housing cutout.
- Extract the inner ring.
Cleaning
The purpose of this operation is to remove burnt gas deposits, which may be very thick and
hard.
- Clean the inner and outer rings of the spherical bearing with white spirit, using a nylon bristle
brush or a wooden spatula.
CAUTION :
FOR CLEANING, NEVER USE A WIRE BRUSH OR METAL OBJECT. DO NOT CLEAN OR
DEGREASE TITANIUM PARTS WITH CHLORINATED SOLVENTS.
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^2=£>-^^ Restricted MANUAL 15
Drying
- Dry the spherical bearing inner and outer rings with compressed air.
Inspection
- Check spherical bearing inner and outer rings for condition (correct appearance, evidence of
peening or corrosion traces, etc.).
- Check the tightening (torque : 0.8 m.daN (5.9 Ibf.ft)) of :
- the six attaching screws 7 on the barrel box structure,
- the three attaching screws 8 on the anti-jerk fitting.
Lubrication
- Using a very clean brush, apply grease on the external surface of the inner ring and on the inside
surface of the outer ring.
CAUTION :
ANY WORK ON THE LUBRICATED COMPONENTS MUST BE PERFORMED WITH GREAT
CARE IN ORDER TO AVOID CONTAMINATION BY FOREIGN MATTER WHICH MAY BE
DETRIMENTAL TO OPERATION. LUBRICATE IMMEDIATELY BEFORE REASSEMBLY
ONLY.
Final steps
- Engage the inner ring in the outer ring cutouts, then rotate the inner ring through 90° so as to
reengage it.
- Install and tighten the two spherical bearing lock screws 4, ensure that the points of the screws
have been duly engaged in their housings and that the inner ring is captive (tightening torque : 0.8 m.daN
(5.9 Ibf.ft)).
- Safety the screws with PR cement, then with lockwire (see detail).
B Center attachment fitting (figure 4H)
Removal from aircraft
- Untighten and remove the five screws 1 , nuts and washers ensuring attachment of the center
attachment fitting on frame 19a.
Disassembly
- Unsafety screw 7 and untighten the six screws assembling the two half -shells.
- Disassemble the two half -shells 3 and 4.
- Free and remove setting shims 14.
CAUTION :
DO NOT DISSOCIATE THE SETTING SHIMS.
- Unsafety and untighten the three screws 1 2 ensuring attachment of flange 1 1 .

- Check that lever 10 is in unlocking position ; if not, bring it to this position.
- Disassemble flange 1 1 from spherical bearing 5, then spherical bearing 5 from half-shell 4.
CAUTION :
AS THE CENTER ATTACHMENT FITTING COMPONENTS (BASE , HALF-SHELLS AND
SPHERICAL BEARING) ARE MATCHED, DO NOT DISSOCIATE THEM DURING THE
VARIOUS MAINTENANCE OPERATIONS ON THIS FITTING.
AA
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^-^*^^> Restricted MANUAL 15
Cleaning
This operation calls for the removal of all existing grease.

- Clean the various spherical surfaces on spherical bearing, base and half-shells, using a nylon
bristle brush and white spirit.
- Clean the plate attaching the center attachment fitting on frame 19a.
CAUTION :
FOR CLEANING, NEVER USE ANY METAL BRUSH OR OBJECT. DO NOT CLEAN OR
DEGREASE TITANIUM PARTS WITH CHLORINATED SOLVENTS.
Drying
Dry the center attachment fitting with compressed air.
Inspection
-Check the spherical bearing and the two half -shells for condition of the protection (correct
appearance, evidence of peening, metal pickup, etc.).
- Make sure that the locking pin is in place on the nut of the unlocking lever 10 pin (but do not
take into account tell-tale lead, seal 9). The nut tightening torque is 0.725 m.daN (5.34 Ibf.ft).
Lubrication
- Using a very clean brush, apply grease on all the surfaces to be treated.
- Fill the spherical bearing circular groove with grease.
CAUTION :
ALL INTERVENTIONS ON THE LUBRICATED COMPONENTS MUST BE PERFORMED WITH
GREAT CARE IN ORDER TO AVOID CONTAMINATION BY FOREIGN MATTER WHICH
COULD BE DETRIMENTAL TO OPERATION. DO NOT LUBRICATE UNTIL IMMEDIATELY
BEFORE REASSEMBLY.
Reassembly
- Engage spherical bearing 5 in half -shell 4, then position flange 1 1 on bearing 5.

- Correctly position flange 1 1 , then bring lever 10 to «locking» position.
- Install the retainers, then the three flange attaching screws 12 ; tighten the screws then safety.
- Position setting shims 14 on half-shell 3, then engage the other half-shell 4 and assemble them ;
safety and lead-seal screw 15 (tightening torque :0.8 m.daN (5.9 Ibf.ft).
- Position the center attachment fitting on the rear section of frame 19a ; install screws 1, washers
and nuts and tighten them (tightening torque : 2.5 m.daN (18.437 Ibf.ft)).
AA
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MIRAGE F
REAR ATTACHMENT FITTINGS (figure 4R)
Inspection
Check the condition and presence of :

- the retainer on nut 7 of lower pin 1 ,
- locking pin 8 in the nut of upper pin 2.
Final steps
- Install the guns (see «Removal of guns»).

- Close doors 1 7.05 and 1 7.07 giving access to the front attachment fittings.
AA
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MIRAGE F
BRIEF SERVICING OF UNUSED GUNS

(Figure 61)
1 - SCOPE
The purpose is to ensure servicing of guns mounted on aircraft. This operation applies to guns
which have not been fired and which have not undergone short-term storage.
Gun maintenance tool case 30-550- F6 (3 CGF 189).
3- MATERIALS
I Water-repellent oil 397-1 .
Open and remove gun bay access doors 19-05 and 19-07.
5- PROCEDURE
- Remove electrical terminal strip (1 ) as follows :

remove strip safety device (2),
- unscrew both strip attachment screws (3),
remove the terminal strip while maintaining it parallel to the gun drum casing.
- Remove the firing control unit :

- remove lock (4) from the retaining screw,
- unscrew and remove the retaining screw,
unscrew and withdraw knurled sleeve (5) and its spring,
- withdraw firing control unit (6).
I Using a bristled cleaning rod soaked with cleaning product, very slightly lubricate the barrel and
the chamber (in firing position).
AA
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6- FINAL STEPS
- Firing control unit :

- install the firing control unit,
- install the knurled sleeve fitted with its spring,
- screw the knurled sleeve until alignment of one of the two retaining screw housings,
- tighten the retaining screw and block it with its lock.
- Electrical terminal strip :

- position the strip on the drum casing and engage yoke (8) on the firing control unit rod,
- screw both strip attachment screws,
- install the strip lock between both attachment screws,
- insert the electrical connector of the strip in one of the ejection tubes (9) of the gun feed
box,
- close gun bay access doors 19-05 and 19-07.
AA
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MIRAGE F
FIGURE 61 - ENTRETIEN SOMMAIRE DES CANONS

SUMMARY MAINTENANCE OF GUNS
AA
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^É^^^^s. Restricted MANUAL 15
SECTION 2
ROCKET SYSTEM
TABLE OF CONTENTS
Page
2-0 GENERAL
- Rocket system - Principle 2-001
- Table of components 2-1 01

- Carrying devices 2-108
- Rocket launcher type F1 D 2-109
- Rocket launcher type F2 2-110
- Rocket launcher type 155ND 2-1 10M
- Operation of rocket system 2-111
- Jettisoning 2-114
2-2 FAILURES
- Trouble-shooting in rocket system 2-201
2-5 CHECK - INSPECTION - ADJUSTMENT
- Check of rocket firing circuits (with pylons installed) using

F8 type test set 2-501
- Check of F2 and F155ND type rocket launchers installed under
pylons, using F8 type test set 2-505
- Check of rocket circuits (clean aircraft) 2-521
Figure No. page
1 CIRCUIT DIAGRAM OF ROCKET SYSTEM 2-002

4 UNDER-PYLON INSTALLATION 2-108M
5 ROCKET LAUNCHER TYPE F1D 2-109M
6 ROCKET LAUNCHER TYPE F2 2-1 10F
6M ROCKET LAUNCHER TYPE 155 ND 2-1 10N
7 ROCKET ELECTRICAL SYSTEM 2-112
7L WIRING DIAGRAM OF ROCKET LAUNCHER TYPE F1D 2-113
7M WIRING DIAGRAM OF ROCKET LAUNCHER TYPE F2 2-1 13M
7N WIRING DIAGRAM OF ROCKET LAUNCHER TYPE 155 ND 2-1 13N
8 CHECK OF FIRING CIRCUITS (WITH PYLONS INSTALLED) 2-502
9 CHECK OF A F2-TYPE ROCKET LAUNCHER UNDER PYLON 2-506
10 CHECK OF A 155 ND TYPE ROCKET LAUNCHER UNDER PYLON
USING F8 TYPE TEST SET 2-508
21 CHECK OF ROCKET CIRCUITS (CLEAN AIRCRAFT) 2-522
AC
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F
ROCKET SYSTEM PRINCIPLE
1 - CARRYING AND JETTISONING
Rocket-launchers are installed under inboard and outboard wing stations, by means of the multi¬
purpose pylons (dealt with in section 15-3), also used for carrying bombs and drop tanks.
In addition to their carrying functions, the multi-purpose pylons ensure :
- routing of firing pulses towards rocket-launchers
- forced jettisoning of- rocket-launchers, in case of selective jettisoning or emergency jettisoning.
There are two types of rocket-launchers :
A Combat rocket-launcher
- MATRA rocket-launcher type 155ND, containing eighteen 68 mm rockets which may be of the
following type :
- explosive warhead
shaped-charge warhead
-
anti-personnel explosive warhead.
-
- MATRA combat rocket-launcher type F1 D (expendable), containing thirty six rockets and which
can be dropped upon rocket launching completion.
B Pratice rocket-launcher
The type F2 pratice rocket-launcher contains six pratice rockets but can also be used for opera¬
tional missions with any type of the three above-mentioned rockets.
2- ELECTRICAL OPERATION (Figure 1)
Rocket firing is symmetrical for each wing, depending on the firing mode selection (single or salvo)
and on the selected carrying stations (inboard or outboard, inboard and outboard).
A- Salvo firing
Each rocket-launcher of the selected carrying stations operates in salvo mode, and all the rockets
are fired.
Firing is manually controlled and the salvo can be stopped as soon as firing button 21 A is released.
B Single firing
Every time firing push-button 21 A is depressed, a pulse is directed to each rocket-launcher of the
selected stations.
Simultaneously, a «single shot» signal is sent towards each rocket-launcher, which ensures the
«partial salvo» function of the rocket-launchers :
- releasing of 1 , 3 or 6 rockets, according to setting (rocket-launcher type 155ND).
- releasing of 6, 12 or 18 rockets, according to setting (rocket-launcher type F1 D).
- releasing of 1 rocket each time the firing pushbutton is depressed (rocket-launcher type F2).
AC
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BREGUET AVIATION .^P53
U/C microswitch 2A ARMAMENT CONTROL PANEL

7A 9A
21A RP CM
As t Bomb/rocket/missile
tj
v^
CO
c
o
IN FLIGHT firing pushbutton 5

8>
+ 28V ï :*.
-^~8À~cH sight ce t
I T j 22A 8
Ground firing connector
101 A BOMBING CONTROL PANEL
7<7 control
Firing I
\5sec.
0.5 sec. B
EMERG timene delay \
AIDA
Selected
To firing | LAS A rocket
MODE
control (14-3) lLAS firing
Sight camera -
lA control _^
IP (14-1)
Detection Initial point
setting error
+ 28V + 28 V Rockets
sight
**>
Inboard station
selection
RP Outboard station
20A
3 1 +2
selection
RP
SINGLE
As SALVO
10« -+- (14-3)
AIR-to-AfR
I To guns missile
indication
Co (15-1)
Cj 13A
Q
AA Amber light
A RMAMENT MASTER
SWITCH AIR-to-AIR gun
54 A
37A
56A AIR-to-AIR + 28V
i
RELAY AIR-TO-AIR <N
AIR-to-AIR GUN -o C
GUN PUSHBUTTON c o
CANCEL BUTTON CO
O
«
Override 5
to
+ 28V O £
3: ÏK
-j t:
8
FIGURE 1 - ROCKET ELECTRICAL SYSTEM PRINCIPLE

AE
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F
3 FIRING CONTROL
Firing is exclusively in AIR-to-GROUND mode and manually by the use of pushbutton 21 A.

For rocket firing in AIR-to-GROUND mode, there are two ways of firing :
either in normal mode,
- or in emergency mode.
(1) NORMAL mode
-Firing on fixed target .

With «RP» button depressed and «FIX-MOV» selector switch set to «FIX», the sight is in
AIR-to-GROUND rocket mode. Required distance and height readings are set manually.
- The mode selector is set to « LAS A» or «LAS».
(2) EMERGENCY MODE
Radar mode, selector switch «MODE» on «AIDA» :

This mode is used in case of failure of
the range computer or
the altitude function or
the gyro center.
The radar has an AIR-to-GROUND range finder and the distance measured is transmitted to the
sight, on which the height is set manually.
- Selector switch «MODE» on «EMG»
This mode is used when only the sight and the radar operate correctly.
NOTE : Any impulse on AIR-to-AIR pushbutton 37A gives priority to AIR-to-AIR gun configuration
and firing from AIR-to-GROUND rocket, bomb and missile systems is no longer possible if
one of them is selected.
AIR-to-AIR gun function can be overridden by actuating the rapid gun cancel button
«A/A OUT».
AB
09-77 Restricted 2-°°2M
BREGUET AVIATION
DESCRIPTION OPERATION
TABLE OF COMPONENTS
Layout - See Fig. 2 and 3
Location Doc.
Access Door No.
BAY ARMAMENT BOX (See 16-0) Equipment

bay
It groups the electrical sub-assemblies of the armament 13-00
systems.

(RH console)
The armament control panel ensures the following for the
rocket system :
- selection of rocket function
- selection of firing mode (single or salvo)
These operations are performed by means of :

- «RP» selector button (20) which, when depressed, sends
- firing pulse, from firing pushbutton 21 A, to control
relay 22A,
- firing control selection information to bombing
control panel 101 A.
- «28V rockets» information to the sight.
- initial point «setting error» information to
the sight.
- +28V power supply to control relay 22A.
- information on selection of carrying stations
(coming from 101 A to firing relay 23 A).
- signal of firing mode selection (single/salvo), to wing
stations, through relays 23A and 24A.
- supply of the sight amber light D («armament
ready»)
- «RP» selector switch (16) with 2 positions : «SINGLE-

SALVO», which allows the single or salvo rocket firing
mode to be selected.
AF
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Restricted
MANUAL 15
Location Doc.
Access Door No. S I

(Circuit-
Protects DC system 1 of the firing trigger circuit. breaker
box)
8A GROUND FIRING CONNECTOR (See 15-0) LH X

wheel
Allows the ground firing safety microswitch, which well
supplies the firing trigger circuit, to be shunted when
the aircraft is on the ground with U/C extended.
9A U/C MICROSWITCH (See 15-0) LH X

wheel
U/C extended : cuts out the firing trigger circuit. well
U/C retracted : allows this circuit to be energized
13A MASTER SWITCH FUSE-BREAKER Electro- X

center
Protects DC system 1 of the armament safety line.
15A ARMAMENT MASTER SWITCH «ARM.M» Cockpit X

This switch, when set to Firing or «TEST», energizes

rocket safety switch relay 24A, through a rest contact of
Air-to-Air relay 54A.
20A BOMB/ROCKET FUSE-BREAKER Electro- X

center
Protects DC system 1 of the various selection lines of
the carrying stations and the firing mode ; also protects
power supply to control relay 22A.
21 A ROCKET-BOMB-MISSILE FIRING Cockpit X

PUSHBUTTON (See 15-0) (Stick
handgrip)
Located on the rear face of the control stick handgrip,
and protected by firing trigger (1 ) pulled back, this
pushbutton, when depressed, transmits a signal :
- to control relay 22A
- to bomb dropping circuits (15-3) and missile firing
circuits (15-5).
AE
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Restricted
MANUAL 15
Location Doc.
Access Door No.
22A CONTROL RELAY Bay X

armament
Energized by the firing pulse from BRM button 21 A, this box
relay :
- ensures supply of rocket firing relay 23A,
- routes the sight recorder control signal to relay 43A.
Opening of this relay is delayed by 0.5 second so as to
permit firing of a complete salvo.
23A ROCKET FIRING RELAY Bay

armament
The rocket firing relay is energized by the signal from box
relay 22A ; when in operating position, it ensures routing
to the wing carrying stations :
- of the firing signals (applied to the carrying stations
selected on bombing control panel 101 A),
- of the firing mode selection signal (single or salvo).
24A ARMAMENT MASTER RELAY Bay

armament
This relay is energized when armament master switch 15A box
is set to «TIR» (firing) or «TEST» position, and provided
air-to-air relay 54A is not energized.
In operating position, it routes firing and firing mode
selection signals to the wing stations.

(see 14-3)
37A AIR-TO-AIR GUN BUTTON

(see 14-3)
Ensures energization of air-to-air relay 54A and causes

the sight to change to air-to-air gun function.
AD
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
46A SELECTIVE JETTISON BUTTON Cockpit

panel)
This pushbutton, marked «JETTISON», ensures
emergency selective jettisoning of the stores installed
under the various carrying stations.
When depressed, this pushbutton routes the control

current to «WING 1-2, FUS» selector switch 48A.
47A EMERGENCY JETTISON BUTTON Cockpit

panel)
This pushbutton marked «EMERG», ensures simulta¬
neous jettisoning of all stores carried under the various
carrying stations.
48A JETTISON SELECTOR SWITCH (See 15-0) Cockpit

(Instrument
In the emergency selective jettisoning mode, ensures panel)
the selection of the various wing and fuselage carrying
stations.
in «WING 2» position, it transmits the jettisoning
pulse to wing outboard stations 2.
- in «WING 1 » position, it transmits the jettisoning
pulse to wing inboard stations 1.
- in position «FUS», it transmits the jettisoning
pulse to the fuselage carrying station.

When energized, it cuts in power supply to the «Arma¬
ment ready» amber indicator light and sets the sight to
Air-to- Air gun function ; then simultaneously it cuts out
the + 28 V feeding rocket master switch relay 24A,
thus preventing rocket firing.
56A AIR-TO-AIR GUN CANCEL BUTTON (See 14-3)
57A FILM UNWINDING RELAY (See 14-3)

Energization of control relay 22A causes supply of the
film unwinding relay, hence starting and marking of the
sight recorder film.
101A BOMBING CONTROL PANEL
In rocket firing function, permits :

-selection of carrying stations by means of «RP» station
selector switch (9) set to one of the following positions
1 : inboard stations
2 : outboard stations
1 + 2 : inboard stations + outboard stations.
AF
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.

(see 15-5)
11a CELL BOX

(see 15-1)
161A LH INBOARD STATION ELECTRICAL LH wing

CONNECTOR station 1
V1.51
Allows electrical connection between aircraft and inboard
wing pylon.
162A RH INBOARD STATION ELECTRICAL RH wing

CONNECTOR station 1
V1.51
Allows electrical connection between aircraft and inboard
wing pylon.
164 A RH OUTBOARD STATION ELECTRICAL RH wing

CONNECTOR station 2
V3.47
Allows electrical connection between aircraft and outboard
wing pylon.
165A LH OUTBOARD STATION ELECTRICAL LH wing

CONNECTOR station 2
V3.47
Allows electrical connection between aircraft and outboard
wing pylon.
AB
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*1
^ rr
C.17 C.26 \ C.28 .

k8A *- 9A
SHUNT TIR AU SOL

GRND FIRING
SECTIONS
AetB
SECTIONS
AandB
165A
162A 164A

GENERAL LAYOUT
AH
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AJ LAYOUT IN COCKPIT
BREGUET AVIATION^âT
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^
MIRAGE F
CARRYING DEVICES
(figure 4)
Rocket launchers are installed under the wings, by means of multipurpose pylons which, in
addition, ensure :
routing of firing and firing mode pulses toward rocket launchers,
- jettison after firing (in the case of expendable rocket launchers),
- general or selective jettisoning.
The aircraft-to-pylon junction is described in section 15-3 ; as regards the rocket function, the
pylons include a certain number of specific components.
STATION 1 PYLON
- A pylon-to-rocket launcher connector (1 ) connected, when not in use, onto its dummy receptacle
secured to the pylon lower base plate.
This connector is accessible through door (2), on pylon LH side.
-A rotary switch (3) marked «TANK-ROCKET/BOMB» and which ensures the opening of pylon
bomb system when set to «TANK-ROCKET» position.
- A retaining clevis designed to facilitate jettisoning of F1 D type rocket launchers.
This clevis mainly consists of body (4) ended at its lower part by a clevis (5) fitted with a ball
pin (6).
The socket is locked in rotation by means of three balls. The retaining clevis assembly is secured
by means of a ball-locking device (9) driven by tubular shaft (10).
STATION 2 PYLON
- A pylon-to-rocket launcher connector (1 1 ), accessible on the lower flange ; it is connected to a
dummy receptacle and maintained by a grip clip (12).
-A rotary switch (13) marked «TANK-ROCKET/BOMB» and which closes the circuit of
connector (1 1 ) when set to «TANK-ROCKET» position.
- A retaining clevis designed to facilitate jettisoning of F1 D type rocket launchers.
This clevis mainly consists of :
a threaded body (4) ended at its lower part by a clevis (5) fitted with a quarter-turn quick-
locking lever (6) ;
- a socket with castellated nut (7), designed to ensure height adjustment of the clevis ; the
socket is locked in rotation by means of three balls maintained by a circular clip (8) located above the
castellated nut ; the retaining clevis assembly is secured by means of a ball-locking device (9) driven by
tubular shaft (10).
AB
BREGUET
J
AVIATIONôF3 $>^
MIRAGE F
POINT 2
STATION 2
Position déverrouillée Position verrouillée

FIGURE 4 - INSTALLATION SOUS PYLONE Unlocked position Locked position
UNDER PYLON INSTALLATION
AB
04-81 Restricted 2-1 08M FIGURE4 2-10
BREGUET AVIATION^
f ^-"r-U
_ _
MIRAGE F
ROCKET LAUNCHER TYPE F1D

(figure 5)
The type F1 D rocket launcher is designed to carry and fire thirty-six rockets ; it exists in LH and
RH versions, achieved by :
- offsetting of front and rear rings

- orientation of electrical connector
- position of rear hook
It consists mainly of :
- a front part protected by a thermal shield cone (1) through which the rockets pass when fired ;
| - a center structure whose upper part supports the pylon guide lugs and has two hooking rings (2)
at 14-inch centers ; each pair of rings (one each for the LH and RH rocket launchers) is mounted so as
to diverge by 1° ; a plate (3) located between the rings gives the orientation to be followed when
mounting or changing a rocket launcher, for the first time ;
this center structure also consists of :
the salvo selector (4) with two sectors, each with three positions :
- a green sector for the three active positions «6», «12», «18»,
- a black sector (not used) ;
- a safety circuit breaker (5) (designed to break the firing circuits when the aircraft is on the
ground), with a manually operated opening lever secured with a pin and a streamer ; it closes in flight
when the airspeed exceeds 1 80 knots ;
| - cone fitted with a pylon connector plug (6) and a rear hook (7) which is used as a support
a rear
during jettisoning of the rocket launcher.
As with the hooking rings, both rear hooks are fixed either on the R H or on the LH side, and
a plate (8) located between the hooks, gives-details for mounting on the rear cone.
The connector plug (6) is oriented 8° to the left or to the right according to the version in use.
The rockets are installed in the launcher in three circles :
- an outer circle of 18 rockets

- a center circle of 12 rockets
- an inner circle of 6 rockets.
Should the rocket launcher not be jettisoned after firing, it may be reused once (outer circle
only).
AA
BREGUET AVIATION
MIRAGE F
.Plage verte
Green sector
Plage noire
Black sector
ORDRE DE MISE A FEU

DES ROQUETTES
ROCKET FIRING
SEQUENCE
FIGURE 5- LANCE-ROQUETTES TYPE F1D

ROCKET LAUNCHER TYPE FID
AA
BREGUET AVIATION^
iL>^rU.
_ _
MIRAGE F
ROCKET LAUNCHER TYPE F2

(Figure 6)
The rocket-launcher type F2, designed for carrying and firing six practice or service rockets, is
adapted for LH or RH version by off -setting the front ring.
It mainly consists of :
- a cone-shaped nose (1) with six guide-tubes which can be fitted for high-speed flights with a
tapered heat shield (2) and a support muzzle (3), the assembly being secured by means of a locking
end -piece (4) ;
- a center structure equipped with a support flange for the initiator guide lugs and with two
hooking rings (5) with center lines 14 inches apart. Each front ring when off-set on the LH and RH
rocket-launchers, ensures a setting parallel to the aircraft axis line when mounting is completed. An
indicating plate (6) located near this ring determines mounting and version. This center structure also
consists of :
at the lower section, a safety lever (7) (allowing firing circuits to be cut off when aircraft
is on the ground) ; the lever is manually opened and is secured by a pin with a streamer. It folds back
in flight when the airspeed exceeds 180 knots.
NOTE : The two hooking rings (5) are screwed in the ring wells without placing rubber washers.
- at the rear section, two diametrally-opposed snap fasteners (8) for rear cone attachment,
- the pylon connector plug (9) ;
a rear cone (10) which is removed for loading and unloading operations.
AA
BREGUET AVIATION
ORDRE DE MISE A FEU

DES ROQUETTES
ROCKET FIRING
SEQUENCE
FIGURE 6 - LAN CE- ROQUETTES TYPE F2

ROCKET LAUNCHER TYPE F2
AA
AVIONS MARCEL DASSAULT /LJi>-%-U
BREGUET AV!ATION__ __
MIRAGE F
ROCKET LAUNCHER TYPE 155ND

(Figure 6M)
This rocket-launcher, designed for carrying and firing eighteen 68 mm rockets is adapted for LH
or RH version by off setting the front ring.
It mainly consists of :
-a cone-shaped nose (1) with eighteen guide-tubes, which can be fitted, for high-speed flights,
with a tapered heat shield (2) and a support muzzle (3), the assembly being secured to the nose cone
by means of the locking end-piece (4).
A diaphragm 5 is installed between the nose cone and the center section, so as to ensure a thermal
protection of the rocket heads against heating, during flight.
- a center structure, provided with a resting base for the ejector guiding lugs and with hooking
rings (6), set 14 inches apart. When off-set on the LH and RH rocket-launcher, each ring provides a
setting parallel to the aircraft axis line when mounting is completed. An indicating plate (7) located by
this ring, determines mounting and version.
The structure also includes :
-a housing (8), accommodating the multi-purpose pylon-to-rocket-launcher connector
- at the front and rear sections, snap-fasteners (9) allowing quick attachment of nose cone and
rear cone
at the lower section, a safety lever (10) allowing :
-
- in the «extended» position (the test connector (11) is then visible, with power supply
cut off) : distributor test and rocket loading ;
in the «retracted» position (test connector masked) : rocket firing.
Manually open on the ground, it is secured by pin (12) with streamer. The lever must be lowered
before flight.
- on the front guard, the rocket firing distributor (13). The salvo setting (1-3-6-18) is ensured
on the distributor by means of a rotary switch ;
- a center sink (14) for installation of a hooking ring blanked off by a rilsan plug
- two housings for electrical connector, protected by covers (15).
NOTE : These last three elements are not used during assembly on aircraft.
- a removable rear cone (16), for loading and unloading operations.
AC
BREGUET AVIATION
MIRAGE F
FIGURE 6M - LANCE-ROQUETTES TYPE 155 ND

ROCKET LAUNCHER TYPE 155 ND
AC
12-79 Restricted 2-11 ON
AVIONS MARCEL 0A5SAULT tL^>^y. MIRAGE F
BREGUET AVIATION^fiF3^^^ . .« * n, a r-
«
ROCKET SYSTEM OPERATION

(Figure 7)
Rocket firing can be performed :

in «total salvo» mode,
-
- in «partial salvo» mode, depending on the setting made on the distributor with the aircraft on the
ground :
- salvo of 1, 3 or 6 rockets (rocket-launcher type 155 ND).
NOTE : Position 18 of the setting selector switch on the distributor is not used.
j - salvo of 6, 12 or 18 rockets (rocket-launcher type F1 D).

- in «single» mode (rocket-launcher type F2).
1 - PRELIMINARY REQUIREMENTS
Rocket firing is obtained by depressing firing pushbutton 21 A, provided that :
the U/C is retracted,
-
- «R.P.» selection button on armament control panel 2A is depressed (energization of control
relay 22A and firing selection relay 23A).
-armament master switch 15A is in «firing» position (guard raised, switch tripped to the left)
(energization of rocket master switch relay 24A).
2- FIRING OPERATION
A - Selection of carrying stations
Depending on the setting performed through «RP» selector switch on bombing control
panel 101 A, firing is possible for :
- wing inboard stations (position «1»)
- wing outboard stations (position «2»)
- wing inboard and outboard stations (position «1 + 2»)
B Firing mode selection

Firing mode selection (single or salvo) is performed through «RP, SINGLE - SALVO» selector
switch on armament control panel 2A. This selection voltage is directed to the various wing carrying
stations through the contacts of relays 23A and 24A.
C Firing sequence
+ 28 V «firing» voltages are supplied to the various carrying stations where, depending on the
carrying station selection, they ensure energization of the «rocket firing» relays peculiar to each pylon
and the routing of :
- + 28 V «firing» voltages toward rocket-launchers,
- firing mode (+ 28 V «single firing» voltage).
NOTE : Setting fire control to AIR-to-AIR gun makes rocket firing impossible, because any impulse
on AIR-to-AIR gun pushbutton 37A causes energization of AIR-to-AIR relay 54A, which
cuts out power supply to rocket master switch relay 24A.
To return to AIR-to-GROUND rocket firing configuration, just depress the «A/A OUT»
AIR-to-AIR gun cancel button 56A.
AF
BREGUET AVIATION
ROCKET LAUNCHER TYPE F1D
(1 ) Total salvo («salvo» selection)
The firing pulse is directed :

- to the pulse distributor
-to the distributor deck, through the safety lever set to «TIR» (firing) position. When the dis¬
tributor deck sliding contact is positioned on stud No. 1, the first rocket will be fired.
The sliding contact is moved by the pulse distributor as long as the firing pulse is kept applied,
therefore causing the rockets to be fired one after another.
(2) Partial salvo («single» selection)
The operation is the same as in «total salvo» mode ; however, firing is stopped by the distributor
when the number of fired rockets reaches the number set by means of the «6-12-18» selector switch.
NOTE : Action on the firing button must be interrupted for the next salvo to be fired.
If firing button 21 A is actuated by a very brief pulse, firing continues until the salvo is
complete (time delay for opening of firing relay 22A in aircraft circuit).
Depending on the setting made, firing will be stopped for the following positions of the
distributor :
- «6», «12», «18», «24», «30», «36» fora setting of «6»
- «12», «24», «36» for a setting of «12»
- «18», «36» for a setting of «18».
Ground ROCKET LAUNCHER type F1D
Safety
Firing
Flight
Mil
Ground .
PULSE
DISTRIBUTOR
(fig.
"\ Single
18
12
m DISTRIBUTOR
DECK
\m
l -tu
FIGURE 7L - CIRCUIT DIAGRAM OF ROCKET LAUNCHER TYPE F1D

AB
BREGUET AVIATION
MIRAGE F
LH
outboard station 2
single
+ firing
ground
4
164 A
WING OUTBOARD PYLON
162 A
single
+ firing Same as
other stations
4-
RH
inboard station 1
LH
inboard station 1
161 A
ground
4- K
+ firing
E
single
M
165 A
+ firing
B
single Same as
M
o mer stations MUL n PURPOSE PYL ON
4- J
FIGURE 7 - ROCKET ELECTRICAL SYSTEM
RH
AF outboard station 2
BREGUET AVIATION
ROCKET-LAUNCHER TYPE F2
(a) Total salvo
Upon firing, the timer supplies a pulse to the distributor, therefore causing the first rocket to be
fired and, after rotation of distributor mechanism, the second rocket and then the next rockets to be
fired, as long as the firing pushbutton is actuated.
(b) Single firing
The distributor stops operating after the first rocket is fired. As the distributor operates in
accordance with the «relaxation» principle, the firing pulse should be interrupted in order to allow the
mechanism to rotate and reach the stud corresponding to rocket No. 2.
This second rocket will be fired upon new actuation of firing pushbutton.
TIMER ~
i ^T7Tm
h A.
h
o
1
DISTRIBUTOR ,2
a 5
N single
^firing
B
A
Firing _ ± Flight
i
V -^3
Grnd Safety ^
1
E
^
*** Ground ROCKET L AUNCHE r?7>'pe f 2
FIGURE 7M - CIRCUIT DIAGRAM OF ROCKET

LAUNCHER TYPE 2
AA
02-77 2-1 13M
BREGUET AVIATION
ROCKET LAUNCHER, TYPE 155ND
(1 ) Total salvo («salvo» selection)
The firing pulse is directed to the rocket launcher pulse distributor which, via the safety cut-out
(«flight» position), distributes the firing pulses, causing the rockets to be successively fired as long as
the impulse is maintained on the firing button :
(2) Partial salvo («single» selection)
The operation is the same as in «total salvo» mode ; however, when the number of fired rockets
reaches the number set by means of the «1-3-6» selector-switch, the distributor inhibits firing.
Action on the firing button must be interrupted so that the next salvo may be fired.
If firing button 21 A is actuated by a very brief impulse, firing continues until the salvo is complete
(time delay for opening of firing relay 22A in aircraft circuit).
Depending on the setting made, firing will be performed for the following positions of the
distributor :
- on «1 » : single mode, which means that for each impulse on the firing button, one rocket is fired,
- on «3» or «6» : each impulse on the firing button will allow a salvo of three or six rockets to
be fired.
o o-
ROCKET LAUNCHER type 155ND
3 6
?18
ir ll n n
-f
Single Ground
L
I +
Firing
PULSE
DISTRIBUTOR
RESISTOR
BOX
19 wires
T
-A
8
«o Ground
Flight
7esr connector
FIGURE 7N - CIRCUIT DIAGRAM OF ROCKET LAUNCHER TYPE 155ND

AC
12-80 Restricted 2-1 13N
AVIONS MARCEL
BREGUET
DASSAULT/L-**îr\Jl
AVIATION^
MIRAGE F
JETTISONING
When carrying rocket-launchers, the emergency circuits may be used :

after firing in the case of F1 D type rockets (expendable rocket launchers),
- in case of forced jettisoning of under-wing stores.
This emergency jettisoning can be performed through the following :

- selective jettisoning pushbutton 46A after selection by selector switch 48A,
general jettisoning pushbutton 47A.
Rocket-launcher jettisoning is obtained in a way similar to the bomb jettisoning (see 15-3).
AA
AVIONS MARCEL DASSAULT /L-^-^rU.
BREGUET AVIATION^
MIRAGE F
TROUBLE SHOOTING IN ROCKET SYSTEM "
1 - SCOPE
The purpose of this operation is to locate faulty equipment after operating anomalies have been
found during utilization or checking with the test set.
Ground staff should attempt to reproduce faults reported by pilots, placing the aircraft in flight
conditions :
- if the fault is reproduced, follow the procedure outlined in the tables below,
- if the fault is not reproduced, refer to the flow charts and wiring diagrams of the system in
question.
2- SAFETY MEASURES
Before any work, take the following precautions :

- remove all rockets from F2 type rocket launchers,
- remove all rockets from 155 ND type rocket launchers,
- remove all F1 D type rocket launchers.
Other weapons :
THIS CHECK INVOLVES USE OF THE FIRING CIRCUITS AND MUST THEREFORE ONLY
BE PERFORMED ON AIRCRAFT WITHOUT STORES OR LOADED WEAPONS. ALL SAFETY
REGULATIONS CONCERNING WEAPON CIRCUITS MUST BE STRICTLY OBSERVED (see 02-0).
3- REPAIR
A Physical damage
Damage such as distortion, breakage or jamming of rockets in the tubes cannot be repaired on the
aircraft and the rocket launcher must be sent to a workshop.
B Electrical failures
See the tables below.
AB
BREGUET AVIATION
MIRAGE F
CONFIRMATION LOCATING BY GROUND CREW CHECK AFTER REPLACEMENT

TROUBLE
Failure Check
Procedure Procedure
reproduced
No rockets fired from Check the rocket firing circuits Yes If «Tl R/FI RE» indicator light of the test set
either rocket launcher (worksheet «Check of rocket firing remains off :
when the BRM button circuits (with multipurpose pylons - check that fuse-breakers 7A, 13A and 20A are
is pushed in single or installed)» - see 15-2-501). cut in ; if any of the fuse-breakers cuts out again,
salvo mode check the insulation of the circuit in question.
If the fault persists, perform i l order of probability

the following investigations :
- check for voltage across the i:oils of relays 22A
and 23A ; if there is voltage across one of the coils,
change the corresponding relay ; if there is no
voltage at all, check circuit continuity ; finally,
change armament control pajnel 2A or button 21 A,
whichever is faulty ; !
- check for voltage across the Coil of relay 24A ; if

there is voltage, change the relay ; if there is not,
check armament master switch 15A and replace
if necessary.
If the fault cannot be reproduced No Adjust or replace the microswlitch.

on the ground, check operation of
U/C microswitch 9A.
(1)
No rockets fired from -The safety cutout flap is jammed Yes Send the rocket launcher to workshop.
one of the rocket in the «out» position.
launchers when the
BRM button is pushed (2)
in single or salvo mode - Check the rocket firing circuits No If «Tl R/FI RE» indicator light of the test set comes
(worksheet «Check of rocket firing on, the rocket launcher is faulty and must be sent to
circuits (with multipurpose pylons workshop.
installed)» -see 15-2-501). Yes If «TIR/FIRE» indicator light of the test set comes
on, the rocket launcher is faulty and must be sent to
workshop.
If «TIR/FIRE» indicator light of the test set remains
off :
- check that the power supply circuit to the pylon
firing relay coil is under tension ; if so, remove
the pylon for changing the relay ; if not, check
wiring between wing connectors and relay 24A.
AB
04-81 Restricted 2-202 2-202
BREGUET AVIATION
MIRAGE F
CONFIRMATION LOCATING BY GROUND CREW CHECK AFTER REPLACEMENT LOCATING

TROUBLE BY
Failure SDAP
reproduced
No rockets fired from Check the rocket firing circuits No If «FIRE» and «SELECTION» indicator lights
one of the rocket (worksheet «check of rocket firing of the test set come on, it is the rocket launcher
launchers in single circuits (with multipurpose pylons that is faulty and its pulse distributor is to be
mode when the firing installed)» - see 15-2-501). checked in workshop. !
button is pushed, Yes If «SELECTION» indicator light remains off,

but correct firing in check circuit continuity across the contacts of
salvo mode. the pylon relay and verify the wiring between
the wing connectors and relay 24A.
No rockets fired from Check the rocket firing circuits No If «FIRE» indicator tight of the test set comes on,
one of the rocket (worksheet «check of rocket firing it is the rocket launcher that is faulty, and its
launchers in salvo circuits (with multipurpose pylons puise distributor is to be checked in workshop.
mode when the firing installed)» -see 15-2-501).
button is pushed,
but correct firing in
single mode.
Aircraft returns with Type FID rocket launcher No If «FIRE» indicator light of the test set comes on,
rockets unintentio¬ - Check the rocket firing circuits send the rocket launcher to workshop for checking
nally not fired in (worksheet «check of rocket firing or replacement of its distributor.
either single or salvo circuits (with multipurpose pylons
mode. installed)» - see 15-2-501).
Type F 2 rocket launcher Remove the remaining rockets.

- Check the rocket firing circuits
(worksheet «check of rocket firing No If all the test lights of the rocket connectors come
circuits (with rocket launchers on, it is the rockets that are faulty.
installed)»).
Yes If one or more indicator lights corresponding to
removed rockets remain eut, remove the rocket
launcher for checking or replacement of its
distributor.
!
Type 155 ND rocket launcher Remove the remaining rockets.

- Check the rocket firing circuits
i
(worksheet «check of rocket firing No If all the test lights of the) rocket connectors come
circuits (with rocket launchers on, it is the rockets that a>e faulty.
installed)»).
Yes If one or more indicator lights corresponding to
removed rockets remain out, remove the rocket
launcher for checking or replacement of its
distributor.
AB
12-80 Restricted 2-203 2-:
BREGUET AVIATION^^. ^ _ ............ -
CHECK OF ROCKET FIRING CIRCUITS

(WITH PYLONS INSTALLÉ"!)]
USING F8 TYPE TEST SET
(figure 8)
1 - SCOPE
This operation is designed :
- to check correct operation of aircraft firing circuits with pylons installed on inboard and
outboard wing stations,
- to detect spurious currents.
It may also facilitate troubleshooting.
2- EQUIPEMENT REQUIRED
- Electrical power supply 1 15-200 V/400 Hz

- Ground firing shunt, from weapon adjustment kit (MRA9)
F8 type test set assy Matra OJLU06-501293W, including :
- test set OJLU06-521365F
- supply junction cord A488-150-5 (W2)
- aircraft junction cord OJLU05-400000-02 A1 (W6)
- safety plug Souriau 7796 with test igniter Gevelot P53
- Ground telephone with two ground crew headsets
3- SAFETY MEASURES
STRICTLY FOLLOW THE SAFETY MEASURES RELATIVE TO ARMED OR LOADED

A In cockpit, check the position of the following controls :
- on armament control panel :
- all selector buttons in rest position,
- on LH console :
- armament master switch set to «off», with guard down,
- protective cover installed, with pin and streamer fitted.
B On pylons
-Make sure that the «BOMB-TANK ROCKET» selector switches are set to «TANK ROCKET».
- Open the access doors and uncouple the pylon-to-rocket launcher connectors from their dummy
receptacles.
C Perform the various connections of the test set as follows :

- cord W6 :
- connector P1 to rocket launcher connector on pylon,
- connector S3 to connector P3 on test set,
- connector S2 not connected ;
- cord W2 :
- supply plugs to a + 28-V external power supply, taking the polarities into account.
D Set up telephone junction between operator in cockpit and operator on ground.
E Install the ground firing shunt on the ground firing connector located in LH U/C well.
F Set the battery switch to «on».
G Energize the aircraft.
AB
BREGUET AVIATION
PYLONE POINT 2
PYLON STATION 2
Liaison avec prise

à inflammateur
Junction to connector
(through igniter )
Alimentation ± 28V _T
± 28 V supply I
FIGURE 8 - CONTROLE DES CIRCUITS DE TIR AVION ET PYLONES AVEC LA VALISE

DE CONTROLE TYPE F8
CHECK OF F/RING CIRCUITS, AND PYLONS INSTALLED ON AIRCRAFT,
AB USING TEST UNIT TYPE F8
02-80 Restricted
2-502
BREGUET AVIATION ^^
[LJîi^l
^ _
MIRAGE F
5- PROCEDURE
CAUTION :
GENERAL PRECAUTIONS DURING CHECKS
(1 ) NEVER PRESS THE BRM BUTTON FOR MORE THAN 2 SECONDS.
(2) PULSES MAY BE REPEATED WITH 15-SECOND INTERVALS DURING 2 OR
3 MINUTES.
(3) FOLLOWING A COMPLETE TEST PHASE, WAIT 20 MINUTES BEFORE BEGINNING
. ANOTHER PHASE.
A Check of firing circuits
- On test set :
- ensure that switch (1 ) is set to «ARRET» (off), and that the relevant light (2) is out,
-set selector switch (3) to «CIRCUIT» and energization switch (4) to «ON» ; the corres¬
ponding light (5) comes on.
- In cockpit :
press «RP» selector button ;
- on bombing control panel :
-set «RP» selector switch to the position corresponding to the carrying station being
checked (1-2-1+2);
- on LH console, remove the protective cover from the armament master switch, then tilt
the switch to «TEST».
Single mode check

- On armament control panel, set «RP-SINGLE/SALVO» selector switch to «SINGLE».
-Press the BRM button on pilot's stick handgrip : «FIRE» and «SELECTION» lights (6) and
(2) on test set should come on.
Salvo mode check

- On armament control panel, set «RP-SINGLE/SALVO» switch to «SALVO».
- Press the BRM button on pilot's stick handgrip : «FIRE» light (6) on test set should come on
and «SELECTION» light (2) should remain out.
B Detection of spurious currents
- Set switch (4) to «off» and disconnect power supply cord W2 from the test set.
- Connect the safety connector fitted with igniter to connector S1 on test set.
-Successively set selector switch (3) to «FIRE» and «SELECTION» for 2 to 3 seconds: the
igniter should not work.
- Connect power supply cord W2 to the test set connector, then set selector switch (3) to
«DETONATOR» : the igniter should work.
NOTE : This check is intended to make sure that the igniter used to detect spurious currents is in
good condition.
6- FINAL STEPS
- Return the test set controls to «off».
- Release «RP» selector button on armament control panel.
- Set the armament master switch to «off», with guard lowered, then install the protective cover.
- Cut out electrical power supply.
- Return the battery switch to «off».
- Return the intercommunication system to initial status.
- Disconnect the test set and recover the junction cords.
- On pylons, mate the rocket launcher connectors with their dummy receptacles and close the
access doors.
AE
AVIONS MARCEL DASSAULT /L=^-^rAJL
BREGUET AVIATION ^ _
MIRAGE F
CHECK ON FIRING CIRCUITS OF F2 AND 155 ND TYPE

ROCKET-LAUNCHERS INSTALLED UNDER PYLONS
USING F8 TYPE TEST SET
(Figures 9,10)
1 - SCOPE
This operation is designed to check for correct operation of firing circuits of unloaded rocket-
launchers installed under A/C pylons, at wing inboard and outboard stations.
It may also facilitate trouble shooting.
- Ground firing shunt, in Weapon Adjustment Kit (MRA9)

- Ground telephone with two ground crew headsets
- Test set assy MATRA OJLU06-501293W including :
-test set OJLU06-521365F
- supply junction cord A488-150-5 (W2)
- junction cord OJLU05-400000-01 A1 (W7) for F2 type rocket-launcher
- junction cord OJLU05-501087 A (W1) for 155 ND type rocket-launcher.
3- SAFETY MEASURES
TAKE ALL RELEVANT SAFETY MEASURES FOR ARMED OR LOADED AIRCRAFT (see
Manual 02-0).
- armament control panel

- all selection buttons in rest position
- LH console :
- armament master switch set to off, guard down
- protective cover installed, with pin and streamer.
B On pylons :
-make sure that «BOMB-TANK ROCKET» selector switches are set to «TANK ROCKET».
C On rocket-launchers :
- make sure that ground safety levers (8) are in open position and fitted with safety pins (7).
- remove the tail cones.
CAUTION :
THE TAIL CONE OF F2 TYPE ROCKET-LAUNCHER IS TO BE PLACED VERTICALLY ON
THE GROUND WHERE IT SHOULD STAND ON ITS LOWER SECTION.
AD
BREGUET AVIATION
MIRAGE F
Alimentation ± 28V
±28 V Supply
FIGURE 9 - CONTROLE D'UN LANCE-ROQUETTES TYPE F2

MONTE SOUS PYLONE AVION AVEC VALISE DE CONTROLE TYPE F8
CHECK OF F2 TYPE ROCKET LAUNCHER
INSTALLED UNDER A/C PYLON, USING TEST UNIT TYPE F8
AB
BREGUET
/L-^ril
AVIATION^^F3^?^
MIRAGE
.........
F
D Perform the various connections of the test set as follows.

- Cord W2 :
supply plugs to a + 28-V external power supply, taking the polarities into account.
- Cord W7 (junction between test set and F2 type rocket launcher) :
- coaxial connectors P1 to the six firing contacts of the rocket launcher, following the instruc¬
tions written on connectors ; connector P2 is not coupled.
- Cord W1 (junction between test set and 155ND type rocket launcher) :
- dual coaxial connectors S1 to the connectors of the rocket launcher firing frame, following
the instructions engraved on these connectors,
- ground plug connected to rocket launcher structure.
E Set up telephone junction between operator in cockpit and operator on ground.
F Install the ground firing shunt on the ground firing connector located in LH U/C well.
G Set the battery switch to «on».
H Energize the aircraft.
5- PROCEDURE
CAUTION :
GENERAL PRECAUTIONS DURING CHECKS
(1 ) NEVER PRESS THE BRM BUTTON FOR MORE THAN 2 SECONDS.
(2) PULSES MAY BE REPEATED WITH 15-SECOND INTERVALS DURING 2 OR 3 MINUTES.
(3) FOLLOWING A COMPLETE TEST PHASE, WAIT 20 MINUTES BEFORE BEGINNING
ANOTHER TEST PHASE.
(4) AFTER EACH CHECK PHASE, DO NOT LEAVE THE DISTRIBUTOR UNDER VOLTAGE.
Checking the firing circuits of a rocket launcher

- On test set :
- ensure that switch (1 ) is set to «off» and that the relevant light (2) is out,
-set selector switch (3) to «CIRCUIT» and energization switch (4) to «ON» ; the relevant
light (5) comes on.
- In cockpit :
- on armament control panel : press «RP» selector button ;
-on bombing control panel : set «RP» selector switch to the position associated with the
rocket launcher being checked ;
- on LH console : remove the protective cover from armament master switch then tilt the
switch to «TEST».
A Case of an F2 type rocket launcher (figure 9)

(1) Single mode check
-On armament control panel, set «RP-SINGLE/SALVO» switch to «SINGLE».

-Press the BRM button on pilot's stick handgrip and ensure that no rocket indicator light is lit on
the test set.
- On rocket launcher, clear pin (7) and close ground safety lever (8)..
- On pilot's stick handgrip, press the BRM button six times and at each firing pulse, check that
lights (9) associated with the rockets come on in the sequence order (from 1 to 6) and remain lit
(light 18 comes on at the end of firing sequence).
- Set switch (4) to «off» then to «on».
(2) Salvo mode check
On armament control panel, set «RP-SINGLE/SALVO» switch to «SALVO».

-
Press and hold the BRM button ; indicator lights (9) associated with the rockets successively
-
come on in the sequence order (from 1 to 6) and remain lit (light 18 comes on at the end of salvo).
- Set switch (4) to «off».
AE
BREGUET AVIATION ^for
be*****"
Alimentation ±
± 28 V Supply
FIGURE 10 - CONTROLE D'UN LANCE- ROQUETTES TYPE 155ND MONTE SOUS

PYLONE AVION AVEC LA VALISE DE CONTROLE TYPE F8
CHECK OF A 155ND TYPE ROCKET LAUNCHER UNDER
PYLON USING F8 TYPE TESTSET
AA
AVIONS MARCEL DASSAULT/ JLV-a-fl *V\ I KM \J C I
BREGUET AVIATION^g. _-o, a Mil Al 1K
r.»
B Case of a 155ND type rocket launcher (figure 10)

- In order to gain access to the pulse distributor, remove the rocket launcher nose cone.
(1) Single mode check

On armament control panel, set «SINGLE/SALVO» switch to «SINGLE».
-
On control stick handgrip, press the BRM button and ensure that no rocket indicator light is
- lit
on the test set.
- On rocket-launcher, clear pin (7) and close ground safety lever (8).
Single mode firing, in ones

- of the rocket launcher distributor to «1 ».
Set selector switch (10)
On control stick handgrip, press the BRM button eighteen times in succession and make sure that
-
lights (9) associated with rockets come on in the sequence order (from 1 to 18) and remain on.
- Set switch (4) to «off», then to «on».
Single mode firing, in threes

Set selector switch (10) of the rocket launcher distributor to «3».
-
-On control stick handgrip, press the BRM button six times in succession and make sure that
lights (9) associated with rockets come on three by three in the sequence order (from 1 to 18) and
remain oh .
Single mode firing, in sixes

Set selector switch (10) of the rocket launcher distributor to «6».
-
On control stick handgrip, press the BRM button three times in succession and make sure that
-
lights (9) associated with rockets come on six by six in the sequence order (from 1 to 18) and remain
on.
(2) Salvo mode check

On armament control panel, set «SINGLE/SALVO» switch to «SALVO».
-
Press and hold the BRM button and make sure that lights (9) associated with rockets come on
-
successively in the sequence order (from 1 to 18) and remain on .
- Set switch (4) to «off».
C Detection of spurious currents

Disconnect power supply cord W2 from the test set.
-
Connect the safety connector fitted with an igniter to connector S1 on test set.
-
Successively set selector switch (3) to «FIRE» and «SELECTION» for 2 to 3 seconds : the igniter
-
should not work.
- Reconnect power supply cord W2 to the test set connector, then set selector switch (3) to
«DETONATOR» : the igniter should work.
NOTE : This check is intended to make sure that the igniter used to detect spurious currents is in
good condition.
6- FINAL STEPS
- Set the armament master switch to «off», with guard down and protective cover installed.
- On armament control panel, release the rocket selector button.
- Return the test set controls to «off».
- Open the rocket launcher safety levers and insert pins.
- Cut out electrical power supply.
- Return the battery switch to «off» position.
- Return the intercommunication system to initial status.
- Disconnect the test set and recover the junction cords.
- Reinstall the tail cones of F2 type rocket launchers.
- Reinstall the tail cones and nose cones of 155ND type rocket launchers.
AC
BREGUET AVIATION^fi.
tlî>^r^l
__-^ - .
MIRAGE
...,,.... ,.
F
CHECK OF ROCKET CIRCUITS (CLEAN AIRCRAFT)

(figure 21)
1 - SCOPE
To check control or firing current flow at wing inboard and outboard electrical connectors.

Electrical power supply 1 15-200 V/400 Hz
- Ground firing shunt contained in weapon adjustment kit (MRA9)
- Multipurpose store carrying system tester (BUCE) ref. 9401 PCE
- Aircraft adapter unit (VAA) ref. 5002 V.A.A.
3- SAFETY MEASURES

4- GENERAL INFORMATION ON CHECKS
The tests below apply to a carrying configuration where rocket launchers are fitted at inboard
wing stations.
For the differences as concerns a configuration with rocket launchers at outboard stations, see
the various «remarks».
A Preparation on aircraft
(1) At each inboard wing station, unscrew the attaching screws of lower surface fairing V1.51 and
remove this fairing.
REMARK : For outboard wing stations, remove electrical connector access fairings V2.43.
(2) Install the ground firing shunt.
(3) Take the power supply cord out of the BUCE cover and mate its electrical connector with aircraft
connector 39Z.
(5) Feed the aircraft with electrical power.
AB
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MIRAGE F
Contrôle des points

externes de voilure
Check of wing
Outboard stations

internes de voilure
Check of wing
inboard stations
Boîtier d'adaptation
Adapter unit
. Prise test génération

électrique 39Z
Electrical power
supply test
connector 39Z
FIGURE 21 - CONTROLE DES CIRCUITS ROQUETTES AVIONS LISSE

CHECK OF ROCKET CIRCUITS (CLEAN AIRCRAFT)
AA
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MIRAGE
.........
F
,_
B - Preparation and self-test of BUCE tester

(1 ) Connect the electrical connector of the power supply cord to the mating receptacle of the BUCE
tester.
(2) Carry out preparation and self-test of the tester as instructed in the service card contained in the
cover («DETECT. I» test on 3A).
C - Preparation of VAA unit
(1 ) Prepare the unit as instructed in the service card contained in its cover.
(2) Mate connectors A and B of the adapter unit junction cord with associated receptacles A and B
of the BUCE tester.
-connector ID to aircraft connector 162A,
connector IG to aircraft connector 161 A.
REMARK : For outboard wing stations, connect :

- connector ED to aircraft connector 164A,
- connector EG to aircraft connector 165A.
(4) Position the VAA unit plate on the BUCE tester panel.
AA
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6- CHECK

A Preliminary steps
(1 ) Disengage the safety pin and remove the protective

cover of armament master switch.
(2) Set the sight selector switch to «on» position.
(3) On bombing control panel, set «RP» selector

switch to the position corresponding to the carrying
station checked.
(4) On armament control panel, press the rocket

selector button : the built-in light comes on.
(5) Set the sight selector switch to «off» position ; the

selector button light goes out.
(6) Set the armament master switch to «test» position.
(7) Set the firing trigger on control stick handgrip to

intermediate position.
B Salvo mode check
(1 ) On armament control panel, set the firing mode

selector switch to «SALVO».
(2) Press the BRM button :

-both «ROQUETTES TIR/ROCKETS
FIRING» lights come on.
(3) Release the BRM button :

- both lights go out.
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MIRAGE F

C Single mode check
(1 ) On armament control panel, set the firing mode

selector switch to «SINGLE».

-the four «ROQUETTES TIR/ROCKETS
FIRING» and «ROQUETTES CPC/
ROCKETS SINGLE» lights come on.
(3) Release the BRM button

the lights go out.
D Final steps after check of firing circuits
(1 ) Lower the armament master switch guard and

install the protective cover with its safety pin.
(2) Cancel the selection on armament control panel.
(3) Fold down the firing trigger on control stick

handgrip.
(4) Carry out the following operations :
- «ALIMENTATION/SUPPLY»
press
button ; its built-in light goes out ;
- remove connectors A and B from
their receptacles ;
- remove the VAA unit plate from
the BUCE tester panel.
AA
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ATION^^F3^?^
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F
7- FINAL STEPS
- Cut off aircraft power supply.
- Return the battery switch to «off» position.
- Final steps on tester and adapter unit :

- disconnect :
- the BUCE tester-to-adapter unit connector,
- the aircraft-to-adapter unit junction cords ;
- return the BUCE tester and VAA unit to initial status.
- Fit back fairings V1 .51 on inboard wing stations.
- Fit back fairings V2.43 on outboard wing stations.
AB
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BREGUET AVIATION ^fi^JÔ ....... A ,
SECTION 3
BOMB SYSTEM
TABLE OF CONTENTS
Page
3-0 GENERAL
- Bomb system - Principle 3-001

- Carrying devices 3-1 09
- Fuselage multi-purpose pylon 3-111
- 4-pomb pylon CLB4 3-1 12L
- Wing multi-purpose pylon (inboard station) 3-113
- Wing pylon (outboard station) 3-117
- Bomb rack adaptor 65A 3-123
- Operation of bomb system (A/C circuits) 3-141
- Operation of fuselage multi-purpose pylon 3-151
- Operation of 4-bomb pylon CLB4 3-1 52L
- Operation of wing multi-purpose pylon (inboard station) 3-1 53
- Operation of wing pylon (outboard station) 3-1 57
- Operation of bomb rack adaptor 65A 3-163
- Release sequences 3-181
- Removal-installation of under-fuselage multi-purpose pylon 3-301

- Removal-installation of 4-bomb pylon 3-302M
- Removal-installation of an underwing multi-purpose pylon (inboard station) 3-303
- Removal-installation of an underwing pylon (outboard station) 3-308
- Check of bomb release and jettisoning circuits (with pylon installed) 3-501
- Brief check of intervalometer 3-51 0
- Overall check of intervalometer 3-520
- Check of bomb release and jettisoning circuits (clean aircraft) 3-531
- Check of bomb release circuits (with bomb rack 65A installed) 3-551
AF
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Figure No. Page
1 PRINCIPLE OF BOMB ELECTRICAL SYSTEM 3-003

4 LAYOUT OF CARRYING DEVICES 3-110
11 FUSELAGE MULTI-PURPOSE PYLON 3-112
1 1M 4-BOMB PYLON CLB4 3-1 12M
12 WING MULTI-PURPOSE PYLON (INBOARD STATION) 3-114
14 WING PYLON (OUTBOARD STATION) 3-118
22 BOMB-RACK ADAPTOR 65A 3-124
41 OPERATION OF BOMB SYSTEM 3-142
41M BOMB SYSTEM CONTROLS AND INDICATORS 3-144M
42 JETTISONING CIRCUITS 3-149
51 FUSELAGE MULTI-PURPOSE PYLON - ELECTRICAL CIRCUIT 3-152
51M 4-BOMB PYLON CLB4 - ELECTRICAL CIRCUIT 3-152M
52 WING MULTI-PURPOSE PYLON (INBOARD STATION) - ELECTRICAL CIRCUIT 3-154
54 WING PYLON (OUTBOARD STATION) - ELECTRICAL CIRCUIT 3-158
62 BOMB-RACK ADAPTOR 65A - ELECTRICAL CIRCUIT 3-164
81 RELEASE SEQUENCES FOR SINGLE STORES 3-181
82M RELEASE SEQUENCES FOR MULTIPLE STORES 3-182M
83 RELEASE SEQUENCES FOR MULTIPLE STORES WITH PRACTICE ADAPTERS . . 3-183
91 ATTACHMENT OF A WING PYLON (STATION 1) 3-304
92 CHECK OF BOMB RELEASE AND JETTISONING CIRCUITS FOR STORES
AT FUSELAGE MULTI-PURPOSE PYLONS AND WING INBOARD PYLONS 3-502
92M CHECK OF BOMB RELEASE AND JETTISONING CIRCUITS FOR STORES
AT FOUR-BOMB PYLON AND WING OUTBOARD PYLONS 3-502
93 CHECK OF INTERVALOMETER 3-518
98 CHECK OF BOMB RELEASE AND JETTISONING CIRCUITS
(CLEAN AIRCRAFT) 3-532
99 CHECK OF BOMB RELEASE CIRCUITS (WITH BOMB RACK 65A
INSTALLED) 3-552
AF
BREGUET
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MIRAGE F
PRINCIPLE OF BOMB SYSTEM
1 - CARRYING AND JETTISONING

The aircraft is equipped with 5 store-carrying stations distributed as follows :
- one fuselage station
2 wing inboard stations
2 wing outboard stations.
These various carrying stations each have their own multipurpose non-jettisonable pylons which
allow the following stores to be carried :
- bombs
-rockets (see 15-2)
- drop tanks (see 06).
A 4-bomb pylon positioned under the fuselage carrying station, in the place of the multipurpose
pylon, enables bombs to be carried in multiple (double or quadruple carrying).
The multipurpose pylons and 4-bomb pylon also enable :

- forced jettisoning of stores under normal conditions when carrying bombs, with selection of
armament rockets (nose cone and/or base).
-emergency forced jettisoning (general or selective) when carrying bombs, this jettisoning is
effected with inert stores (jettison safety circuits cut out).
A General
Bomb firing is ensured from an intervalometer which, once enabled by depressing the firing
pushbutton, delivers calibrated pulses to the various firing channels in a sequence order determined
by the releasing rules.
These releasing rules depend on the control of the following parameters :
- type of bombs (clean or retarded)

- number of bombs carried,
- arrangement under the aircraft
These parameters are fed in by means of a presetting device located on the intervalometer :
- number of bombs preset by the pilot
- the load factor.
REMARKS : When carrying bombs under four-bomb pylon, release can take place only when the
airbrakes are fully retracted. It is performed according to a sequence order related to the firing
sequences delivered by the intervalometer.
If clean or retarded practice bombs are carried under appropriate adaptors, the intervalometer
permits single firing only.
In case of normal mode malfunctioning, the intervalometer can be used in emergency mode
from a selection performed on the armament control panel.
The intervalometer also includes safety and monitoring devices provided for :
- launching interlock in some cases of failure
- application, if required, of a launching procedure in accordance with safety standards
- circuit failure information to be fed to the pilot.
AE
AVIONS MARCEL DASSAULT U^^TzTV^
BREGUET AVIATION^
MIRAGE F
The system is conditioned from :

- bombing control panel which allows :
- selection of desired time interval between each bomb
- selection of bomb number in the salvo
- selection of the firing control operating mode
display of bomb availability
- display of firing and intervalometer circuits.
- armament control panel which ensures :

- selection of bomb function
-selection of jettisoning mode (manual (DIVE-DIVE) or automatic (DIVE-PULL-OUT)).
- selection of the bomb armament fuses (jettison safeties).
Initial conditioning of the intervalometer is performed on ground after mechanic has displayed the
loading code (bomb and carrying type displayed for each station).
B Firing modes
Firing can be manually or automatically controlled.

After selection from «RET/CLEAN» button, the sight and the bombing computer operate in
Air-to-Ground configuration.
NOTE : Several firing control procedures are possible, according to whether clean or retarded bombs
are carried (refer to Manual 14-3).
(1) Manual firing :
With «MAN-AUTO» firing selector switch being set to «MAN», the manual automatic selection
relay is energized and feeds the firing pulse from firing pushbutton 21 A to the intervalometer (firing
pushbutton information).
The firing signal is also delivered to the sight camera (see 14-3).
(2) Automatic firing :
With «MAN-AUTO» firing selector switch being set to «AUTO», the selection relay is not
energized ; it transmits the firing pulse from pushbutton 21 A to the sight electronic unit. The automatic
«Release signal» from the bombing computer is applied to the release clearance circuit of the sight
electronic unit ; this circuit transmits the firing signal to the intervalometer through a contact of the
selection relay.
NOTE : Any impulse on Air-to-Air pushbutton 37A gives priority to AIR-TO-AIR GUN configuration
and simultaneously prevents any firing from Rocket and Bomb systems if one of them is
selected. The AIR-TO-AIR GUN function is cancelled by depressing A/A GUN function
cancel pushbutton 56A.
AF
AVIONS MARCEL DASSAULT ZL^)>~rU.
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MIRAGE F
^^^^^^ Restricted MANUAL 15
C Releasing rule
For a particular salvo, it determines :

the choice and order of releasing stations,
the time interval between two bombs.
The intervalometer governs the releasing rules, depending on :

- the type of bombs (whether clean or retarded).
the selection made on armament control panel (number of bombs in the salvo, interval between
bombs).
the safety condition determining satisfactory bomb-aircraft separation with due allowance
for the A/C load factor.
The intervalometer has two operating modes :

- NORMAL
EMERGENCY with the releasing rules simplified in case of breakdown of the normal function.
The pilot switches from normal to emergency upon a failure of the normal function.
AA
MIRAGE F
BREGUET AVIATION
AIRCRAFT SYSTEM MONITORING
101 A BOMBING CONTROL PANEL 25A INTERVALOMETER {= 75A
Channel 3
firing relay
To 25A ^"I'EI'JX-
Channel 3 firing m
77A Cone _
Channel 7 Base :
Cj firing relay
RH station 2
availability
RH station 1
availability Channel 7 firing
Fuse/age availability
LH station 1
availability Channel 5 firing &
LH station 2 Cone
availability Base
A to .O
79A Ax3jla_b_il]ty_î .
Channel 5 A vailability 3_
Qc feo
firing relay 73A
To 25A -m- AvajlabUity_2_ c
Channel 1 A vailability 4
firing relay
v
T3-
Channel 1 firing
Cone
75
Base
Channel 2 firing
Availability _7 _ .5
Availability 4_ 5
A To 25A -*-
74A -H/f- Avajlability_3_
Channel 2 A vailability 2 Carried
+ 28 V airbrakes
78A firing relay not retracted ^~ by
Channel 8 (See 04-5) CL B4
firing relay 12C
+ 28 V
v Airbrakes
airbrakes controh
-cT -B- control Channel
(See 04-5)
8 firing
T3
Cone C
Base
Channel 6 firing
*-
> "O *-
AyaiJabilityJL
76A AyaUabJIJty_3_
J
80A Channel 4 To 25A -*- Availabiljty_2_

Channel 6 firing relay
A vailability 4
firing relay
Channel 4 firing g>
Cone fc CM
Cone Base
FIGURE 1 - BOMB SYSTEM SCHEMATIC

From 2A
Jettison safety selector
i Base
To 25a ^yî'^^y-
-§
O
"
AG
Restricted 3-003 FIGURE 3-003 FIGURE 3-003 FIGURE 1 3-003 FIGURE 3 003
05-78 1 1 1
BREGUET AVIATION
TABLE OF COMPONENTS
Location - See Fig. 2 and 3
Location Doc.
Access Door No. S 1
1 ÇAY ARMAMENT BOX (see 16-0) Equipment X

bay
Integrates the electrical sub-assemblies of the armament 13-00
system.
2A ARMAMENT CONTROL PANEL (see 14-1) Cockpit X

(RH console)
The armament control panel ensures for the bomb system,
selection of :
- bomb circuits
- jettison mode
arming type of stores (delayed, safe or instantaneous)
These operations are effected through :
(1) «CLEAN-RET» selection button (20) which, when
depressed, ensures the following :
.
transmission of required lighting voltage to selection
button indicator lights
- transmission of + 28 V sight signal to :
- intervalometer 25A (bomb selection information).
- navigation computer (A/G armament information)
- intervalometer 25A (automatic firing information)
through «AUTO-MAN» switch being set to «AUTO».
- electronic unit 35A and to bombing computer 23T
(see 14-3) through «AUTO-MAN» switch being set
to «MAN» (manual firing information)
- Manual-Auto relay 26A which is thus energized (normal
firing function).
- intervalometer 25A (manual mode information).
- transmission of firing impulse from pushbutton 21 A
to :
- intervalometer 25A (firing pusbutton information).

- contacts of Manual -Auto relay 26 A.
AF
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MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
- sight camera 43A (see 14-3)

transmission of + 28 V master switch indicating
data to electronic unit 35A (see 14-3)
transmission of a + 28 V sight signal to bombing
control panel 101 A (selection of the firing control
operating mode).
transmission of «retarded bombs» from intervalo¬
meter 25A to :
- electronic unit 35A (retarded bomb information)
(see 14-3).
- bombing computer 23T through «AUTO-MAN»
selector being set to «MAN». That information also
energizes the display relay inside panel 2A
which, when in operating position, delivers
the Initial Point information to bombing computer
23T.
NOTE : Should «EMERG» or «AIDA» (emergency mode of

firing control) be displayed on bombing
control panel 101 A, a shunt inside armament
control panel 2A switches the bomb system to
manual operation, whatever the selection
obtained through «AUTO-MAN» toggle switch.
The button is provided with two indicator lights respec¬

tively associated to «RET» and «CLEAN» bomb types.
They come on when .
- the button is depressed
- the bomb type (clean or retarded) is selected, through
intervalometer 25A switch (CB or RB).
(2) «AUTO-MAN» toggle switch (17) which ensures :

- on «AUTO» position, transmission of automatic
firing information to intervalometer 25A

- on «MAN» position, transmission of manual
firing information to :
- electronic unit 35A

- bombing computer 23T
- intervalometer 25A.
The toggle switch is provided with a mechanical guard

which locks it on «AUTO» position.
AB
05-78 Restricted 3- 101M
BREGUET AVIATION^Ît
MIRAGE F
Restricted
MANUAL 15
Location Doc
Access Door No. S 1
(3) fuse arming type selector (15), namely :

- on «SAFE» : store jettisoning in safe condition
- on «DLY» (DELAY) : arming of base fuses of bombs
installed under the carrying stations
on «INST» (INSTANTANEOUS) : arming of nose and
base fuses.
This switch is mechanically locked on «SAFE» position.
7A «GUN» FIRING TRIGGER FUSE-BREAKER Cockpit X

(circuit-
Protects DC system 1 of the firing trigger circuits and breaker box)
«U/C down» on the ground indication supplied by inter¬
valometer 25A.
8A GROUND FIRING CONNECTOR (See 15-0) LH X

U/C well
Used for shunting the ground firing interlock microswitch
which supplies the firing trigger circuit when A/C is on
ground, with U/C down.
9A U/C MICROSWITCH (See 15-0) LH X

U/C well
U/C down : it cuts out the firing trigger circuit and supplies
the «U/C down» information to intervalometer 25A.
U/C up : allows for supply of firing trigger circuit and
cancels the «U/C down» information to intervalometer 25A.
13A ARMAMENT SAFETY FUSE-BREAKER Electro- X

center
Protects DC system 1 of the armament safety line.
15A ARMAMENT MASTER SWITCH (See 15-0) Cockpit X
(LH console)
This switch, marked «ARM.M», when set to «FIRING» or
«TEST», energizes power control relay 72A through rest
contact of AI R-TO-AI R relay 54A and operating contact
of N # 0 relay.
It also provides power supply to «armament ready» indic¬
ating relay, transmitted via indicating relay 10a to electronic
unit 35A of the sight system.
20A ROCKET/BOMB FUSE-BREAKER Electro- X

(See 15-2) center
Protects DC system 1 of various selection lines (standby

bomb number and jettison safety selection) on armament
control panel 2A and bombing control panel 101 A.
AG
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Restricted
MANUAL 15
Location Doc
Access Door No. _S_
21A ROCKETS-BOMBS-MISSILES FIRING PUSHBUTTON Cockpit X

(See 15-0) (Control stick
handgrip)
Located on the rear face of the control stick handgrip and
protected by firing trigger (1 ) set to forward position, this
pushbutton delivers, when depressed a jettison signal to :
- intervalometer 25A («firing pushbutton» information)
- auto-manual firing relay 26A
- rocket firing circuits (15-2) or missile circuits (15-5)
25A INTERVALOMETER Cockpit

(RH frame 10)
The intervalometer is provided for generating the calibrated
impulses required for bomb jettisoning.
It determines :
- automatically and permanently, the firing sequences of the
next salvo according to :
displayed number of bombs
- number of bombs remaining under A/C
- bomb type (clean or retarded)
- A/C side balance.
- minimum jettisoning time interval between the various
bombs of the salvo, according to the load factor at jetti¬
son time, and to :
- minimum safety interval between the stores on a same
carrying station.
- minimum safety interval between the stores on two
adjacent or symmetrical stations.
It generates an analog voltage used by range computer 23T.
It informs the pilot as regards selection mistakes, inter¬

valometer or A/C firing system malfunctioning.
In addition, it includes an emergency operating mode using

a simplified jettison principle.
It is provided with a dual supply system :

- normal
- emergency,
with operation in emergency supply mode being signalled by
the illumination of intervalometer amber light.
It is a box-shaped unit the front side of which includes :

- on upper section, a board including :
- pushbutton (1) marked «INITIALIZATION» for
conditioning of the instantaneous loading memory.
This initialization can be effected :
- with A/C energized ; supply is obtained from the
normal circuits,
with A/C deenergized, the circuits are energized from
battery power supply.
AG
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
Self -testable green light (2) is associated with the push¬

button. When steadily illuminated, it indicates that the
operation has been properly conducted.
After initialization, it remains illuminated on ground,
when A/C is supplied from an external power supply. It
goes out when the pushbutton is released, in case of
power supply from A/C battery.
- 3 switches for display of the A/C initial loading

condition :
- one «FUSELAGE» switch (3) with «0-1-2-4»
positions,
-one «A.POINTS 1» (ANCHOR POINTS 1) switch (4)
for wing inboard stations with «0-2-4-8» positions,
- one «A.POINTS 2» (ANCHOr POINTS 2» switch (5)
for wing outboard stations with «0 - 2» positions.
NOTE : In case of mixed store carrying (bombs, adaptors
and rocket-launchers) bomb-on-rack (under pylon or under
adaptor) is indicated to the intervalometer through the
switch (es) corresponding to the associated carrying stations.
The switches corresponding to the carrying stations
equipped with rocket-launchers must systematically be
placed on «0» position.
- four-position switch (6) for bomb type selection marked :
- «CB» for free-fall bomb

- «RB» for retarded bomb
- «CPB» for free-fall practice bomb
- «RPB» retarded practice bomb
- «STBY SUP» (STANDBY SUPPLY) amber self-testable
light (7) which indicates that the intervalometer is set to
standby supply mode.
- on lower section :
- two A/C junction connectors P1 and P2 (8 and 9),
- two test equipment connectors S1 and S2 (10 and 11),
- fuses :
- F1 (12) for protection of 28 V DC circuit,
- F2 (13) for protection of rectified 115 V/400 Hz
circuit.
AB
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. _S_
26A MANUAL-AUTOMATIC RELAY Bay X

armament
This relay is energized by «manual firing/release» infor¬ box
mation delivered from armament control panel 2A, or by
«normal mode» information delivered from bombing
control panel 101 A ; it ensures :
- in rest position, transmission of «BRM button» informa¬
tion to sight electronics box 35A and through the
second contact, transmission of «automatic firing/release»
signal to intervalometer 25A ;
- in operating position, transmission of «BRM button»
information to intervalometer 25A.
33A STATION 1 JETTISON FUSE-BREAKER Battery

(see 15-0) box
(11.03)
Protects «battery bus bar» system in the jettison line of
inboard wing stations.

(see 14-3)
Once selection is performed through the relevant button

of armament control panel 2A, it delivers bomb release
control signals to the sight head, and in connection with
the bombing computer, it delivers the release enable signal
to intervalometer 25A via an NC contact of relay 26A
(automatic release).
37A AIR-TO-AIR BUTTON

(see 14-3)
It energizes air-to-air relay 54A and causes the sight and

the armament system to switch over to A/A gun mode.
44A SELECTIVE JETTISION FUSE-BREAKER Battery

(see 15-0) box
(11.03)
Protects «battery bus bar» system in the selective jet¬
tison line.
45A STATION 2 AND FUSELAGE JETTISON FUSE- Battery

BREAKER box
(see 1 5-0) (11.03)
Protects «battery bus bar» system in the jettison line of

fuselage and outboard wing stations.
AA
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc
Access Door No. _S_
46A SELECTIVE JETTISON PUSHBUTTON Cockpit X

panel)
This pushbutton marked «JETTISON» ensures, in
emergency, selective jettisoning of stores positioned
under the various carrying stations.
This button, when depressed, causes :
- energization of emergency jettison relay 49A
- control current to flow toward jettisoning selector-
switch 48A.
47A EMERGENCY JETTISON PUSHBUTTON Cockpit

panel)
This button, marked «EMERG» (EMERGENCY) ensures
simultaneous jettisoning of all the stores carried under the
various carrying stations.
48A JETTISON SELECTOR SWITCH (See 15-0) Cockpit

(instrument
In selective jettisoning, this switch allows selection of panel)
various carrying stations by causing :
- in «WING 2» position, the jettison pulse to be sent to
wing outboard stations 2
- in «WING 1 » position, the jettison pulse to be sent to
wing inboard stations 1
- in «FUS» position, the jettison pulse to be sent to
the fuselage carrying station.
When energized by current from AI R-TO-AI R pushbutton
37A, it cuts in power supply to the amber indicator light
and sets the sight to Air-to-Air gun function ; then simul¬
taneously it cuts out the + 28 V supply to rocket circuits
(see 15-2) and to power relay 72A.
When at rest, it allows the transit of the + 28V safety used

for energizing power relay 72A, via a working contact of
relay 71 A.
56A AIR-TO-AIR GUN CANCEL BUTTON Cockpit

(LH console)
It ensures :
- in rest position (button released), closing of ground
circuit of AIR-TO-AIR GUN relay 54A,
in operating position (button depressed) :
- opening of that ground circuit
- transmission of AIR-TO-AIR GUN information to
electronic unit 35A.
Energized by the manual or automatic firing pulse, it
provides starting and marking of the sight recorder film.
AH
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S I
65A BOMB CONTROL FUSE-BREAKER Electrical X

master box
Protects DC system 1 of supply line to :
- firing relays of the various channels,

- power relay position monitoring.
66A INTERVALOMETER SUPPLY FUSE-BREAKER Electrical X

master box
Protects AC system 1 of the intervalometer supply line.
71A N+0 RELAY Bombing X

unit
Energized by N * 0 information (NB switch on arma¬ (frame 17.04)
ment control panel to any position but OFF), this relay
transmits voltage from armament master switch 1 5A to
bomb power relay 72A which it energizes.
72A BOMB POWER RELAY Bombing

unit
Energized by a control voltage delivered by relay 71 A (frame 17.04)
in operating position, it transmits :
- power currents to the various firing relays,
- information from power relay in operating position to
the intervalometer.
73A CHANNEL 1 FIRING RELAY Bombing X

unit
Energized from impulses delivered by the intervalometer : (frame 17.04)
- it directs the impulse to fuselage carrying station,
- it opens the firing relay monitoring circuit.

unit
Same operation as channel 1 firing relay. (frame 17.04)

unit
Same operation as channel 1 firing relay, but for RH (frame 17.04)
outboard station.

unit
Same operation as channel 1 firing relay, but for LH (frame 17.04)
outboard station.
AB
11-82 Restricted 3-1 05F
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S I

unit
Same operation as channel 1 firing relay, but for RH (frame
inboard station. 17.04)

unit
Same operation as channel 1 firing relay, but for LH (frame

unit
Same operation as channel 1 firing relay, but for RH (frame

unit
Same operation as channel 1 firing relay, but for LH (frame

master box
Protects DC system 2 of the intervalometer supply line.
101A BOMBING CONTROL PANEL Cockpit X

RH console
The bombing control panel ensures for bomb system
- selection of :
- At time interval,
- NB number of bombs.
- Display of :
- circuits condition (At, NB and INT F AI L lights),
- bomb availability.
These operations are controlled from :
(1) At rotary switch (15) whose ten positions «0, 15, 30,
45, 60, 75, 90, 150, 180, 300» are for selecting the desired
time interval between each bomb release within a salvo.
Light (18) is associated with that switch ; it indicates :
when steadily illuminated, that time interval selected by
the pilot is shorter than the minimum safety time between
jettisoning impulses.
NOTE : Bomb type (clean or retarded) and jettisoning

mode (manual or automatic) are taken into accoun
when computing the minimum time.
- when flashing : malfunctioning of the accelerometer

channel intervalometer.
AC
11-82 3-105H
Restricted
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
(2) Rotary switch (9) with 3 sectors :

«NB» sector
The six positions (1, 2, 3, 4, 6 and ALL) are for
indicating the number of bombs to be released in a
salvo.
Remarks : with «1 » selected, 2 bombs are regularly
released,
with «3» selected, 4 bombs are regularly
released.
This is to restore balance in the wing sections.
«EMG» sector :
When the normal power supply circuit of the interva¬
lometer fails, the two positions «1 » and «4» in the
emergency mode are used to indicate the number of
bombs to be released in a salvo.
« RP» sector :
(see 15-2)
This switch is associated with light (17) which
indicates :
- when steady, that the number of selected bombs
exceeds that of bombs available under carrying
stations,
when flashing : firing interruption (IT) entailing a
sequence stopping or an emergency mode utilization.
(3) «INT FAIL» marked light (19) (INTERVALOMETER

FAILURE) provided for indicating the system failures.
Its illumination will be :
- steady in the following conditions : incorrect
initialization of power relay failure, if U/C is extended ;
- flashing if :
failure is detected by the intervalometer safety self-
monitoring system.
- failure of A/C firing relays
- failure of intervalometer safety self-monitoring logic.
NOTE : Only one condition is enough for entailing

illumination, and flashing has priority over
steady illumination, with A/C on ground.
(4) Indicating panel (16) which materializes the position

of each carrying station and of each store under these
stations.
The lights come on if :
bombs are available with the number of bombs
displayed by intervalometer 25A.
- bombs are selected («CLEAN- RET» button
depressed).
In addition, it includes sight mode selector (6)
(see 14-3).
145 A TIME DELAY ELEMENT Bay

armament
When a general emergency release signal comes from box
emergency^ release button 47 A, this time delay element
acts upon emergency release relay 146A of wing outboard
stations.
It ensures both relay energization with a closing time
delay of 300 msec, and a release signal hold for 300 msec.
AC
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No. S 1
146 A EMERGENCY RELEASE RELAY Bay

armament
When energized by a signal from time delay element 1 45A, box
it ensures the routing of general emergency release control
currents to the wing outboard stations.
12C AIRBRAKE CONTROL RELAY

(See 04-5)
- When at rest, it ensures the continuity of the airbrakes -

not retracted signal to fuselage connector 160A, thus
making it absolutely impossible to release any stores
carried under the four-bomb pylon.
When energized, it directs an airbrake control signal to
fuselage connector 160A, thus making it impossible to
release any stores carried under the four-bomb pylon.

(See 14-3)
Receives and makes use of an analog voltage generated by

intervalometer 25A in order to prepare for the firing
salvo to be centered on the target.
It transmits the release signal to electronic unit 35A of
the sight system.
13X EXTERNAL POWER RECEPTACLE FUSE-BREAKER Battery
(See 08-1 ) box
Protects the bus bar system of the power supply line to
intervalometer initialization circuit.
42Z NAVIGATION INDICATOR TEST CONNECTOR
(See 10-1) »

(See 15-5)
160A FUSELAGE STATION ELECTRICAL CONNECTOR 28-06-1 X
For electrical connection between A/C and fuselage

pylon.
161A INBOARD LH STATION ELECTRICAL CONNECTOR LH wing X
station 1
For electrical connection between A/C and wing V1-51
inboard pylon.
162 A INBOARD RH STATION ELECTRICAL CONNECTOR RH winq X
station 1
For electrical connection between A/C and wing inboard V1-51
pylon.
164A OUTBOARD RH STATION ELECTRICAL CONNECTOR RH winq X
station 2
For electrical connection between A/C and wing outboard V2-43
pylon.
165A OUTBOARD LH STATION ELECTRICAL CONNECTOR LH wing X
station 2
For electrical connection between A/C and wing outboard V2-43
pylon.
AE
BREGUET AVIATION
MIRAGE F
.Boîte de bombardement
Bombing unit
SECTION B

GENERAL LAYOUT
AT
Restricted 3-107 FIGURE 2 3-107
11-82
AVIONS MARCEL DASSAULT r -v"- Mv MIRAGE F
BREGUET AVIATION^Ti-?'"^-'<" s

LAYOUT IN COCKPIT
AJ
06-81 3-108
Restricted
AVIONS MARCEL DASSAULT L->-~rU MIRAGE F
BREGUET AVIATION^Sf^^fÔ ......... -,-
CARRYING DEVICES
(figure 4)
1 - UNDER-FUSELAGE DEVICES (see 03-2 and 03-3)
Stores under the fuselage can be carried as follows.
A - By means of a multi-purpose pylon attached to the aircraft at three points :

- two main attachment points, located at the level of frames 20 and 26, each point consisting of :
- a fitting 1 allowing attachment of the tulip-shaped fitting 2 of the hooking device,
- a screw 21 allowing locking of tulip-shaped fitting by means of lockwire 22,
- a ball-joint housing 3 placed at the front for the rear fitting, and at the rear for the front
fitting,
-two support parts 4 located on each side of the attachment point and allowing lateral
stabilization of the pylon and stress transfer,
- a rear point 5 consisting of a threaded bush into which is screwed the rear pylon attachment
point.
The system is completed with electrical connector 6 for connection to the aircraft system, and
with the fuel self-sealing cap 7 and the self-sealing air valve 8.
When these attachment points are not to be used, blanking plugs are screwed into the fittings and
bush of these points, and blanking plugs and doors are installed at fuel cross-feed and pressurization
points and at level of the electrical connector.
B By means of a 4-bomb pylon secured through two main attachment points.
The electrical connector 6 ensures the junction between the pylon and the aircraft systems.
2- UNDER-WING DEVICES (see 03-1 )
A Inboard stations
Stores carried under wings, are hooked to the multipurpose pylons the attachment of which
consists of :
-a main attachment point 9 which accomodates the pylon main attach fitting, through a
sleeve 1 0,
- a rear attachment point 1 1 made up of a ball-joint integral with the wing, in which is screwed the
pylon rear attachment assembly.
The attachment device is completed by the air 12 and fuel 13 cross-feed units and with electrical
connector 14 ensuring the junction with the aircraft systems.
NOTA : When the pylons are not to be used, the main attachment points are protected by doors 15
and 16 located on the wing uppersurface and undersurface.
B Outboard stations
The outboard stations are provided with similar devices to those of the inboard stations, but they
do not include cross-feed units.
Should the pylons not be fitted to the outboard stations, the rear attachment assembly 1 1 is
removed and replaced by a blanking cap 17.
AC
BREGUET AVIATION .
MIRAGE F
Restricted MANUAL15
/<*
FIGURF 4 LAYOUT OF CARRYING DEVICES
AC 3-11
3-110 FIGURE 4 3-110 FIGURE 4
05-82 Restricted
BREGUET AVIATION^
/Li^ru.
_
MIRAGE F
FUSELAGE MULTIPURPOSE PYLON

(Figure 11)
This pylon, positioned under the fuselage, is intended for carrying and forced jettisoning of stores
such as pylon tank, bombs or bomb-rack adaptor :
It is attached to the aircraft as follows :

- by means of two main supports, each one consisting of :
- a roller-fitted locking device 1 engaging into the tulip-shaped fitting, screwed on to the
fuselage lower base plate,
- a ball-joint 2 housed in the A/C side and intended to reinforce the pylon attachment during
yaw in flight,
- two thrust base-plates 3 which ensure transversal stability of the pylon and transfer lateral
stresses to the structural bearing points.
- by means of a rear auxiliary attachment point consisting of a screw 4 centered on a socket fitted
ball-joint.
The screw head is locked by means of a stud 5 engaging one of the notches 6.
Designed for the carrying and jettisoning functions, the pylon mainly comprises :
- a pyrotechnic ejector 7 with integral guiding lugs 8, equipped with two sets of hooks having
respectively a 14-in and 30-in center-to-center distance.
It includes a pyrotechnic device controlling partly the opening of the hooks and partly the action
of the ejector pistons whose force may be suppressed or regulated by means of two gate valves 36,
adjustable and interchangeable. While identical in outer design but different internally, they can be
interchanged without removing ejector 7. This makes for easier installing in case of change in the stores
to be carried.
A set of gate valves comprises :
1 of o ( ) for closing and 7 (+) for opening with a 5 mm dia vent hole
1 of o ( ) for closing and 7 (+) for opening.
-transfer and store availability indicating electrical equipment mechanically controlled by the
ejector linkage.
- a system of jettison safeties 9 mechanically connected to the ejector, ensuring arming of the
tail or nose and tail fuses.
-an electrical wiring, ensuring connection to the A/C through an electrical connector 10, and to
the drop-tank 1 1 and the adaptor 1 2.
- various components of the cross-feed system, accessible through a lateral inspection door, and
whose couplings 13 allow the transfer of fuel between the tank and the A/C.
- two ball-joint housings 14 and 15 ensuring better attachment during yaw, in flight, when carrying
stores,
-a rear support intended to hold the drop tanks in place and to facilitate their dropping. The
support is constituted by a fitting 16 receiving the tulip-shaped fitting of the tank attachment assembly.
After clamping, this tulip-shaped fitting is safetied with a retainer 17 positioned in the notches of the
fitting.
A series of openings are provided in the side faces of the pylon to allow access to the various
équipement items i.e. :
- at level of each attachment device :
- on the RH side :
The «VERROUILLAGE - PUSH TO LOCK» pushbutton 18 and the «POSE ET DEPOSE -
COCK AND RELEASE» hexagonal knob 19.
Access to locking nut 20 of the attachment device is closed by a door 21 .
Access to the locking nut can also be obtained through an opening made at the base of the
pylon,
in ejector 7 :
two ports 37 for the exhaust of gases delivered by the 0-7 gate valve with 5 mm dia vent
hole.
AD
AVIONS MARCEL DASSAULT/L-J^TVl
BREGUET AVIATION ^fi^L--êS*^>
MIRAGE F
- on the LH side :
The pushbutton marked «ENFONCER POUR DEVERROUILLER - PUSH TO UNLOCK» 22.
- at level of the ejector (on LH side) :
-the «ENCLENCHEMENT - COCKING 28 and «DECLENCHEMENT - RELEASE» 24
manual controls.
- access to the front 25 and rear 26 plug cocks.
- passage of a safety pin 27 marked «SECURITE - SAFETY».
- ejector mechanical locking visual indicator 23 symmetrical on the RH side.
- the access gate to the pulse-distributor support 29 gained through connection door 30.
- passage 31 for the hoisting pin.
at level of the electrical connections - the two inspection doors (32 and 33).
-at level of the fuel cross-feed, a hexagonal knob, marked «FERME - OUVERT - CLOSED -
OPEN» 34 ensuring the operation of the «anti-leak/sqeeze» device of the fuel system.
-a rotary switch 35 for displaying the type fo stores «TANK-ROCKET/BOMB» being carried.
AA
BREGUET AVIATION
MIRAGE F
9 28 23 27 24
FIGURE 11 -PYLONE UNIVERSEL DE FUSELAGE
FUSELA GE MUL Tl -PUR POSE P YL ON
AC
BREGUET AVIATION^__
L "^ \L
_
MIRAGE F
4-BOMB PYLON CLB4
(Figure 11 M)
This pylon positioned under the fuselage is intended for carrying and forced jettisoning of 2 or 4
stores, which can be bombs, bomb rack adaptors or gun packs. The stores are carried :
- in 4-bomb carrying mode, at front and rear stations, RH and LH sides.
- in 2-bomb carrying mode, at central stations, RH and LH sides.
The pylon is secured under A/C by two main supports, each one consisting of :
- roller fitted device (1) engaging into the tulip fitting screwed onto the fuselage lower base plate
and accessible through the pylon lower section.
- ball-joint (2) positioned to the front of or behind the hooking device housed in the A/C section,
and provided for stabilizing the pylon during yaw in flight.
- three thrust base plates. First two plates (3) are located at the main supports and third one(28) is
at the rear end. They are provided for ensuring the transversal stability of the pylon and transmitting
the lateral stresses to the structural bearing points.
In order to perform carrying and jettisoning, the pylon comprises :

- removable front (4) and rear (29) sections.
-a central structure which accommodates at each carrying station (front and rear, LH and RH)
pyrotechnic ejector (5) with built-in mounting lugs and fitted with a set of 14 in centre-to-centre
distance hooks.
NOTE : Two ejectors with 30 in centre-to-centre distance can be installed at central carrying stations
if not used, they are to be replaced by dummy ejectors.
The side fairings are fitted with a series of doors giving access to the various pylon equipment
items, namely :
- doors (7) (8) (9) giving access to front and rear ejector services, on RH and LH sides.
These doors allow for access to the ejector services, namely :
-ejector locking control hexagon (10) marked «VERROUILLAGE-LOCKING» (hooking).
- ejector unlocking control hexagon (11) marked «DEVERROUILLAGE-RELEASE» (unhooking).
- housing of safety pin (12) marked «SECURITE-SAFETY».
- pulse distributor holders (13)
- front (14) and rear (15) plug cocks
- jettison safety systems (16) secured to the ejector and arming the nose fuses or the bomb base
and cone fuses.
-pulse distributor-to-pylon circuit electrical connection through connection plug (17) ensuring
contact with firing pin (18). The connection plug is locked onto support (19) ; correct locking is
indicated by appearance of a green mark.
AC
05 77 Restricted 3"112L
BREGUET
i
AVIATION. ^S^33
MIRAGE F
Version CLB4 et 401
Repère de couleur
Vert
Green index
FIGURE 11M - POUTRE QUADRIBOMBE CLB4

AC CLB4 FOUR-BOMB PYLON
01-80 3-1 12M FIGURE 11M 3-112M
Restricted
AVIONS MARCEL DASSAULT 2L-i*~ir3L. MIRAGE F
BREGUET AVIATIONô»3^^*^
Afin d'assurer électriquement les diverses fonctions, la poutre comporte :

un boîtier sélecteur (20) qui permet le préaffichage au sol, en fonction des charges emportées
et des points d'emport utilisés.
Ce boîtier comporte :
en version CLB4 un commutateur à trois positions qui sont :
«CANONS-GUNS» = emport de conteneurs de canons (non utilisé).
«BOMB 2» CENTRE = emport de 2 bombes aux points centraux.
«BOMB 4» A65 *= emport de 4 bombes ou emport d'adaptateurs lance-bombes 65A.
en version CLB401 ou 402 ou 404 un commutateur à deux positions qui sont :
:S4.:p5NTRE } *-* 4 * « - «»*

une prise électrique d'alimentation (21 ) qui assure la liaison poutre avion.
- une prise engin poutre (25) pour les liaisons :
- des circuits détresse
des circuits conteneurs-canons (versions CLB4 et CLB 401 ).
- des prises électriques d'alimentation des éjecteurs, des adaptateurs et les prises de masse acces¬
sibles par les portes avant, gauche et droite (22).
des prises électriques accessibles par les portes centrales gauche et droite (23) :
pour les éjecteurs
pour les conteneurs canons (24) (version CLB4 et CLB 401 ).
des prises électriques d'alimentation des éjecteurs, adaptateurs et les prises de masse, accessibles
par les portes arrière gauche et droite (26).
Sur le flanc gauche au niveau des supports de fixation une plaquette indicatrice (27) renseigne
sur les différentes opérations à effectuer pour la mise en place d'une charge.
AC
05-82 Restricted 3-1 12N
BREGUET AVIATION
L^^b^X
-<S^J^?^>
MIRAGE F
WING MULTI-PURPOSE PYLON (INBOARD STATION)

(Figure 12)
These pylons in LH and RH models, are positioned at the wing inboard stations and allow the
following stores to be carried : pylon tank, rocket-launcher, bomb or bomb-rack adaptor
The pylons are attached to the A/C by means of an assembly, consisting of :
- a main support made up of a lower cone 1 integral with the pylon, and an upper cone 2 finished
at its base by a shoulder 3 housed in the sleeve of the wing.
The support is attached to the wing by a socket screw 4 through the wing uppersurface. The screw
is locked by a castellated washer 5 maintained in contact by a leafspring on which rests the door 6.
After assembly, the uppersurface door 6 is attached to the socket screw 4 by means of a screw 7
engaging into a bush 8.
On installing the pylon, a removable fairing 9 is positioned to ensure connection between the
pylon and the wing lowersurface.
- a rear mount. This is a screw securing system held by two half-shells 10 and 11. It is made up of
two bushes 12, 56, one dovetailed into the other and joined up solid by a screw 57 on the side, and
of an axial screw 13 centered on a aircraft ball-joint and locked fast by its safetying device 14. This
device is inoperative when the tightening wrench is inserted in shoulder 15.
Designed for the carrying and jettisoning functions, the pylon mainly comprises :
-a pyrotechnic ejector 16 with integral guiding lugs 17, equipped with two sets of hooks having
respectively a 14-in and 30-in center-to-center distance.
It includes a pyrotechnic device controlling partly the opening of the hooks and partly the action
of the ejector pistons whose force may be suppressed or regulated by means of two gate valves 58,
adjustable and interchangeable. While identical in outer design but different internally, they can be
interchanged without removing ejector 16. This makes for easier installing in case of change in the
stores to be carried.
A set of gate valves comprises :
- 1 of 0( ) for closing and 7(+) for opening with a 5 mm dia vent hole
- 1 of 0( ) for closing and 7(+) for opening.
-transfer and store availability indicating electrical equipment mechanically controlled by the
ejector linkage. »
-a system of jettison safeties 18, mechanically connected to the ejector, ensuring arming of the
tail and nose fuses.
-an electrical wiring ensuring connection to the A/C through an electrical connector 19 on one
side, and to the drop-tank 20 and the adaptor 21 or rocket-launcher 22 on the other side.
- cross-feed assembly ensuring the transfer of fuel from tank to A/C and fitted with unions 23.
"two ball-joint housings 24 and 25 ensuring a better attachment during yaw in flight, when
carrying stores such as rocket-launcher or adaptor.
-a rear support intended to hold the drop-tanks in place and to facilitate their dropping. This
support is constituted by a fitting 26 receiving the tulip-shaped fitting 27 of the tank attachment
assembly. After clamping, this tulip-shaped fitting is safetied with a retainer 28 positioned in the
notches 29 of the tulip-shaped fitting.
A series of openings are provided in the side-faces of the pylon to allow access to the various
equipment items, i.e. :
- at level of the ejector (on LH side)
-the «ENCLENCHEMENT - COCKING» 30 and «DECLENCHEMENT - RELEASE» 31
manual controls.
- access to front 32 and rear 33 plug cocks.
- passage of a safety pin 34 marked «SECURITE - SAFETY»,
ejector mechanical locking visual indicator 35, marked with an arrow ; symmetrical on the
RH side.
- access gate to the pulse-distributor support36, gained through connection door 37.
AC
AVIONS MARCEL DASSAULT L^^TV^ MIRAGE F
BREGUET AVIATION ^cF^^^Ô. ,.,.. ..
passage 38for the hoisting pin.

- two inspection doors 39 and 40 giving access to the tank connector (item 20) and to the
adaptor (item 21) and rocket-launcher (item 22) connectors, respectively.
- two hinged plates 41 and 42 for access to cross- feed unions.
On the RH side :
- two ports 59 for the exhaust of gases delivered by the 0-7 gate valve with 5 mm dia. vent hole.
The pylon also includes :

- a removable formed plate 43, for access to the rear attachment system.
-a rotary switch 44 marked «TANK-ROCKET/BOMB» for displaying the type of stores being
carried.
The multi-purpose pylon also includes a set of accessories consisting of :

- two adaptors (45) provided for fitting the initiators on mount (36)
- safety pin (34)
- rear retaining assembly for rocket-launcher.
This assembly is adjustable in height by means of a castellated ring (46) and is positioned in
socket (25). The body (47) of the part is engaged and secured in the mount (48) by means of a ball-
type locking device. (49).
Removal and installation of rear retaining assembly are performed after balls (49) are released
by operation of rod (50).
The body (47) ends in a clevis (51). The clevis includes a quarter-turn locking mobile spindle (60)
ended by an actuating rod (61).
- rear rest (52) provided for wedging the bomb tail units.
It consists of rod (53) the lower section of which is fitted with pad (54) made integral with rod
through a washer and pin device.
After height adjustment the rod is locked by locknut (55).
That rest can be positioned in two different ways according to the length of carried bombs.
AA
BREGUET AVIATION -<££»

MIRAGE F
MANUAL 15
FIGURE 12 - PYLONE UNIVERSEL DE VOILURE (POINT INTERNE)

WING MUL Tl -PURPOSE PYLON (INBOARD STA TION)
AC
01-80 Restricted 3-114 FIGURE 12 3-114 FIGURE 12 3-1T
AVIONS MARCEL DASSAULT ZL^îirU.
BREGUET AVIATION ^^3 ^f^<>
MIRAGE F
WING PYLON (OUTBOARD STATION)

(figure 14)
These pylons, in LH and RH versions, are positioned at the wing outboard stations ; each allows
the following stores to be carried : rocket launchers, bombs or adapters.
The pylons are attached to the aircraft by means of an assembly consisting of :
- a main support made up of upper cone (1 ) housed in the sleeve of the wing ;
the pylon is attached to the wing upper surface by means of socket screw (2) which is tightened and
then immobilized by locking shim (3) which in turn is locked by screw (4) ; upon assembly, washer
(5) is positioned between the wing sleeve and the tip screw ;
after assembly, wing upper surface door (6) is attached to socket screw (2) by means of screw (7)
positioned in bush (8) ;
- a rear fastener ; this includes an axial screw (9) which projects into ball joint cage (10) ;the screw
is locked with retainer (1 1 ).
For the carrying and release/jettisoning functions, the pylon mainly comprises :
-pyrotechnic ejector (12) with guiding lugs (13) and equipped with a set of hooks on 14-inch
centers ;
- a system of fusing units (14) mechanically connected to the ejector ; they ensure arming of the
tail and nose fuzes ;
- an electrical wiring ensuring connection to the aircraft through connector (15) on the one hand,
and to adapter (16) or rocket launcher (17) on the other hand ;
- rotary switch (18) marked «TANK-ROCKET/BOMB» and used for displaying the type of store
carried ;
- a «TEST» inspection door giving access to :
- rotary switch cut-off connector (19),
- test connector (20) ;
- at the bottom (view along sections A-B) :
- one front (21 ) and one rear (22) housing for correct attachment of some stores during yaw
in flight,
- housing (23) for attachment of rocket launcher retaining device (24) fitted with a rear hook.
AC
BREGUET
/LJîrU
AVIATION*^f^j2fQ>
MIRAGE F
This rear retaining assembly is adjustable in height by means of a castellated ring (25). The body
(24) of the part is engaged and secured in mount (26) by means of a ball-type locking device (27).
Removal and installation of the rear retaining assembly are performed after balls (27) are released
by operation of rod (45).
The body (24) ends in a clevis (46). This clevis includes a quarter-turn locking mobile spindle (47)
ended by an actuating rod (48).
It also consists of rear rest (28) for wedging the bomb tail units. It comprises rod (29) the lower
section of which is fitted with pad (30) made integral with the rod by a pin and washer device. This
removable rear rest can be installed in two different positions according to the type of bombs being
carried.
Once adjusted in height, the rod is locked by locknut (31 ).
This rest can be set in two different positions according to the length of bomb carried.
It also consists of transfer and indicating electrical equipment mechanically controlled during store
jettisoning.
In addition, a series of openings provided in the pylon sides give access to the various ancillary
items. They are :
- at ejector :
- «LOCKING» (32) and «RELEASE» (33) manual controls of ejector mechanisms
- access to front (34) and rear (35) plug cocks
- housing (36) of safety pin (37) marked «SAFETY-PIN».
- pulse distributor mount (39) access openings (38).
The pulse distributor-to-pylon firing system electrical connection is obtained through connection
plug (40) which ensures contact with firing distributor (42) firing pin (41). Red mark (43) appears as
soon as the connection plug is locked on the feeler plug (44).
AC
BREGUET AVIATION
MIRAGE F
Verrouillée
Locked
Repère de couleur
Vert
Green index
Déverrouillée
Unlocked
Repère de couleur
Rouge
Red index
Coupe B
Cross-section B
FIGURE 14 - PYLONE DE VOILURE (POINTS EXTERNES)

WING PYLON (OUTBOARD STATION)
AC
AVIONS MARCEL DASSAULT JL-^-^rU
BREGUET AVIATION^! ^^
MIRAGE F
BOMB RACK ADAPTER 65A

(figure 22)
1 - ADAPTER
The adapter can be installed under a pylon with 14-in center-to-center distance ; it consists of
a streamlined main chassis (1 ) fitted with three carrying stations (2).
It is used for carrying and «single mode» release of three stores which may be :
- fitted with 14-in center-to-center distance rings (stores under ejectors P65),
- without rings (stores under ejectors T65).
The adapter is also fitted with a small stem (3) on its front section, and with a stem (4) on its rear
section ; stem (4) accommodates electrical connector (5) for junction with the multipurpose pylon
carrying the adapter.
The access to ejector equipment is gained through the side on both side ejectors, and through
the lower center opening on center ejector.
Access to control screws of store bearing devices (6) is gained :

- as regards side ejectors, through holes (7) for front supports and holes (8) for rear supports,
- as regards center ejector, through holes (9) and (10).
Safety switch (1 1 ), controlled through hinged flap (12) on nose cone, is used for general cutout of
electrical circuit on ground. It is kept open on ground by a handling wire (13) fitted with streamer.
The adapter also includes a pulse distributor (14) allowing for two operating modes selected by a
selector with two positions («UTILISATION» - «SHUNT») and accessible through door (15).
2- ACCESSORIES
According to the type of practice bombs carried, the main chassis may be fitted, at each carrying
station :
- either with a setting block (6) installed at the front or at the rear,
- or with a rear block (29) for securing the stores.
AA
AVIONS MARCEL DASSAULTjL-^rlI MIRAGE F
BREGUET AVIATION^^P^j?"^ M A Mil Al 1K
js£^*^^>. Restricted MANUAL 15
3- EJECTORS
A - P65 ejector
(1) Description
This ejector allows for pyrotechnical release and ejection of the store. For this purpose, it
includes :
-a firing contact integral with control (16) and which allows for closing of the circuit after
removal of handling wire (17) fitted with a streamer ;
- «ENCLEN» (engagement) and «DECLEN» (release) hex head controls (18) and (19), for ejector
hook control ; engagement is checked through a stud using manual test button (20) ;
- fuzing unit tripping device (21 ).
B- T65 ejector
(1) Description
This pyrotechnical type ejector allows for store carrying by means of an automatic engagement
clip device.
The initiator firing circuit is set up through a firing contact integral with control lever (16), and
which can be closed after removal of handling wire (1 7) fitted with a streamer.
Engagement is checked through a stud using manual test button (20).
(2) Accessories
- Safety stops (27)

- Special foot (28)
- Feet (24), (25), (26)
NOTE : According to its type, the ejector may be fitted with :
- a fixed foot (24) integral with the ejector body, or

- a partially-removable foot (25), or
- a removable foot (26).
AA
BREGUET AVIATION
MIRAGE F
FIGURE 22 - ADAPTATEUR LANCE BOMBES 65A

BOMB-BEAM ADAPTER 65A
AA
AVIONS MARCEL DASSAULT ILJ^zr^ MIRAGE F
BREGUET AVIATION^qF^^^Ô . . . . .. . .
._ .
BOMB SYSTEM OPERATION

(AIRCRAFT SYSTEMS)
Bombs can be dropped :

- during normal operation of the system :
- in normal dropping mode with selection of number of bombs and time interval
- in automatic dropping mode with the same selections ;
during emergency operation of the system :
- in general emergency jettisoning mode
- in selective emergency jettisoning mode.
1 - NORMAL OPERATION (figures 41 and 41 M)

A - Manual dropping (in DIVE-DIVE attitude)
(1) Firing aid
Depending on the selection made on bombing control panel 101 A, the sight delivers AIR-
to-GROUND firing data.
(2) Requirements
On ground, display of loading configuration and initialization of the intervalometer.

Dropping is achieved by depressing pushbutton 21 A, provided that :
- U/C is retracted
- «CLEAN-RET» selection button on armament control panel 2A is depressed
- armament master switch 15A is on «FIRING» (energization of bomb control relay 72A)
- the number of bombs NB and time interval AT are selected
- «AUTO-MAN» switch on armament control panel 2A is set to «MAN»
- the conditions required for generation of intervalometer pulses are met (refer to intervalometer
operation)
- the airbrakes are fully retracted (in four-bomb pylon carrying configuration only).
(3) System operation
(a) Selection of jettison safeties
Jettison safeties are selected through switch «SAFE (inert) - DLY (delayed) - INST (instanta¬
neous)» on armament control panel 2A. Its purpose is to select the arming mode of the nose or base
fuses of the bomb(s).
When set to «SAFE» : no fuse is armed.
When set to «DLY» : arming of base fuses of the bombs, by retaining the jettison safety ring on
energization of the electromagnet of each selected pylon.
When set to «INST» : arming of base and nose fuses of the bombs, by retaining the jettison safety
rings on energization of the electromagnet of each selected multi-purpose pylon.
If no selection has been made when the ejector is released, the jettisonable safety devices drive the
rings out, causing the store to be dropped inert.
(b) Store availability indicating (on bombing control panel 101 A)
The availability indicator lights represent each store fitted under its carrying device.
Any indicator light can come on provided that both following requirements are met :
-selection of the bomb function («CLEAN-RET» button depressed on armament control panel
2A),
-presence of the store under the considered carrying station (availability information supplied
either by :
- intervalometer 25A
or by wing and fuselage carrying stations).
AG
75A
BREGUET AVIATION 25 A A
Restricted MANUAL 15 164A
rChannel 3 -Q M h>
LH RH Power relay monitoring Ground ..
101 A Fuselage R H station 1 station 2 A Lighting of 2A (Fig. 41M) ill-
station 2 L H station 1
Firing relay monitoring + Firing - channel 3
T"| ^ (see fig. 41 M)
Nose
A
A. POINTS 2
0 '0 i> 7a/7
RH
-OUTBOARD
k
o.
2D 2 . T On station STATION
2G 11 12 |3 |4 Tl |2 3 4 12 3 4 L_ POINTS 1
77A ^ Cc9rr/ oyer
RH front o |Fig. Am)Çhannell a# *
/Vof t/sec/ -^ i
1
-162A
LH front or single 2°*r
On station 3
RH rear dr Hi"
LH front
RH front or single
-h 162A
FUSELAGE
0 «-_
*
1
o On station 4
+ Firing - channel 7
162A
Ground r i ,
LH front + Firing - channel 5

RH rear -160 A Nose
L H rear 0o-*i-
o Channel 5 Tail RH
(Fig. 41M) - INBOARD
RH front or single *
2
o On station 4
STATION
LH front
RH rear -161 A 79A' Hi" -1 QiflPl'Çi.Zj
#^
LH rear
2
o-rl?,t\ -I J T<^rLshat'0/L'î.
L i i
f ° r- 1 I I
25 A Power control (Fig. 41 M) Cft*""^ 101A-1

£ J ]
,, Ground
160A
|L
See Fig. 41 M J_L 70 )
2
( 72 )
2
( 68
/Vose
8
13
+ Firing - channel 1
15
OFF + Firing channel 2
t 1 2 3 4 6ALL4 1
16 SEE FIGURES
! H ! 1 1 1 î OFF
EMG Tail 11
RE LA TED TO
CARRYING
)'2 /nr/n
101
A {IV, - FUSELAGE DEVICES
/c- z=z *2
Channel
65 3
(Fig.41M) - i Pi! Itetp-PJL
Presence 18
confirmed by 74A i- __l_On station 3 14
initial loading Onjtatjoji^_
test 78 A + 28 V airbrakes 2
13A 15A * (actual loading La)
Fig.41M) Channel^ not retracted*' ° »- 12
-At -o oQFF ' - 10a
dT\ , i Q
Hi" (04-5) 12C
Fire
63 )2©2 + 28 V airbrake c ||n
Ground
161A
control
i\\-
(04-5) + Firing channel 8
+ 28 V sight 4 o o- O" n» m
37 A 56A + Firing - channel 6

j£L o -+ Nose
65A
54A
©.®. Tail
LH
- INBOARD
On station 1 STATION
r- Channel 6
Hi" -T-- On station 4
80A
2A Onjtat[qn_3_
(Fig. 41M) On station 2
Channel 4 76A
20A SAFE e~ T ' i i
U
DLY
INST i Base HI"
101
H:: 165 A
71A 72A Ground ,,

ill
^
-Hi-
-23T + Firing - channel 4
Nose LH
Nose Tail OUTBOARD
R v
On station STATION
Not used -*
FIGURE 41 - BOMB SYSTEM OPERATION
AG 3-142 FIGURE 41 FIGURE 41
Restricted
3-142 3-142 FIGURE 41
11-82 3-142
AVIONS MARCEL DASSAULT ZU^rTU.
BREGUET AVIATlONôP^^^Ô
MIRAGE F
NOTE : The presence information from the intervalometer indicates to the pilot which type of stores
is being carried. If bombs only are carried, the store configuration display system delivers
presence information causing the corresponding indicator lights to come on.
If other types of stores are carried (rocket launchers or pylon tanks), this information is not
delivered and the indicator lights remain out provided the store configuration displayed on
the intervalometer is «0».
(c) Display of selected time «AT»
The switch receives the 0- and 12-V logic signals from intervalometer 25A.
According to the display selected, the time interval desired between the dropping of each bomb in
a same salvo is transmitted from the switch to the intervalometer in the form of binary code signals on
five channels.
(d) Display of number of bombs «NB» with intervalometer operating in normal mode.
The switch receives the 0- and 12-V logic signals from intervalometer 25A.
According to the display selected, the number of bombs to be dropped during the salvo is trans¬
mitted from the switch to the intervalometer in the form of binary code signals on three channels.
(e) Display of number of bombs «NB» with intervalometer operating in emergency mode.
The emergency function of the intervalometer is selected by setting the «NB» switch to one of its
«EMG» positions : «1 » or «4» (see para, related to intervalometer operation).
(f) Dropping
- The dropping pulse from firing button 21 A is transmitted to the monitoring circuits of the inter¬
valometer safeties and firing relay, via the «RET-CLE» selector button and the NO contacts of relay
26A.
The intervalometer then generates calibrated pulses which are distributed on eight firing channels
in accordance with a dropping schedule determining :
- the firing channels to be used,
- the dropping sequence,
- the time interval between each dropping.
According to this dropping schedule, the pulses energize firing relays 73A to 80A in succession.
-Simultaneously, the dropping pulse is recycled through the intervalometer and directed as a
power control signal to the «NB» switch which, in any position other than «OFF», causes the energi-
zatingof relay 71 A.
With armament master switch 15A in «FIRING» position, the + 28V armament master signal
energizes control relay 72A via an NC contact of air-to-air relay 54A and the NO contact of relay
71 A. Each firing relay (73A to 80A) thus transmits the power control current from the NO contact
of relay 72A to the corresponding carrying station and opens the ground circuit provided for moni¬
toring the rest position of the firing relays.
AB
AVIONS MARCEL DASSAULT iL>*^r5L.
BREGUET AVIATION ^fl^L-^^-^
MIRAGE F
^££*^<^ Restricted MANUAL 15
B Automatic dropping
(1) Firing aid
The sight delivers the AIR-to-GROUND firing information (see 14-3).
(2) Operation of the system
The general operation of the system is the same as for normal dropping, to the exception that the
dropping mode selector «MAN-AUTO» is to be set in «AUTO» position.
The dropping pulse fed from firing button 21 A is directed to sight electronic unit 35A. Once all
requirements for automatic firing are satisfied (see 14-3), the dropping clearance signal is transmitted to
the intervalometer through LABS relay 26A in rest position.
2- OPERATION OF THE INTERVALOMETER (figure 41M)
A General
The intervalometer provides for automatic control of the bomb dropping process, taking into
account the dropping safety rules and the type of bombs to be dropped (clean or retarded bombs).
Such control is achieved from both «external» and «internal» parameters.
The «external» parameters are the type and quantity of bombs, as well as their distribution under
the aircraft. These parameters are recorded on the ground by the weapon specialist who uses two sets
of switches located on the intervalometer for selecting on the one hand, the number of bombs and their
distribution (initial loading code) and on the other hand, the type of bombs to be used.
The «internal» parameters are the various dropping conditions as determined by programmed
memories.
B Loading code
On ground, after installing the stores and displaying the number of bombs, the loading code is
selected.
This code represents the aircraft carrying configuration and consists of three figures,
e.g. 4 2 2 where :
4 -*4 bombs installed under the fuselage four-bomb pylon,
2 -»2 bombs installed at the wing inboard stations,
2 ->2 bombs installed at the wing outboard stations.
Once the loading code is composed, the initial (actual) loading code is fed to the instantaneous
(theoretical) loading memory by actuating the «INITIALIZATION» button.
Displaying the type of bombs carried (clean or retarded bombs) informs the intervalometer and
the indicating circuit built in the button of the armament panel.
AG
BREGUET AVIATION
MIRAGE F
C Dropping schedules
Considering loading code 422 representing the aircraft carrying configuration, the dropping sche¬
dules according to the type of bombs carried (clean or retarded bombs) are as follows.
REMARK : If one or several bombs fail to drop, a maximum dissymmetry of only one bomb between
port wing bombs and starboard wing bombs is admitted. In other words, if one wing bomb fails to drop,
dropping of the corresponding bomb on the other wing is automatically prevented.
Normal dropping in N mode of 8 clean bombs
Automatic mode
Manual mode
Firing channel 4
NB = ALL
AT = 30 ms 6 Intervalometer NB = ALL
AT = 30 ms
Dropping will take
place for n > 1 .5 g
1! II
onn 8 LpTU
AT = X ms
AT is a function of the minimum dropping time consistent with the safety rules, with the aircraft
balance and - in automatic mode - with the load factor (n).
Normal dropping in S mode of 8 clean or retarded bombs
Automatic mode Manual mode
NB = ALL NB = ALL
6 Intervalometer
- Clean bombs : - Clean bombs :
AT = 180 ms AT = 180 ms
\> n
Dropping will take
place for n < 1 .5 g nrqi 8 Lpnr
- Retarded bombs :
AT Retarded bombs
AT = 180 ms AT= 180 ms
or 300 ms
REMARK : If less than 8 bombs are carried, the schedules are unchanged ; merely disregard the missing
bombs and take into account the transfers in the four-bomb pyl on.
Emergency dropping
Automatic mode 4 3 Manual mode

8 Intervalometer 7
Not applicable EMG 1
or
1 2 EMG 4
' I
'f i ' i '
|3| 7 8 !>] AT = definitely

Y 5 6
111
180 ms whatever the
type of bomb.
a
AT=1 80 ms .
*
AF
11-78 Rest ricted 3-14<
MIRAGE F
BREGUET AVIATION 25A
CB
2A RB.
RET/CLEAN rB
RET
CLEAN
RPB.
CPB,
Hov + 28 V
battery
INITIALIZATION 0^-Ê v
Firing
command C> Decoder C>
e Bomb selection -
Safety
monitoring T r°
L®
memory
I Safety
I
Firing, Decoder
AUTO
+ 28 V sight on
+ 28V U/C down

25A
(14-3)
^
MAN
O
26A
-|H'
-
Firing
Manual mode
*»- Auto mode
i
:
Time selector A t logic
Firing sequence
Normal and
standby
Safety
monitoring
U/C down
>1 &
*> INIT Sequence

commands
Firing
command => Decoder
comparator
I
monitoring
=>
Normal
dispatcher
+ Lighting i v Firing button relay monitoring memory
generators parameter
" GROUND^ (14-1)
u 57A (Fig. 41)
Power control
101A ®' Flashing Lt/La memory Ni
Normal firing clearance
oscillator Normal
comparator Safety monitoring Firing sequence
t T
4 < Incorrect Incorrect n
ti generator
ft
Q
-Ho 8A 35A 0 selection Incorrect A 7" Fuselage
,0
1
Instantaneous
Ù
CBC
1 80) J DAC
DAC Firing channel 3
Incorrect NB 0VL_ (theoretical) Lt Load factor n
fe ,(*? Firing channel 5
c
r n
H loading =o CPBC
A *» Time interval Firing channel 7
L t memory ov| * RB Accelerometer
n<0 (50s) A T n defect or failure Firing channel 1
A Dropping clearance
101A + dropping AT RPBf Firing channel 2 -See fig. 41
beep signal Firing relay À ln<0
3°
r
Incorrect selection on 2 A
(14-3)
IP
-o-*t-
AT
Bomb availability
-*- lights (fig. 41)
(fig. 41 ) | Power con t . relay ^ Safety
monitoring
(self-test)
Sequence memory
Decoder comparator
A. POINTS
OV|
1 2
«NB» J Normal'/LABS mode selection J Safety
monitoring
Firing channel 6
Firing channel 8
Laser (14-3)-*-
Laser
MODE
e- -«NB»
Lt/La comparator
Bomb selection
8
Availability
La
Incorrect NB~
DAC-
Ni
A T selection
Safety monitoring -* A Tind. light Emergency
firing
Firing channel 4
Laser A NB confirmed by
e- .___)
&_ Firing
Bomb selection
Normal and
A. POINTS 2
ov\rz
initial (actual)
loading La
command
wire memory
2A
"AIDA ALL H 0V Standby
35A-* r 1 bomb " disable dispatcher
::EMERGo
4
+ 12 V
T il it availabilities 1 comparator (14-3)
Matching of input information 4 Coding
m B Normal (K3) and
standby (K4) safety relays
Firing clearance
Firing sequence .
Standby
m Matching of output information

OFF 1 OFF T 0V
- «AT»
Bomb availability (fig. 4 1) - RH wing bomb
generator «« 
.2 I_ ^r* RB
.3 NB 60 7.5 90
Ci 45^ V^T-050 >1
CPB
! RPB Retarded bomb
180 Coding 9A-
>
«N 81A
o w + 28 V U/C down 0V Safety CPB -W- -*-- Rocket selection (15-2)
o ALL 300 2 F2 ovh 'monitoring qv| K5
<
ov|-
«5
As 4 ~| EMG
INT-FAIL
4-s -|OV F1
>- -H-
2
+ 1
emergency
p. supply
1,5 V
-M- K2
+ 25 V standby
RPB
-M- -* A/G gun selection
+ Lighting
(14-1)
m
e Emergency 4
I F2 N-^ Tl
T_
H
+ 25 V normal
RBC
66A Emergency 1 18 V
CPB. -|ov
H Î K1
+ 72 V Safety RPB.
As
Phase.
OFF
B
13- K 42Z
+ 28 V sight on
(14-3)
^4 I
22 V
H
normal p. supply
X
monitoring
Digital-to-analog,
r®'
23T } r
F1 " K >1
INITIALIZATION + 15 V Emergency 1- converter Vd
CO
13X
T if¤> + 28V U/C down
- 15 V
power supply Safety
monitoring
K4
* W t X 0V
AT-
Ni-
(DAC)
OV
(XJ- DAC
As-
STBY
^ SUP.
*T=. Retarded bomb K2 Vs
I -t> <
Detector
K3
-+ 12 V
inhibition
^
03
FIGURE 41 M - BOMB SYSTEM CONTROLS AND INDICA TORS
3-1 44M FIGURE41M 3-144M FIGURE 41M 3-144M FIGURE 41M 3-144M
AC 3-144M FIGURE 41M
Restricted 3_1 44M FIGURE41M
12-79
BREGUET
/L^"^ V.
AVIATION^Ï^VJyfQ*
MIRAGE F
D Operating principle of intervalometer
The intervalometer has two operating modes :

- one NORMAL mode for automatic or manual dropping of bombs in single mode or in salvos
of two to six bombs, or for dropping of all bombs in only one salvo ;
- one EMERGENCY mode to be selected as soon as the NORMAL mode becomes unserviceable ;
in this case, only normal dropping remains possible, either in single mode or in salvos of four bombs
with a time interval definitely set at 180 ms.
(1) NORMAL mode
Once the aircraft is loaded in one of the configurations compatible with the safety rules, the
intervalometer is initialized on ground (with aircraft energized or not).
After selection of the initial loading configuration from the three selector switches «FUSELAGE»,
«A. POINTS 1» and «A. POINTS 2» the validating circuit designed for confirming the availability of
the bombs delivers an ACTUAL LOADING (La) code (also used in EMERGENCY mode).
Actuating the «INITIALIZATION» button causes the initial loading (Li) code to be introduced in
the instantaneous loading memory, which then delivers a THEORETICAL LOADING (Lt) code.
If the actual and theoretical loading codes are identical, an Lt/La comparator triggers the illumi¬
nation of the green indicator light which remains on as long as the «INITIALIZATION» button is
being depressed.
The theoretical loading code is subjected to a new coding, so as to retain the loading codes which
meet the dropping safety rules.
This new code generates instantaneous loading codes which are applied to the sequence parameter
memory. It is changed at each bomb dropping and is maintained for the whole duration of a salvo. In
addition, the memories are addressed by the armament panel «NB» switch which determines the
number of bombs per salvo.
(a) Sequence parameter memory
The sequence parameter memory delivers :

- the firing command
- the data for pre-positioning of the salvo firing pulse counters which determine the position of
the first pulse
- the time between dropping pulses (ti) in retarded bomb mode
- the time between dropping pulse (ti) in clean bomb mode
- the number of bombs (Ni) to be dropped during the salvo
- the position of each bomb remaining after each salvo.
EMERGENCY mode).
AG
AVIONS MARCEL DASSAULT JL-^-^TU.
BREGUET AVIATION ^cT __
MIRAGE F
- The firing command memory is addressed, on the one hand by the position of the dropping
pulses, and on the other hand by the sequence in which the bombs are to be dropped in salvo mode.
This memory consists of a double circuit which, after decoding, directs the dropping control
pulse to the appropriate channel. This double circuit is permanently subjected to comparison and
checked by the safety monitoring system.
(b) Time interval AT
The time intervals ti as delivered by the parameter memory (in clean bomb and retarded bomb
modes) are registered by the time selector memory. The latter then determines the time interval AT
between the bombs of a same salvo.
This time AT differs according to :
- the type of bombs selected : clean bombs («CB») or retarded bombs («RB»)
- the dropping mode selected : manual or automatic
- the importance of the load factor (n) for automatic dropping of clean bombs.
This time is compared with the time selected from «AT» selector of the armament panel. The
result of this comparison selects the time AT of the armament panel if the selected time AT is equal to
or higher than the time AT delivered by the selector ; or it selects the time AT of the selector if the
selected time AT is lower.
The «AT» indicator light of the armament panel comes on if the selected time AT is lower than
the AT delivered by the time selector. In addition, this same «AT» light comes on in automatic clean
bomb dropping mode when the selected time AT is lower than the minimum time permitted for a load
factor n > 1 .5.
(c) Load factor (n)
The accelerator supplies the time selector with load factor signals used on automatic dropping of
clean bombs.
For n < 1 .5 g, dropping takes place normally with a AT = 180 milliseconds.
For n > 1 .5 g, dropping takes place normally with a AT = 30 milliseconds.
When the acceleration is lower than 0.2 g or higher than 5.5 g, an accelerometer failure detection
signal is applied to the safety monitoring system for 50 seconds (see para. E).
For n < 0.2 g, dropping is impossible during 50 seconds.

After 50 seconds, dropping is possible again.
For n > 5.5 g, dropping is possible in normal conditions during 50 seconds.

After 50 seconds, dropping is still possible but with AT = 180 milliseconds.
(d) Dropping pulses
After clearance, the normal generator uses the Ni and AT information to deliver a double dropping
pulse train which is directed to the firing command memory.
Besides controlling release of the associated bomb, each dropping pulse resets the instantaneous
loading memory.
AA
AVIONS MARCEL DASSAULT /L->~irU
BREGUET AVIATION ^^^J^f^
MIRAGE F
Dropping of the wing bombs takes place with a maximum dissymmetry of one bomb. The LH
wing/RH wing comparator permanently compares the number of bombs available under each wing
and stops any dropping pulse intended for the less loaded wing.
REMARKS :
1) To restore the balance between the two wings, according as position «1» or «3» has been
selected, two or four bombs are systematically dropped.
2) In four-bomb pylon configuration, if a rear bomb fails to drop, the dropping pulse is syste¬
matically stopped by the pylon transfer unit and consequently, the corresponding front bomb cannot
be dropped either.
Case of practice bombs
When carrying practice bombs, the number of which may exceed the maximum loading code, the
firing sequences previously defined are still applicable, yet the number of pulses Ni is locked to «1».
When Lt = Ot re-initialization of the instantaneous loading memory takes place automatically so

that several sequences can be achieved in succession.
(e) Digital-to-analog converter (DAC)
Thanks to the digital-to-analog converter, the codes defining the number Ni of intervals between
bombs and the duration of these intervals AT, are converted into an analog voltage enabling range
computer 23T, in case of automatic mode dropping, to anticipate firing so that the bombs can be
centered on the target.
(2) EMERGENCY mode
The emergency mode is selected by setting the armament panel «NB» switch to one of its two
«EMG» positions :
either «EMG 1 » position for single dropping
- or «EMG 4» position for four-bomb salvo dropping.
The intervalometer provides for only one dropping schedule, with a time interval set at 180 ms
once for all. The dropping sequence is determined as per the number of bombs remaining under the
aircraft when switching over to emergency mode.
The actual loading (La) signal addresses a wired emergency firing command memory. At the time
of firing, this memory transmits the dropping pulses to the emergency dispatcher which in turn is ad¬
dressed by the emergency generator after firing clearance.
Like in NORMAL mode, to prevent dissymmetrical dropping, the LH wing/RH wing comparator
permanently compares the number of bombs available under each wing.
AB
AVIONS MARCEL DASSAULT iLJ>>-~rU MIRAGE F
BREGUET AVIATION^SF3^^^
The emergency dispatcher output signals validate these dropping pulses which are then directed to
each of the channels corresponding to the bombs to be dropped. The pulses are transmitted to the
related stations through a distribution logic if no locking is entailed by a detected failure.
Such locking is subsequent to a «failure» information coming from the safety monitoring logic
through NORMAL-EMERGENCY relays K3 and K4 in case the firing relays are defective.
REMARKS : In NORMAL mode, the EMERGENCY mode is inhibited.

In EMERGENCY mode, the NORMAL mode is inhibited.
In single mode, the EMERGENCY generator is inhibited.
After using the EMERGENCY mode, it is advisable not to use the NORMAL mode again, as the
instantaneous loading memory has not been reset.
(3) Safety monitoring
(a) Initialization monitoring circuit

A monitoring device checks the conformity between the contents of the instantaneous loading
memory and the bomb availabilities.
In case of an anomaly, the intervalometer generates the «INIT» failure signal and causes the green
initialization indicator light to go out (or prevents it from coming on).
Such monitoring is effective on ground only, with U/C indicated as down.
(b) Position monitoring circuits of firing relays and A/C power relay
These circuits permanently monitor the position of the firing relays and A/C power control relay,
and prevent firing from taking place when any one of these relays is in operating position.
Such prevention is inhibited whenever the energization of the firing relays results normally from
the signal transmitted by firing button 21 A.
Firing relays
One of the monitoring devices receives an «A/C ground» signal indicating that the firing relays are
at rest, and permanently monitors the rest position of the eight firing relays.
Power control relay
The other device is applied a «+ 28 V A/C» signal indicating that the power relay is operating, and
permanently monitors the position of this relay.
Firing prevention is displayed on the armament panel (see para. E).
(c) Self-test circuits
Self-test devices are used for monitoring of the three main functions of the intervalometer.
Safety parameter memory and firing command memory
As the time interval between bombs is optimized in accordance with the sequence scheduled, the
parameter and firing command memories are monitored to check their validity and the coherence of
their contents. This is intended to avoid selecting a sequence inconsistent whith the safety parameters
(time).
In case of a defect or a failure, the firing commands delivered are inhibited and a failure indication
is displayed (see para. E.).
Accelerometer
In automatic clean bomb dropping mode, the time interval between pulses being optimized in
accordance with the load factor n, a monitoring device permanently checks the validity of the informa¬
tion delivered by the accelerometer.
In case of failure detection, see para. E.
When the loading factor is nil, the firing commands are systematically inhibited, whatever the
type of bombs involved (clean or retarded).
AA
11-78 Restricted 3- 147 F
AVIONS MARCEL DASSAULT ]L>*-iirVL MIRAGE F
BREGUET AVIATION ^^^L-^sfÔ ». a mi i a i
AT selection memory
The various circuits of the logic are permanently subjected to odd-even checks.
In case a failure is detected, the anomaly is displayed (see para. E) and firing is cleared only for
the maximum time interval between bombs (AT = 300 ms).
(d) Interruption monitoring during salvo firing

As firing depends on the actuation of the firing button, the intervalometer sequence is stopped as
soon as the button is released. When starting the sequence again, two cases are possible :
- at the time firing is resumed, the number of bombs per salvo has not been modified.
The sequence is resumed at the very point where it was interrupted. So the number of pulses
generated will be that remaining upon interruption. This is indicated to the pilot (see para, related to
indicating system).
- at the time firing is resumed the number of bombs per salvo has been modified :
- of a symmetrical interruption.
case
The sequence is resumed at the point where it was interrupted. The number of pulses to be
generated corresponds to the new number of bombs displayed.
- case of a dissymmetrical interruption.
The sequence is resumed from the first symmetrical code preceding that of the interruption.
The number of pulses corresponds to the new number of bombs displayed.
(e) Safety in case of a failure
In case a failure is detected by the self-test logic, a signal is fed to the safety circuit which, de¬
pending on the operating mode of the intervalometer (normal or emergency), prevents the firing pulses
from being distributed to the aircraft systems.
Zeroing takes place on every re-initialization.
E Incorrect selection and failure warning circuits
(1) «AT» indicator light
The «AT» light indicates that the time selected does not correspond to the safety times autho¬
rized by the intervalometer ; it also indicates a failure of the accelerometer chain.
Steady
The light comes on if the time selected from «AT» selector of the armament panel is lower than
the minimum safety time authorized by the «AT» time selector memory.
The light is extinguished by manually selecting a time equal to or higher than the AT of the time
memory or by switching over to emergency operating mode.
Flashing
The light flashes if, in automatic clean bomb dropping mode, the load factor value delivered by
the accelerometer is abnormal whereas the safety time of the time memory exceeds the AT selected.
For n < 0.2 g, the light starts flashing after 50 seconds, and dropping is then possible.
For n > 5.5 g, the light starts flashing after 50 seconds, but dropping takes place with a AT equal
to 180 ms.
If only the accelerometer is defective, the light flashes when the aircraft is on ground.
REMARKS : - Flashing has priority over steady burning.
- When carrying practice bombs, the light is kept out.
(2) «NB» indicator light
Steady
The light comes on if the number of bombs selected exceeds the number of bombs available, or
if the number of bombs selected is «1» or «3» whereas the number of bombs under wings is higher.
The light is extinguished by merely performing another selection.
AA
BREGUET AVIATION
Flashing
The light flashes :
- when salvo firing is interrupted (firing button released) or when the loading factor is close to 0 ;
-when the EMERGENCY mode has been selected while the NORMAL mode is operative ; such
error is displayed in the conditions specified in the table below :
Selected
Condition Condition Red
of normal of emerg. «NB» light «INT.FAIL» Remarks
.mode light
mode mode
Normal Correct Correct On 8t steady Out Firing enabled

Normal Correct Defect. On & steady Out Firing enabled
Normal Defect. Correct On & steady Flashing Firing disabled
Normal Defect. Defect. On & steady Flashing Firing disabled
Emerg. Correct Correct Flashing Out Firing enabled
Emerg. Correct Defect. Flashing Flashing Firing disabled
Emerg. Defect. Correct Out Out Firing enabled
Emerg. Defect. Defect. Out Flashing Firing disabled
REMARKS : - Flashing has priority over steady burning.

- When carrying practice bombs, the light is kept out.
(3) «INT.FAIL» indicator light

Flashing
When flashing, this light indicates that a failure has been detected through the self-test of the
safety monitoring device, that the safety monitoring logic is not in rest position, or that firing relays are
in operating position.
Steady
Steady burning occurs when initialization is incorrect or the power control relay is in operating
position (with U/C down).
REMARKS :
priority over steady burning.

1) On ground, flashing has
2) Indicating of the failure(s) detected through the self-test can be cancelled only by switching
over to emergency mode.
3) Indicating of firing relays failure can be cancelled only by switching over to emergency mode
of the intervalometer. If the failure persists (failure of one or several relays), firing must be stopped.
4) Failure of the power control relay is indicated on ground only ; the indication cannot be
cancelled.
F Power supply
The intervalometer includes two parallel- and buffer-mounted power supplies :

-a normal power supply obtained from the 115 V/400 Hz current after rectification and stabi¬
lization (voltage of + 12 V) ;
-a standby power supply obtained from the + 28 V aircraft (voltage of + 11.5 V) or from the
battery voltage when depressing the initialization button.
Setting into service of the standby power supply is indicated on ground by lighting of the amber
self-testable «STBY SUP» light.
In normal operation, the power supply voltage is obtained from the + 12 V current which is
supplemented by the + 1 1 .5 V emergency current in case power supply is interrupted.
Two other voltages of + 15 V and 15 V are generated for supplying the circuits of the digital-
to-analog converter (DAC).
The power supplies are energized through relay K1 as soon as this relay r. itself energized from the
+ 28 V sight on.
Flip-flop relays K3 and K4 are initialized at the same time as the instantaneous loading memory.
Relay K3 is associated with the NORMAL mode and relay K4 with the EMERGENCY mode.
As soon as a failure is detected by the safety monitoring device, the function of the relays is to
disconnect the appropriate dispatcher in service.
AA
11-78 Restricted 3-147T
AVIONS MARCEL DASSAULT /L-^firU. MIRAGE F
BREGUET AVIATION âF^L^Ô ..ami. a. .r-
2 - GENERAL JETTTISON MODE (figure 42)
General jettisoning is obtained by pressing button 47 A, which causes a jettison pulse to be sent
simultaneously to the various carrying stations (fuselage and inboard wing stations first, then with some
delay, outboard wing stations)
REMARK : The delay for the outboard wing stations is secured through time delay element 145A
which delays the pulse by 300 ms, then maintains energization of relay 146A during 300 ms.
Through the internal circuits of the carrying devices, the jettison pulse causes
the initiators to be fired,
- the fusing unit circuits to be opened,
and all stores carried to be jettisoned in safe condition.
3- SELECTIVE JETTISON MODE (figure 42)
Selective jettisoning is obtained by pressing button 46A, depending on the position («outboard
wings» - «inboard wings» - «fuselage») selected with switch 48A.
These selective jettison pulses, through relay 49A, are fed to the carrying stations correspond¬
ing to the selection made, causing :
- the initiators to be fired,
- the fusing unit circuits to be opened,
hence jettisoning of the selected store(s) in safe condition.
AD
BREGUET AVIATION
MIRAGE F
164A
Selective
jettison
RH
47A
33A
4- \OUTBOARD
STATION
General
_û
jettison
Q
llh"
I
OQ
45A
-a £_ 162A
Selective
H
jettison
145 A RH
INBOARD
STATION
General
146 A "- J
jettison
160A
T7 Selective
17
4- jettison
. FUSELAGE
STATION
General
6
jettison
46A
44A +-
Wings
I -As <i <

161 A
H
Selective
jettison
CB
00 Ml d^ 48 LH
INBOARD
STATION
General
jettison
165 A
Selective
jettison
LH
OUTBOARD
STATION
General
I jettison _
FIGURE 42 - JETTISON CIRCUITS

AD
AVIONS MARCEL DASSAULT L
BREGUET AVIATION ^<!Z
\JZ<'m;
-N
MIRAGE F
^^^<^t^ Restricted MANUAL 15
OPERATION OF THE MULTI-PURPQSjr^Y^LOJMJ^r^RFJJ^LAGE.
(Figure 51)
1 - NORMAL JETTISONING
The firing pulse delivered from channel 1 or 2 of the intervalometer through A/C firing circuits
energizes firing relay I on pylon through pylon rotary switch set to «BOMB» and through contactor set
to «COCKED» on transfer unit. That pulse is then fed, through contactors (in rest position) of selective
emergency relay II and general emergency relay III, to initiators which are fired ; the pulse causes also :
- ejector hooks to be opened
- pistons to be released and store to be force jettisoned.
2 - GENERAL EMERGENCY JETTISONING

Through contactor set to «COCKED» on transfer unit, the emergency jettisoning pulse energizes
the general emergency relay III, entailing :
- pulse feeding to pulse distributors
- jettisoning safety system cuttting-off
and store inert jettisoning.
The jettisoning pulse is directly fed to selective emergency relay II which, when energized
controls :
- firing of pulse distributors and inert jettisoning of store.
4- INDICATING
On store jettisoning, one contactor of transfer unit coming to «JETTISONED» position opens the
indicating system.
AB
05"77 Restricted 3151
BREGUET AVIATION
MANUAL 15
see
fig. 42
NOTE : When an adapter is carried, uncouple connector SS from the connection box and set up the Junction between pylon and adapter
FIGURE 51 - FUSELA GE MUL T/PURPOSE PYL ON

ELECTRICAL CIRCUIT
AB
BREGUET
fl^>-£Jr-U
AVIATION^*^. __^
MIRAGE F
OPERATION OF FOUR-BOMB PYLON CLB4

(Figure 51M)
NOTE : The following is a general description and does not take into account the jettisoning order
which depends on the type of bombs (see jettisoning sequence).
A Selector unit toggle switch set to «4 A65»
The firing pulse from channel 1 of the intervalometer energizes firing relay K2 through selection
toggle switch and through contactor set to «COCKED» on LH rear transfer unit, causing :
initiators to be fired
store to be jettisoned from LH rear carrying station
-
- transfer unit to be set to «JETTISONED».
The firing pulse from channel 2 of the pulse distributor will energize firing relay K7 through
analog circuit and will cause RH rear store to be jettisoned.
NOTE : The firing relays are self-energized through shunting ahead of transfer unit contactor in order
to prevent, as store is released, the same pulse from jettisoning a second store through
carry-over channel.
The second pulse, from channel 1, and through contactor set to «JETTISONED» on LH rear
transfer unit, energizes relay K3, causing the store on LH front station to be jettisoned.
The following firing pulse from channel 2, and through contactor set to «JETTISONED» on RH
rear transfer unit, energizes relay K6, causing the store on RH front station to be jettisoned.
| B - Selector unit toggle switch set to «2-CENTER»
The firing pulse from channel 1, through contactor of transfer unit set to «COCKED» energizes
firing relay K1 , causing the pulse to be fed to the LH station initiators.
The firing pulse from channel 2, through contactor of transferunit set to «COCKED» energizes
firing relay K8, causing to store to be jettisoned from RH middle station.
The firing relays will not be energized unless their grounding circuits are established through
contacts of relay K9 in rest position. That relay is energized from «airbrakes extended» information
delivered by A/C system in order to prevent jettisoning if airbrakes are not retracted.
NOTE : Should adaptors be carried at the various stations, the following informations (release pulse,
availability, JS selection and grounds) are fed to these adaptors after disconnecting the
associated connector.

The emergency jettisoning + 28 V, through K5 relay contactors in rest positon, energizes
relay K4, causing the emergency currents to be fed to the initiators through contactors of relays K1,
K2, K3 in rest position ; therefore :
- in 4-bomb carrying configuration : simultaneous jettisoning of the four stores,
- in 2-bomb carrying configuration : simultaneous jettisoning of the two middle stores.

The selective jettisoning + 28 V energizes relay K5, then relay K4 ; jettisoning sequence is the
same as in «general emergency jettisoning».
NOTE : 1) Energizing relay K6 from general or selective emergency jettisoning currents allows for
cutting off the jettison safety circuits.
2) The general and selective emergency jettisoning currents can be delivered by missile
connector P11.
4- INDICATING
When jettisoning the store from each carrying station, the transfer unit return to «JETTISONED»
I position, causing availability circuit to be opened. This data is handled by the intervalometer.
AB
08-79 Restricted 3-1 52L
BREGUET AVIATION
MIRAGE F
MANUAL 15
LH REAR
ADAPTOR
CONNECTOR
LH FRONT
ADAPTOR
CONNECTOR
Presence
LH Front and
LH Center
Nose JS
TailJS
General emergency
Selective emergency
Presence
RH Front and
RH Center RH FRONT
ADAPTOR
CONNECTOR
RHREAR
ADAPTOR
CONNECTOR
FIGURE 51 M - FOUR-BOMB PYLON CLBA ELECTRICAL CIRCUIT

AC
01-80 Restricted 3-1 52M FIGURE 51M 3-152M FIGURE 51M 3-152M
BREGUET AVIATION^X?
'U;i MIRAGE F
OPERATION OF WING MULTI-PURPOSE PYLON
(INBOARD STATION)
(Figure 52)
The firing pulse from A/C system energizes the firing relay (1) on pylon through pylon rotary
switch set to «BOMB» and through transfer unit contactor set to «COCKED».
That pulse is then fed through contactors (in rest position) of selective emergency relay (2) and
general emergency relay (3) to the initiators which are then fired ; the pulse causes also :
- ejector hooks to be opened,
- pistons to be released and store to be force jettisoned,
NOTE : 1) The firing relay on pylon is kept energized after jettisoning (transfer unit set to
«JETTISONED») by the firing pulse during its whole duration, through one of its contactors.
2) The second firing channel is not used when jettisoning only one store.
The emergency jettisoning pulse through transfer unit contactor set to «COCKED» energizes the
general emergency relay (3), causing :
- pulse to be fed to the initiators,
- jettisonable safety circuits to be cut out,
The emergency jettisoning pulse is directly fed to the selective emergency relay (2) which causes,
as soon as energized :
- initiators to be fired and store to be inert jettisoned.
4- INDICATING
As one of the transfer unit contacts comes into the «JETTISONED» position when jettisoning the
store, it opens the bomb availability circuit, which causes the warning light corresponding to the wing
inboard station to go out (in single store carrying mode).
AC
05 77 Restricted 3~153
BREGUET AVIATION
MIRAGE F
f Connecting door ^\
fig. 41
Fig. 42 jettison
Note : When carrying an adaptor.uncouple connector SS from connection unit and set up Junction between pylon and adaptor.
FIGURE 52 - WING MULTIPURPOSE PYLON (INBOARD STATION)

AC ELECTRICAL CIRCUIT
BREGUET
f ^/Ni
AVIATION^C~^XN"' -^
MIRAGE F
> Restricted MANUAL 15
OPERATION OF WING MULTI-PURPOSE PYLON
(OUTBOARD STATION)
(Figure 54)
The firing pulse from A/C system energizes the firing relay 1 on pylon through pylon rotary switch
set to «BOMB» and through transfer unit contactor set to «COCKED».
That pulse is then fed through contactors (in rest position) of selective emergency relay 2 and
general relay 3 to the initiators which are then fired ; the pulse causes also :
- ejector hooks to be opened,
- pistons to be released and store to be force jettisoned,
NOTE : 1) After jettisoning, the firing relay on pylon is kept energized (transfer unit set to
«JETTISONED») by the firing pulse during its whole duration through one of its contactors.
2) Carry-over function is not used.
The emergency jettisoning pulse through transfer unit contactor set to «COCKED» energizes the
general emergency relay 3, causing :
- pulse to be fed to the initiators,
- jettisonable safety circuits to be cut out
The emergency jettisoning pulse is directly fed to the selective emergency relay 2 which causes, as
soon as energized :
- initiators to be fired and store to be inert jettisoned.
4- INDICATING
As one of the transfer unit contacts comes into the «JETTISONED» position when jettisoning the
store, it opens the bomb availability circuit, which causes the warning light corresponding to the wing
outboard station to go out.
AC
05 77 Restricted 3"157
BREGUET AVIATION ^d
Connecting plugs Door
RELEASED
See General
fig-
42 Jettison
p Release
Ground
Nose
F.U.
Tail
> F.U.
5-
Presence
Carry-over
Set
Selective
fig
42 jettison
FIGURE 54 - WING PYLON (OUTBOARD STA TION)

ELECTRICAL CIRCUIT
AC
BREGUET AVIATION,__
rLj^^d.
_ _
MIRAGE F
OPERATION OF BOMB-RACK ADAPTOR 65A

(Figure 62)
The + firing from pylon circuits is fed to the pulse distributor through safety contactor set to
«FLIGHT». Two types of operation are made possible by the distributor, according to selection made
by the selector.
1 - USE
A device inside the pulse distributor operates on two channels. These pulses are uneven when
setting the selector to «1 » or even when setting to «2».
NOTE : The second channel of the pulse distributor is not used.
2- SHUNT
Each pulse is distributed to the firing relays of the adaptor.
3- OPERATION
The first pulse from distributor energizes firing relay (1 ) through the contactor of transfer unit set
to «COCKED».
When energized, this relay allows for initiator firing through safety contactor of ejector in
«FLIGHT» position, causing jettisoning of LH carrying station store and return of transfer unit to
«JETTISONED» position.
The next firing pulse is fed to firing relay (2) of RH carrying station through transfer unit
contactor in «JETTISONED» position and through one of the firing relay (1) contactors. When
energized, firing relay (2) causes initiator firing, entailing jettisoning of RH carrying station store, while
throwing transfer unit contactor to «JETTISONED» position : it also allows to feed the next pulse to
firing relay (3) and to jettison the store of the center carrying station. When returning to
«JETTISONED» position, the transfer unit contactor will allow for feeding of the next pulse through
carry-over channel.
The electro-magnets of jettisonable safeties are simultaneously energized on all three carrying
stations as soon as that selection is made in the cockpit (case of P65 ejectors).
4- INDICATION
The adaptor includes a shunt in order to indicate «Store availability» from a pylon circuit ground.
AB
BREGUET AVIATION .(<,
MIRAGE F
(withjjectors T65)
UTILI SHUNT
COCKED
-te
~l \ZA
;ïm Not used

Selector
knob
iLA RELEASED
PULSE !© COCKED
nHXH
-t [ DISTRIBUTOR J^ps
FLIGHT u
L,. J
Jjj RELEASED
EJECTOR T65
FLIGHT FLIGHT
.J
Connector LH EJECTOR P65
IT2
B Fusing unit
Release
... I
COCKED
JUi RELEASED
4=
cv
Carry
over i FLIGHT
s-i
I >1p > V? t> V?
/?rV EJECTOR P65
Fusing
<ô H
unit
Fusing unit
Fusing
.rw-\.
unit i
Ground COCKED
Presence Adapter
cord
-ft
RELEASED
Ground 3,
in stem
7934545A FLIGHT
p V r> \? t> V?
CENTER
EJECT0RP65
-rW"\.
I -1-.
FIGURE 62 - BOMB RACK ADAPTER 65A - ELECTRICAL CIRCUIT

AB
BREGUET AVIATION
RELEASE SEQUENCES
The release pulses are delivered in accordance with the number of bombs set on armament control
panel. The release order depends on that selection and on the carrying configuration.
- Single store carrying configuration : figure 81 .
- Multiple store carrying configuration : figure 82M.
- Multiple store carrying configuration with practice adapters : figure 83.
Intervalo¬ RELEASE ORDER

CARRYING
meter code
STATION
setting LHoutbd LHinbd Fuselage RHinbd RHoutbd
020
INBO
WING ^ I
FUSELAGE
120 +
INBO WING ^ I
OUTBD WING
022 +
INBO WING è I &
FIGURE 81 - RELEASE SEQUENCES FOR SINGLE STORES
AD
BREGUET AVIATION
MIRAGE F
RELEASE IN STANDBY MODE RELEASE IN NORMAL MODE

Intervalometer RELEASE ORDER RELEASE ORDER
CARRYING
code
STATION LH outbd LH inbd Fuselage RH inbd LH outbd LH inbd Fuselage RH inbd RH outbd
setting RH<j.utbd
-LH-
-LH Z2 C^ RH- RH-
FUSELAGE
X3 Q T*~ zn
400 (CLB4, four- © © © ©
store carrying)
© &
FUSELAGE -RH- -Lh- -RH ^1
402
(CLB4, four-
store carrying)
+
OUTB
V I R
©
F
<b
F
©
m
©
u
©
© ©
o CZZD
^
WING (b ©
-LH RH | -LH- r-RH~i ,

FUSELAGE I
-420^
(CLB4, four-
store carrying)
+
INBD
V © ©
CZZJ
J ^ E
© ©
I »
WING © © ® ©
FUSELAGE -LH- -RH- I LH-î i RH |
(CLB4, four- r i r~i a r~ i r i r~i 1 R F F Ri r~i m

422
store carrying
+
OUTB WING
^
0 ©
©
<b ©
j
+
© © © ©
J_
INBD WING © ©
FIGURE 82M - RELEASE SEQUENCES FOR MULTIPLE STORES
AC
06-81 3-182M FIGURE 82M 3-182
Restricted
BREGUET AVIATION
MIRAGE F
REMARKS : On each adapter, the «UTILIZATION-SHUNT» selector switch is set to «SHUNT»,

and the channel selector button is in the «1 » position.
INTERVALO¬ RELEASE ORDER

AIRCRAFT
METER CODE
SELECTION LH INBOARD FUSELAGE RH INBOARD
DISPLAY
| LH C RH\
100 FUSELAGE © 1
1st pulse
1st channel (j}\
®
2nd pulse
1st channel
3rd pulse
1st channel
\LH C RH | ILH C RH I
© 1
WING
1st pulse ©
020
INBOARD
1st channel
© 1st pulse
\^J
2nd pulse
1st channel
2nd channel
©
2nd pulse
3rd pulse (q\ 2nd channel
"
1st channel
3rd pulse
2nd channel
\LH C RH\ \LH C RH | \LH C RH\
©
1st pulse r
ci
(y
1st channel \D 1st pulse r
120
FUSELAGE
s v 2nd pulse 2nd channel \u
WING \Z/ 1st channel r
L2nd pulse
INBOARD \S) 2nd channel
3rd pulse
1st channel
d) 3rd pulse
2nd channel
4th pulse
1st channel (V)
. ©
5th pulse
1st channel
6th pulse
1st channel
FIGURE 83 - RELEASE SEQUENCES IN MUL TIPLE STORE CONFIGURA TION

WITH PRACTICE ADAPTERS
AD
AVIONS MARCEL DASSAULT /LJ^^rS^
BREGUET AVIATION^F^Ô.
MIRAGE F
^S^--<^ Restricted MANUAL 15
REMOVAL- INSTALLATION OF UNDERFUSELAGE MULTIPURPOSE PYLON

(figures 4 and 1 1 )
A Special tools
- ALKAN tool set Y 801 P001 for pylon installation

- Special wrench M 31096 for attachment of ALKAN tulip fitting 1 Special installation
- Wrench for blanking plug M 31 125 J tool kit 5001-MO-A2
B Standard tools
- Sets of torque wrenches, 2 to 20 m.daN (15 to 150 ft.lb)

- Accessory sets for torque wrenches, 2 to 20 m.daN (15 to 150 ft.lb)
1 straight-bit screwdriver
- Elevator trolley with accessories
D Accessories
- ALKAN tulip fittings type 1022F (Qty : 2)
2- MATERIALS
-Grease AIR 4217
-Oil AIR 3512
3- INSTRUCTIONS
- When handling the multipurpose pylon (storage, preparation, transportation), take care not to
damage the swaybraces.
- If the pylon is to be put on the ground, take care not to damage the swaybraces.
Prior to installation, check swaybraces for correct condition and specially for proper crimping
of retaining clip on each swaybrace.
4- REMOVAL
A Preliminary steps on pylon
- Make sure that initiators and reducers are removed.
B Procedure
Lower the feeler of the «anti-leak squeeze» device by turning the six-flat knob 34 towards
«FERME - CLOSED» direction.
- Engage ratchet wrench with socket on the rear attachment screw 4.
Push upwards in order to release screw from locking device, then unscrew the rear attachment
screw.
- At level of the main supports, on the RH side of the pylon, open doors 21 for access to floating
anchor nuts 20.
- Using the pin, unscrew floating anchor nuts fully, less half of a turn.
- Press the «ENFONCER POUR DEVERROUILLER - PUSH TO UNLOCK» pushbuttons 22 on
the pylon LH side.
- Maintain pylon in position (2 operators are required, while a 3rd person will perform various
handling maneuvers) or support it from underneath with the elevator trolley platform.
-Turn the «POSE ET DEPOSE - LOCK AND RELEASE» hexagonal knob 19 on the RH side,
anti-clockwise, in order to bring the pistons 1 into high position and to free the rollers.
- Allow the pistons to move back, lower the pylon slightly (the aircraft-to-pylon connector 10 is
automatically disconnected).
- Withdraw .the pylon.
AB
BREGUET AVIATION^c.
/LJ^^rU
^ ^
MIRAGE F
C Reconditioning
If the A/C is no longer to be equipped with a pylon, unsafety and remove the two tulip-shaped
fittings from the A/C fittings.
Install the blanking plugs :
- on the fittings,
- on the cross-feed unions,
- on the fitting of the rear attachment device.
Position and secure door 28-06 giving access to the fuselage-to-pylon electrical connector.
5- INSTALLATION
A Preliminary steps on the pylon
- At the level of the attachment devices, open doors 21 giving access to the floating anchor nuts.
- Unscrew all floating anchor nuts 20 of the hooking devices completely less half of a turn.
- Depress the «ENFONCER POUR DEVERROUILLER - PUSH TO UNLOCK» pushbuttons 22
on pylon LH side to unlock the pistons.
- Remove protective plugs from the cross-feed unions.
Check condition of seals, and lubricate them. Make sure the bearing surfaces swivel freely.
Lubricate if necessary.
B - Preliminary steps on the aircraft
Unscrew attachment screws from door 28-06 and remove door.
-Unscrew and remove blanking plugs from the main attachment points and the rear attachment.
- Clean and lubricate attachment point fittings and rear attachment, as required.
- Position tulip-shaped fittings into each of the main front and rear fittings, screwing them in by
a few turns.
- Place one length of lockwire in the hole of the front and rear castellated nuts.
-Screw in the tulip-shaped fittings to the point of contact, then torque tighten to 8 m.daN
(58 Ib.ft).
- Lock the castellated nuts 23 to the corresponding hexagonal screws 21 .
- Remove blanking plugs from cross feed unions.
C Pylon installation
- Position pylon at level of its attachment points.
- Connect the pylon-to-aircraft electrical connector 10 to the fixed receptacle 160 A.
- Insert the attachment devices into the tulip-shaped fittings.
- Turn the «POSE ET DEPOSE - LOCK AND RELEASE» hexagonal knobs 19 anti-clockwise in
order to bring piston 1 of each device in high position.
- Engage fully both devices into tulip-shaped fittings by pressing the pylon firmly against fuselage
and allow the hexagonal knobs to move back.
- Press the «VERROUILLAGE - PUSH TO LOCK» pushbuttons 18 on pylon RH side to secure
pistons.
- Engage rear attachment screw 4 by a few threads (take care to push spanner upwards in order to
release screw head safety).
- Using the special end-piece and the torque wrench, and gaining access through the pylon base,
tighten floating anchor nuts of the front and rear attachment devices as follows :
- bring front and rear attachment screws 20 close to contact,
- tighten both attachment screws to a 3 m.daN (22.12 ft.lb) torque in order to ensure effective
contact.
Then give :
-
- a 1/2 turn of extra tightening at front,
- 3/4 turn of extra tightening at rear.
- Tighten rear attachment screw to a torque of 4 m.daN (30 ft.lb), taking care to push the spanner
upwards to release the safety.
NOTE : To tighten rear attachment screw, use an angle drive universal joint adapted to the tightening
spanner.
-Install and secure access doors 21 with the floating anchor nuts 20.
-Set selector switch «BOMB-TANK ROCKET» 35 to the position corresponding to the store to
be carried (see general information on mission changes 02-6).
AC
BREGUET AVIATION.
MIRAGE F
REMOVAL- INSTALLATION OF 4-BOMB PYLON

(Figure 11 M)
A Special tools
- Tool kit for pylon installation Y801 -P001

-Unlocking tools ALKAN Y 120-001 Special installation
- Special wrench M 31096 for attachment of ALKAN tulip-shaped fitting. I t00| |<jt
- Wrench for blanking plug M 31 125. J çqq.. .|y/jo-A2
B Standard tools
- Box of torque wrenches 5 to 50 m.daN (40 to 350 ft.lb)

- Accessory box for torque wrench 5 to 50 m.daN (40 to 350 ft.lb).
- Elevator trolley with accessories.
D Accessories
- ALKAN tulip-shaped fittings type 1022 F (2).
2- MATERIALS
- Grease AIR 4217.
3- INSTRUCTIONS
- When handling the multi-purpose pylon (storage, preparation, transportation) take care not to
damage the mounting lugs.
- If the pylon is to be put on ground, take care not to damage the mounting lugs.
- Prior to installing them, check for correct crimping of retaining clip on each mounting lug.
4- REMOVAL
A Preliminary steps on pylon
- Make sure that pulse-distributors are removed at each carrying station.
B Operation
- At level of each of the pylon main supports, by gaining access through the mid lower section,
unscrew the floating anchor nuts fully, less half of a turn.
- Maintain pylon in position by supporting it with the truck lifting platform.
- Engage the unlocking tool at the lower section of each main support and lock it by rotating
by a quarter turn.
- Lower the operating lever of each tool so as to unlock the device and to bring the piston to
upper position.
AB
AVIONS MARCEL DASSAULT iLJ>~ir5L
BREGUET AVIATION^gP^Ô
MIRAGE F
séC**^^^ Restricted MANUAL 15
- Using the special unlocking tool, turn each hooking device so as to bring pistons in upper
position.
- Allow pistons to move back, slightly lower the pylon A/C-to-pylon connectors 21 and 25 are
automatically uncoupled.
- Withdraw the pylon.
C Reconditioning
If the A/C is no longer to be equipped with under-fuseiage beam or pylon, unsafety and remove
the two tulip-shaped fittings from the A/C fittings.
Install the blanking plugs on fittings.
Position and secure door (28-06) giving access to the fuselage-to-pylon electrical connector.
5- INSTALLATION
- At level of each attachment device and gaining access from underneath the lower base-plate,
unscrew floating anchor nuts completely less half of a turn.
- Lubricate piston heads, rollers etc... on each hooking device.
B Preliminary steps on the aircraft
- Unscrew attachment screws from door 28-06 and remove door.

- Unscrew and remove blanking plugs from the main attachment points.
- Clean and lubricate attachment points fittings, as required.
- Position tulip-shaped fittings into each of the main front and rear fittings, screwing them in by
a few turns.
of lockwire in the hole of the front and rear castellated nuts.
- Place one length
-Screw in the tulip-shaped fittings to the point of contact, then torque tighten to 8 mdaN
(58 Ib.ft).
- Lock the castellated nuts 23 to the corresponding hexagonal screws 21 .
- Check bombs-rockets firing and jettison circuits (see 15-0).
C Pylon installation
- Position pylon at level of its attachment points.

- Raise pylon using lifting truck.
- At level of each attachment point, engage unlocking tool, and position it on each ALKAN
hooking device (lock by rotating a 1/4 turn).
- Connect connectors 21 and 25 to A/C receptacles 160A and 170A respectively.
- Engage each ALKAN hooking device into the tulip-shaped fittings.
-Turn unlocking tool control lever downwards in order to raise the piston of each hooking
device 1 .
- Engage fully both devices in the tulip-shaped fittings, pressing the pylon firmly against the
fuselage, set the unlocking tools levers back to idle position ; disengage (unlock by a quarter turn)
and remove them.
- Using the corresponding end-piece and a torque wrench, and gaining access through the pylon
base, tighten the floating anchor nuts of each attachment device (tightening torque : 30 m.daN -
217 ft.lb).
AC . .
05-82 Restricted 3-302N
BREGUET AVIATION^ _
j^J>^^\L MIRAGE F
REMOVAL-INSTALLATION OF AN UNDERWING MULTI-PURPOSE PYLON

(INBOARD STATION)
(figures 4 and 12)
A Special tools
- ALKAN took kit Y 801 P001 for pylon installation.

B Standard tools
- Sets of torque wrenches, 5 to 50 mdaN (40 to 350 ft.lb) and 2 to 20 mdaN (15 to 150 ft.lb).
- Accessory sets for torque wrenches, 5 to 50 mdaN (40 to 350 ft.lb) and 2 to 20 mdaN (15 to
150ft.lb).
- Elevator trolley with accessories.
2- MATERIALS
-Grease AIR 4217
-Oil AIR 3512.
3- INSTRUCTIONS
-When handling the multi-purpose pylon (storage, preparation, transportation), take care not to
damage the swaybraces.
If the pylon is to be put on ground, take care not to damage the swaybraces.
-
Prior to installation, check swaybraces for correct condition and specially for proper crimping of
-
retaining clip on each swaybrace.
4- REMOVAL
A Preliminary steps
On A/C, remove upper surface door 6 so as to gain access to main attachment screw, and remove
castellated retainer 5.
On pylon :
- open connecting door 37 of the initiators and check that they have been removed,
- loosen captive screw from rear attachment fairing and remove fairing 43,
- pull back doors 41 and 42 giving access to the cross-feed units 23.
B Operation
Screw up the cross-feed unit adjusting nuts in order to lower unions to maximum.
Maintain pylon in position (two operators are required for this operation) or support the pylon
-
from underneath with the elevator trolley platform.
- Unlock and unscrew completely screw 1 3 from rear attachment point (take care to push
wrench upwards in order to release screw head retainer 14).
- Using the special wrench, socket and grip assembly (see figure 91), unlock and unscrew main
attachment screw 4.
- Remove attachment screw 4.
- Lower pylon slightly to release main support 2 from the wing sleeve, and check that electrical
connector 19 is disconnected.
- Release and remove pylon.
- Remove underwing pylon rear junction fairing 9, and recover the 6 aircraft screws.
- Fit plugs on to cross-feed unions ; position and secure rear fairing 43.
AD
MIRAGE F
BREGUET AVIATION ' MANUAL 15
Restricted
NOTE : If the aircraft is no longer to be equipped with underwing pylons, the following parts are to
be positioned and secured :
- protective fairing for the electrical connector and cross-feed units,
- uppersurface and lowersurface doors, after making them integral with one another.
FIGURE 91 -ATTACHEMENT OF AN UNDERWING PYLON
5- INSTALLATION
Remove attachment screw (4) from main support (2).

-
Undo captive screw and remove rear fairing (43).
-
- Loosen side retaining screw (57) from rear attachment.
- Pull back lateral doors (41 and 42) giving access to cross-feed unions 23.
- Remove plugs from cross-feed unions
- «pressurization» union : unscrew and remove plug
- «fuel» union : unscrew knurled plug fully a no turn a fraction of a turn, disengaging it
upwards.
- If required, unscrew adjusting nut sufficiently to lower both unions to maximum.
- Check condition of seals and lubricate them.
Make sure that bearing surfaces rotate freely and lubricate if necessary.
AA
BREGUET AVIATION^_
/L-^-^rU. MIRAGE F
B Preparation of aircraft (figure 4)
- Remove lowersurface and uppersurface doors ((16) and (15) respectively) giving access to the
sleeve.
Check sleeve (10) for traces of corrosion and peening marks. Check that there is no metal pile-up
at the sleeve lower section.
- Remove wing lower surface fairing (V1-51) at inboard station, and recover the 14 attaching
screws.
| - Lubricate main support sleeve and rear attachment point, if required.
- Remove doors giving access to wing cross- feed unions (V1-53 and 47).
| -Position rear upper fairing (see figure 12, item (9)) in the place of A/C fairing, and fasten it with
the screws common to fairing (V1-51) (2nd and 3rd screws, starting from the rear of that fairing).
-Perform the operations set forth in sheet «GENERAL INFORMATION ABOUT MISSION
. CHANGES» (see 02-6).
I -Through the under surface, check that ball joint (11) is installed and fitted with locking wire (18).
C Installation of pylon
Position the pylon under the wing attachment points and raise slowly.
-When the pylon is close enough to the wing, stop raising and connect the pylon-to-aircraft
electrical connector (19) to the fixed receptacle 161A (LH wing) or 162A (RH wing) (see figure 4,
item (14)).
- Continue to raise the pylon, taking care to position the support in line with sleeve (10) and pay
attention to alignment with rear attachment.
- Rectify the position of the pylon if necessary and fully engage the support into the sleeve.
- From the upper surface, engage attachment screw (4) into main support and screw without
locking, using the special wrench, socket and grip assembly (see figure 91 ).
- Engage rear attachment screw (13) by a few threads ; take care to push the special socket (15)
upwards in order to release screw head from retainer (14).
- Using the torque wrench, torque main attachment screw to 20 mdaN (150 ft.lb), rear attachment
point screw to 8 mdaN (60 ft.lb), and side retaining screw (57) to 2 mdaN (15 ft.lb).
I - Screw the nuts of cross-feed units (23) in order to raise the unions and bring the rubber bearing
surfaces into contact with the blades of the A/C self-blanking caps.
- After contact, tighten moderately.
- Close and secure both lateral doors (41 and 42) giving access to cross-feed units.
- Re-assemble rear fairing (43) and secure it.
- Set selector switch «BOMB-TANK ROCKET» (44) to the position corresponding to the store to
be carried (see Manual 02).
CHANGES» (see 02-6).
AC
O2"80 Restricted 3-3°5
BREGUET AVIATION ^^_
/L-i^^rU MIRAGE F
REMOVAL - INSTALLATION
i i»m-i-»"\ in OF AN UNDERWING PYLON
(OUTBOARD OARDSTl "
STATION)
(figure 14)
A Special tools
- Tool kit for preparation of pylon: Alkan Y801 .P001 .

- Pin wrench M31 115, contained in 2nd line kit 5001 C.S.C.
B Standard tools
- Torque wrench kit, 2 to 20 m.daN (15 to 150 ft.lb)
- Accessory kit for torque wrench, 2 to 20 m.daN (15 to 150 ft.lb)

- Elevator trolley with accessories
D - - LH centering ball joint - reference F1 10-19
- RH centering ball joint - reference F1 20-19
- Stainless steel wire - reference 233-20-CA 1 60
2- MATERIALS
-Grease Air 4217
3- INSTRUCTIONS
- When handling the multipurpose pylon (storage, preparation, transportation), take care not to
damage the mounting lugs.
Take the same precautions if the pylon is to be put on the ground.
- Prior to installation, make sure that the mounting lugs are in perfect condition ; in particular,
check for correct crimping of the retaining clip on each mounting lug.
4- REMOVAL
A Preliminary steps
- On aircraft, remove upper surface door (6) giving access to the main attachment screw.
- Unscrew and disengage screw (4) then remove lock shim (3).
- On the pylon, open access door (38) to initiator support and check that the initiators have been
removed.
B Procedure
- Maintain the pylon in position (two operators are required for this operation) or bring the
elevator trolley platform to bear against the pylon underside.
- Unlock and unscrew screw (9) completely from the rear attachment point.
- By means of the special wrench, socket and grip assembly, unlock and unscrew main attachment
screw (2). Remove this screw.
Disengage washer (5).
- Slightly lower the pylon so as to disengage main support (1 ) from the wing sleeve and disconnect
electrical connector (15).
- Disengage and remove the pylon.
NOTE : If no wing pylon is to be fitted back to the aircraft :

- attach access door V2.43 onto the aircraft-to-pylon fixed connector ;
- attach the lower and upper surface doors, after interconnecting them (fairing) ;
- and if required,
- remove rear ball joint assembly (11, figure 4)
- install blanking assembly (17) and tighten to a torque between 2 and 3.5 m.daN (14.75
and 25.80 ft.lb).
AA
AVIONS MARCEL DASSAULTjL^-jr^L MIRAGE F
BREGUET AVIATION^SP^-Ô , . ... c
5- INSTALLATION
A Preparation of pylon
- If required, remove attachment screw (2) from main support (1).

- Remove washer (5).
B Preparation of aircraft (figure 4)
Remove lower and upper surface doors giving access to the sleeve.
-
Check the sleeve for traces of corrosion or peening marks.
-
- Check that there is no metal pile-up at the sleeve lower section.
- Remove fairing V2.43 giving access to wing connector.
At rear attachment point, make sure that the ball joint and its attachment assembly are installed.
Should the ball joint not be installed, remove the blanking cover and install the ball joint support
assembly in its place.
- Removal of blanking cover :
- extract lockwire (18) from nut (19) and unscrew the latter (special pin wrench M31 1 15) ;
- withdraw blanking cover (17) through the wing lower surface.
- Installation of ball joint support assembly :
through the lower surface, introduce ball joint (11) fitted with lockwire (18) into its
housing, taking care that its flat is properly positioned with respect to the fitting ;
-screw and tighten ball joint nut (19) to a torque between 2 and 3.5 m.daN (14.75 and
25.80 ft.lb) (special pin wrench M31 115);
- safety nut (19) by engaging lockwire (18) into a notch.
- If required, lubricate the main support sleeve and the rear attachment point (ball-joint and screw
hole).
REMARK : Retaining nut (19) of blanking cover (17) is also used for attaching ball joint (11).
C - Procedure
-Position the pylon under wing attachment points and raise it slowly.
-When the pylon is close enough to the wing, stop raising and connect aircraft-to-pylon electrical
connector (15) to fixed connectors 165 A (LH wing) and 164 A (RH wing).
- Continue to raise the pylon, taking care to position the main support in line with the sleeve
and watching over rear point alignment.
- Rectify the position of the pylon if required, and fully engage the support in the sleeve.
-From the upper surface, install flat* washer (5), engage attachment screw (2) into the main
support and screw without locking by means of the special wrench, socket and grip assembly.
- Engage rear attachment screw (9) by a few threads.
- Using the torque wrench, torque main attachment screw (2) to 17 m.daN (123 ft.lb) and the rear
attachment screw to 6 m.daN (43.5 ft.lb).
- Install lock shim (3) on the main attachment screw and attach it by means of screw (4).
- Place upper surface door (6) on main attachment screw (2) and secure by means of its screw.
- Set «BOMB-TANK-ROCKET» selector switch to the position corresponding to the store to be
carried (see manual 02).
AA
AVIONS MARCEL DASSAULT jL»i>-^rU.
BREGUET AVIATION^& ^^
MIRAGE
...»,..
F
- r-
CHECK OF BOMB RELEASE AND JETTISONING CIRCUITS

(WITH PYLONS INSTALLED)
1 - SCOPE
In normal release mode, to check the characteristics of firing pulses transmitted by the pulse
distributor and their routing towards the carrying stations.
In selective or general jettison mode, to check routing of firing currents towards the carrying
stations.
To check the jettisonable safeties.

- 1 1 5-200 V/400 Hz electrical power supply
- Ground firing shunt, in Weapon Adjustment Kit (MR A 9)

- Standardized rings for jettisonable safeties
- Test sets ALKAN, ref. V070 P003, each one containing two pulse meters, réf. V070B.
3- SAFETY MEASURES
TAKE ALL RELEVANT SAFETY MEASURES FOR ARMED OR LOADED AIRCRAFT (See
Manual 02-0).
WARNING :
SINCE THE PRESENT CHECK INVOLVES UTILIZATION OF JETTISON CIRCUITS, MAKE

SURE THAT THE SAFETY MECHANISMS OF THE VARIOUS CARRYING DEVICES
(PYLONS, MISSILE-LAUNCHERS, ETC) ARE OPERATING PROPERLY.
AC
BREGUET AVIATIONîih
MANUAL 15
FIGURE 92 - CONTROLE DES CIRCUITS DE LARGAGE NORMAL ET DETRESSE EN EMPORTS

SOUS PYLONES UNIVERSELS FUSELAGE ET POINTS INTERNES VOILURE
CHECK OF NORMAL AND EMERGENCY JETTISON SYSTEMS STORE CARRYING
UNDER FUSELAGE MULTI-PURPOSE PYLONS AND WING INBOARD STATIONS
FIGURE 92M - CONTROLE DES CIRCUITS DE LARGAGE NORMAL ET DETRESSE EN

EMPORTS SOUS POUTRE QUADRIBOMBE FUSELAGE ET PYLONES
POINTS EXTERNES
CHECK OF NORMAL AND EMERGENCY JETTISON SYSTEMS STORE
CARRYING UNDER FUSELAGE FOUR-BOMB RACK AND WING
AB OUTBOARD STATIONS PYLONS
BREGUET AVIATION
MIRAGE F
- Fit the ground firing shunt to the aircraft receptacle.

- Set the battery switch to «on».
- Energize the aircraft.
5- INSTALLATION AND PREPARATION OF PULSE METERS
A Connection of pulse meters
(1 ) On wing or fuselage multipurpose pylons (figure 92)
(a) Connect red plugs (1 ) to power supply terminal (2).

(b) Connect blue plug (3) to ground connector (4).
(2) On outboard wing pylons or four-bomb pylon (figure 92M)
(a) Connect adapters (9) to the two connecting plugs (10) of the initiators.
(b) Connect red plugs (1 ) to adapters (9), and blue plug (3) to structure ground (1 1 ).
B Check of a pulse meter
(1) Press «TEST LAMPES - LIGHT» pushbutton (5). «CIRCUITS 1 and 2» indicator lights (6) should
come on.
NOTE : If the lights do not come on, check the following for condition
- battery (replace it if necessary),
- lights.
(2) Press «TEST SES » pushbutton (7). Both lights (6) should come on.
AC
BREGUET AVIATION
6- CHECK OF RELEASE CIRCUITS (figures 81 . 82M and 93)

A - General
Release tests are performed successively for each carrying station as per the release sequence
order (see figures) so as to check the carry-over devices for correct operation.
Fusing unit tests are to be performed globally.
The checks described hereunder are applicable to each pylon carrying either a bomb or an
adapter (in this case, the pylon-to-adapter connector remains connected to the pylon connection
box as in bomb carrying mode, so as to check routing of the release pulse and of the fusing unit
+ 28 V, and also to check the carryover line). These checks are also applicable to the 4-bomb pylon,
for its four carrying stations successively.
B - Preliminary steps
(1 ) Once pulse meters are connected

to the carrying stations involved in the
release sequence to be checked (see
para. 5), cock the ejectors at these
stations.
(2) Disengage the safety pin and remove the protective

cover of armament master switch.
(3) Set the armament master switch to «test».
(4) Make sure that the camera is disconnected, then

set the sight selector switch to «on».
(5) On armament control panel :

- press «CLEAN-RET» button :
one of the lights built into the selected button
comes on, depending on «CB» or «RB» setting
made on intervalometer,
- set «AUTO-MAN» switch to «MAN»
(6) On bombing control panel :

- using «At» switch :
set «180»,
using «Nb» switch :
set «2».
(7) On intervalometer :
-set «FUSELAGE» switch to «1», «2» or «4»,
depending on the carrying configuration,
- set «A. POINTS 1 » (wing stations 1 ) switch to «2»,
set «A. POINTS 2» (wing stations 2) switch to «2»,
- initialize the intervalometer by pressing
«INITIALIZATION» button :
- the GREEN light comes on and remains on.
(8) The store presence («status») lights come on.
(9) Bring the firing trigger to intermediate position.
AG
BREGUET AVIATION

C - Tests
«CIRCUITS 1 and 2» indicator lights

(6) should light up on the meter connect¬
ed to the first station to be checked.
(2) Release the BRM button

the lights remain on.
NOTE : The lights come on for an
impulse whose minimum characteristics
are as follows :
-current : 1.75 A,
- duration : 1 2 ms.
(3) Press «RAZ-ZERO/RESET» button

(8).
(4) Uncock the ejector of the station

checked.
(5) Repeat these operations for all stations to be

checked.
D - Final steps after checking the release circuits
(1) Cancel all selections on armament control panel.
(2) Cancel all selections on bombing control panel.
(3) Fold down the guard of armament master switch,

then install the protective cover and the safety pin.
(4) Reconnect the camera.
NOTE : If no other check is to be carried out,

directly refer to paragraph 9.
7 - CHECK OF JETTISON CIRCUITS
A - Preliminary steps
After energizing the aircraft, set the battery

switch to «on».
(1 ) Once pulse meters are connected

to the carrying stations involved in the
jettison sequence to be checked (see
para. 5), cock the ejectors.
AC
BREGUET AVIATION
MIRAGE F
CHECK OF RELEASE AND JETTISONING CIRCUITS (WITH PYLONS INSTALLED)

(ON AIRCRAFT) (ON GROUND)
7- CHECK OF JETTISON CIRCUITS

A - Preliminary steps
After energizing the aircraft, set battery switch to

on.
Once pulse meters are connected to
the pylons to be checked (see para. 5),
cock the ejectors.
B - Tests in general jettison mode

( 1 ) Lift the guard and depress general emergency
jettison button
- «CIRCUITS 1 and 2» indicator
lights (6) of pulse meters connected
to fuselage stations and wing inboard
stations come on as soon as button is
depressed.
- «CIRCUITS 1 and 2» indicator
to wing outboard stations come on
with a time delay of 300 ms approx.
(2) Release general jettison button
Lights remain on.
(3) Depress «RAZ ZERO RESET»
pushbuttons (8).
C - Tests in selective jettison mode

( 1Set jettison selector switch to the position related
)
to fuselage stations.
(2) Lift the guard and depress selective jettison
button
«CIRCUITS 1 and 2» indicator
to fuselage stations come on.
(3) Release selective jettison button
Lights remain on.
(4) Depress «RAZ ZERO RESET»
pushbuttons (8).
(5) Repeat these operations by setting jettison selector
switch to wing inboard station, then to wing outboard
station.
Operations and results are identical
for wing inboard and outboard stations.
D - Final steps
(1 ) Set battery switch to off.
(2) Uncock the ejectors of the pylons
checked.
NOTE : If no other check is to be carried out,

directly refer to paragraph (9).
AA
BREGUET AVIATION
8 - CHECK OF ARMING UNIT CIRCUITS

A- Preliminary steps
(1) After energizing the aircraft, set battery
h tri
switch to nn
on.
B Tests in safe condition

(1 )On armament control panel, set «SAFE-
DLY-INST» selector switch to «SAFE».
(2) At each carrying station :
-cock the ejector,
- hook a standardized ring to each
arming unit,
- check for correct hooking by
pulling the ring 45° downwards.
(3) Uncock the ejector at each carrying
station : both associated rings fall.
C Tests of tail arming units
(1 )On armament control panel, set «SAFE-
DLY-INST» selector switch to «DLY».
-cock the ejector,
arming unit.
station : tail arming wire rings remain in
place whereas nose arming wire rings are
ejected.
D Tests of tail and nose arming units
(1 ) On armament control panel, set «SAFE-
DLY-INST» selector switch to «INST».
-cock the ejector,

arming unit.
station.
Check for correct hooking by pulling the
rings 45° downwards.
E Tests of arming units in general jettison
mode
(1 ) At each carrying station :
- cock the ejector,
- check rings for correct hooking.
(2) On armament control panel, check that
«SAFE-DLY-INST» selector switch is set to
«INST».
(3) Lift the guard and depress general jettison
button, keep it depressed.
(4) At each carrying station, uncock
the ejector : check that both associated
rings fall.
(5) Release general jettison button.
AB
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MIRAGE F

F - Tests of fusing units in selective jettison mode.
On armament control panel, check that «SAFE-

(1 )
DLY-INST» selector switch is set to «INST».
- cock the ejectors,
- hook a standard ring at each fusing
unit tripping device.
(3) Set the jettison selector switch to the position
related to fuselage stations.
(4) Lift the guard, press and hold the selective
jettison button.
(5) Uncock the ejectors at fuselage
stations : both rings fall from these
stations.
(6) Release the selective jettison button.
related to inboard wing stations.
(8) Lift the guard, press and hold the selective jettison
button.
(9) Uncock the ejectors at inboard
wing stations : both rings fall from these
stations.
(1 0) Release the selective jettison button.

related to outboard wing stations.
(12) Lift the guard, press and hold the selective jettison
button.
(13) Uncock the ejectors at outboard
wing stations : both rings fall from these
stations.
(14) Release the selective jettison button.
G - Final steps after checking the fusing unit circuits
(1 )Set the battery switch to «off».

(2) On armament control panel, set «SAFE-DLY-
INST» switch back to «SAFE».
9- FINAL STEPS
- Deenergize the aircraft.

- Set the battery switch to «off».
- Check that all ejectors are uncocked.
AC
BREGUET
iL-^TU.
AVIATION^ST _^
MIRAGE
.. . _ , A . «
F
_
BRIEF CHECK OF INTERVALOMETER

(figure 93)
1 - SCOPE
The purpose of this operation is to check the functional characteristics of the intervalometer in
release and jettison modes.
Test equipment
-AMD-BA test set MEM 181-31
3- SAFETY MEASURES
AS THIS CHECK INVOLVES RELEASE AND JETTISON CIRCUITS, IT SHALL BE

MANDATORILY PERFORMED WITH THE AIRCRAFT DISARMED AND UNLOADED. THOSE
SAFETY MEASURES REGARDING ARMAMENT CIRCUITS SHALL BE STRICTLY COMPLIED
WITH (see 02-0).
CAUTION :
ACCORDING TO THE AIRCRAFT CONFIGURATION BEFORE CHECKING, ENSURE THAT
THE FOLLOWING SAFETY MEASURES HAVE BEEN TAKEN :
- INITIATOR DOORS OF MULTIPURPOSE PYLONS UNDER FUSELAGE OR WINGS : OPEN;
or
-CONNECTING PLUGS OF INITIATORS ON FUSELAGE FOUR-BOMB PYLON OR OUT¬
BOARD WING STATION PYLONS : DISCONNECTED.
4- PROCEDURE
CAUTION :
DURING THIS TEST, SINCE THE TEST SET HAS ITS OWN POWER SUPPLY SYSTEM, THE
AIRCRAFT SHOULD NOT BE SUPPLIED WITH 200 V/400 Hz POWER. THE TEST SET IN¬
CLUDES A PROTECTING CIRCUIT WHICH PREVENTS ITS OPERATION IF THE ABOVE
INSTRUCTION IS NOT FOLLOWED.
IF THE AIRCRAFT IS FITTED WITH CARRYING PYLONS, SYSTEMATICALLY UNLOCK
ALL THE EJECTORS.
A Preliminary steps
(1 ) On test set, check the loading condition of the power supply battery :
- set «OFF-NORM-EMER» selector to «NORM» position ;
- press «LT» button : the counters and lights should come on, except for store presence lights.
(2) Connect the test set to the intervalometer ; using the appropriate cords, couple connectors S1 and
S2 of the test
set to test connectors S1 and S2 of the intervalometer.
- set loading code selectors (3), (4) and (5) to «0» ;
- set bomb type selectors (6) to «CB» (free-fall bomb).
AA
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MIRAGE F
(3) On the test set :

- set the loading code selectors to «0» ;
-set «CHRONO» selector to «AT»
«VOLTM» selector to «ACC»
«LOAD FACTOR» selector to «1»
«OFF-NORM-EMER» selector to «OFF»
- set the four reversing switches to «off» (down position).
(4) On the bombing control panel :

-set «NB» selector to «ALL» and «AT» selector to «300».
(5) On the test set, set «OFF-NORM-EMER» selector to «NORM» position.
(6) Self-test of the test set
- Depress «LT» button of the test set ; the readings of the various counters should be as follows
«DROP SEQUENCE»- I.l II II II II II II II II l~l l_l II

1 I 1 I 1 1 I 1 1 II 1 Il II II II
«CHRONO» T» C1
i_i i_i
O
i_i
«VOLTM» !~! î~! i-i (maY flash)
The following lights should come on : «1 L»

«-1R»
«Nb»
«AT»
«FAIL».
REMARK : The store presence lights should remain out.
CAUTION
IF THE ABOVE CHECKS GIVE NEGATIVE RESULTS, THIS INDICATES THAT THE BAT¬
TERY OF THE TEST SET IS UNSERVICEABLE « 14 V approx.).
- Release «LT» pushbutton.

- The «DROP SEQUENCE» counters go out.
- The following lights go out : «- 1 L»
«-1R»
«Nb»
«AT»
«FAIL»
The «CH RONO» counters read !-! !-! \-\
- The «VOLT» counters read a voltage of 500 ± 50 mV.

A voltage found outside these tolerances is the evidence of a failed accelerometer.
Green «INITIALIZATION» light (2) of the intervalometer is on.

-
If green light (2) of the intervalometer is out whereas «FAIL» light of the test set is on and
steady, press «INITIALIZATION» button (1) of the intervalometer.
AA
AVIONS MARCEL DASSAULT jL-J^"2r>L MIRAGE F
BREGUET AVIATION^ôPL^^ .........
REMARK : Since the aircraft is not supplied from an external power unit, the «U/C down» signal
normally transmitted by microswitch 9A is not available. Simulate this «U/C down» signal by throwing
«LDG.DN» (U/C down) switch of the test set to «up» position.
B Check of power relay circuit
- Throw «POWER RELAY» switch upwards ; the «FAIL» light should come on steadily.
Return the switch to «down» position ; the «FAIL» light should go out.
C Check of fire relay circuits
- Throw «FIRE RELAYS» switch upwards ;the «FAIL» light is flashing.

Return the switch to «down» position ;the «FAIL» light keeps on flashing.
Press «INITIALIZATION» button (1) of the intervalometer ; the «FAIL» light of the test set
goes out.
D Simulation of release modes under NORMAL operating conditions
CAUTION :
THE FOLLOWING PARAGRAPH GIVES A FEW EXAMPLES OF RELEASE MODES IN FREE-
FALL BOMB AND RETARDED BOMB CONFIGURATIONS. ALL THE RELEASE MODES
AVAILABLE IN FREE-FALL BOMB AND RETARDED BOMB CONFIGURATIONS CAN
BE CHECKED BY REFERRING TO THE SUMMARY TABLE OF POSSIBLE PROGRAMS.
- Using the loading code selectors, select «422» on the test set :
«FUSELAGE» 4
«A.POINTS1» 2
«A.POINTS 2» 2
The store presence lights are flashing.
- On the intervalometer, select loading code 422, green «INITIALIZATION» light (2) goes out.
- On the test set, set «OFF-NORM-EMER» selector to «OFF», then to «NORM».
Press «LT» button ; the store presence lights come on steadily.
- On the intervalometer, green «INITIALIZATION» light (2) comes on.
- Select the following release modes :
(1 ) Release of all free-fall bombs
On the bombing control panel, set «NB» selector to «ALL» and «AT» selector to «300».
-
On the intervalometer, select loading code 422 and type of bomb «CB».
-
- On the test set, throw «SELECTED BOMBS» and «POWER RELAY» switches to «up» position,
the «FAIL» light comes on.
AA
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/L^-irU.
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MIRAGE F
séC^*^^ Restricted MANUAL 15
in the «FIRE» button and keep it pressed in until all the store presence lights are flashing.
- Press
The «CHRONO» and «DROP SEQUENCE» counters read «300ms» and «6 5 43 1122»
respectively.
REMARKS : The eight store presence lights keep flashing as long as the «FIRE» button is kept pressed
in, they come on steadily as soon as the button is released. The «AT» light comes on steadily. The
intervalometer is automatically re-initialized and the green «INITIALIZATION» light remains out.
the «CHRONO» counters to zero by selecting «P+» then «AT».

- Reset
the «DROP SEQUENCE» counters to zero by pressing «INITIALIZATION» button of the
- Reset
intervalometer.
(2) Release of all retarded bombs

- On the intervalometer :
- set the bomb type selector to « RB»,
«INITIALIZATION» button.
- press
- Press in the «FIRE» button and keep it pressed in until all the store presence lights are flashing.
The «CHRONO» and «DROP SEQUENCE» counters read «300ms» and «654312 12»
respectively.
- Reset the «DROP SEQUENCE» counters to zero by pressing «INITIALIZATION» button of the
intervalometer.
- Reset the «CHRONO» counters to zero by selecting «P+» then «AT».
(3) Release of all bombs with interruption during the sequence
- On the test set, press in the «FIRE» button and release it immediately after the fourth bomb is
released.
The «CHRONO» and «DROP SEQUENCE» counters read «300 ms» and «6 5 4 3» respectively.
The «Nb» light should be flashing.
- Release the remaining bombs, then reset the «DROP SEQUENCE» counters to zero by pressing
«INITIALIZATION» button of the intervalometer.
- Reset the «CHRONO» counters to zero by selecting «P+» then «AT».
REMARKS : Actuate «NB» selector of the bombing control panel ; the «Nb» light on the test set
should go out.
AA
BREGUET AVIATION
MIRAGE F
BOMBING INTERVALOMETER TEST SET

CONTROL
PANEL Store presence
«NB» Type of Loading «CHRONO» lights and «DROP
selector bomb code «AT» SEQUENCE» counters
1 CB or RB 90 6-5
2 CBor RB 90 6-5
3 CBor RB 90 6-5-4-3
4 CBor RB 422 90 6-5-4-3
6 CB 180 6-5-4-3-1-1
RB 180 6-5-4-3-1-2
T CB 180 6-5-4-3-1-1-2-2
RB 180 6-5-4-3-1-2-1-2
1 CBor RB 0 4-3
2 CBor RB 0 4-3
3 CB 0 4-3-1
RB 402 90 4-3-1
4 CB 180 4-3-1-1
RB 180 4-3-1-2
6 CB 180 4-3-1-1-2-2
RB 180 4-3-1-2-1-2
T CB 180 4-3-1-1-2-2
RB 180 4-3-1-2-1-2
1 CBorRB 0 1
2 CB 120 1-1
RB 180 1-2
3 CB 400 120 1-1-2
RB 180 1-2-1
4 CB 120 1-1-2-2
RB 180 1-2-1-2
6 CB 120 1-1-2-2
RB 180 1-2-1-2
T CB 120 1-1-2-2
RB 180 1-2-1-2
1 CBor RB 90 6-5
2 CBor RB 90 6-5
3 CBor RB 90 6-5-2
4 CBor RB 120 90 6-5-2
6 CBor RB 90 6-5-2
T CBor RB 90 6-5-2
1 CBor RB 90 6-5
2 CBor RB 90 6-5
3 CBor RB 022 90 6-5-4-3
4 CBor RB 90 6-5-4-3
6 CBor RB 90 6-5-4-3
T CBor RB 90 6-5-4-3
1 CBor RB 90 6-5
2 CBor RB 90 6-5
3 CBorRB 020 90 6-5
4 CBor RB 90 6-5
6 CBor RB 90 6-5
T CBor RB 90 6-5
AB
BREGUET AVIATION
MIRAGE F
E Check of pulse widths in NORMAL operating conditions
- On the test set and the intervalometer, the loading code 422 remains selected.
- On the bombing control panel, «NB» and «AT» selectors are set to «ALL» and «300» respecti¬
vely.
- On the test set, place «CHRONO» selector in «P+» position. Depress «FIRE» pushbutton so as
to drop all the stores ; the «CHRONO» counters should indicate 18 + 2 ms, which corresponds to the
duration of the widest pulse.
- Depress «INITIALIZATION» pushbutton of the intervalometer.
- On the test set, place «CHRONO» selector in «P-» position. Depress «FIRE» pushbutton so as
to drop all the stores ; the «CHRONO» counters should indicate 18+2 ms, which corresponds to the
duration of the narrowest pulse.
F Check of dissymmetry prevention system
The purpose of this operation is to check the dissymmetry prevention logic in case one bomb
fails to drop (a maximum dissymmetry of one only bomb is admissible between LH wing and RH
wing).
- Loading code 422 remains selected.
- On the test set :
-depress « 1L» pushbutton ; store availability light «4» goes out and « 1L» light comes
on;
depress « 1R» pushbutton ; store availability light «3» goes out and « 1R» light comes
on.
Repeat these checks for the following theoretical loading codes :
Theoretical loading codes 422 402 400

selected on intervalometer 120
and on test set 022 020
Pushbuttons Lights Store avai ability lights
LH wing «-1L» «-1 L» «4» «6» «4» The lights

dissymmetry depressed on out out out should remain
function in their
original
RH wing «-1R» «-1R» «3» «5» «3» configuration
dissymmetry depressed on out out out
function
AA
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JL-^rTU.
AVIATION^SP3^-^^
MIRAGE
.........
F
,_
G Simulation of release modes under STANDBY operating conditions
- On the test set and the intervalometer, loading code 422 remains selected.
- On the test set, set «OFF-NORM-EMER» selector to «SGL» position.
The «Nb» light starts flashing.
The «FAIL» light comes on steadily.
The store presence lights come on steadily.
REMARKS : In this case, it is possible to simulate a failure in NORMAL operating mode of the inter¬
valometer. To this end, set «OFF-NORM-EMER» selector to «NORM», and throw «FIRE RELAYS»
switch upwards ^hen downwards. The «FAIL» light starts flashing. Then return «OFF-NORM-EMER»
selector to «SGL» and press «INITIALIZATION» button. The «FAIL» light comes on steadily.
- Press in the «FIRE» button eight times, which corresponds to bomb release in single mode (one
bomb).
The «DROP SEQUENCE» counters read «6 5 4 3 1 2 1 2».
The presence lights remain on.
- Press «INITIALIZATION» button of the intervalometer ; the «DROP SEQUENCE» counters of
the test set are reset to zero.
On the test set, set «OFF-NORM-EMER» selector to «4» position.
The «Nb» light starts flashing.
The «FAIL» light comes on steadily.
The presence lights are steadily on.
Set «CHRONO» selector to «AT».
Press in the «FIRE» button a first time, keep it pressed in :
- the «DROP SEQUENCE» counters read 6 5 4 3.
Press in the «FIRE» button a second time, keep it pressed in :
- the «DROP SEQUENCE» counters read 6 54 3 1 2 1 2.
The «CHRONO» counters read 180 ± 9 ms, whatever the position of «AT» selector on the
bombing control panel.
At the end of the check, reset the «DROP SEQUENCE» counters to zero by pressing «INITIALI¬
ZATION» button of the intervalometer.
- Return «OFF-NORM-EMER» selector to «NORM».
H Check of pulse widths under STANDBY operating conditions
- On the test set, set «OFF-NORM-EMER» selector to «4» position and set «CHRONO» selector
to «P+».
- Press in the «FIRE» button two times in succession ; the «CHRONO» counters should read a
value between 20 and 25 ms.
- Press «INITIALIZATION» button of the intervalometer.
- Set «OFF-NORM-EMER» selector to «NORM», then to «4».
AA
BREGUET AVIATION
/L-^t''U.
^jâP^^-s^-^
MIRAGE F
Set «CHRONO» selector to «P-».

-
Depress «FIRE» pushbutton two times in succession ; the «CHRONO» counters should read a
-
value between 20 and 25 ms.
- Return «OFF-NORM-EMER» selector to «NORM».
I Simulation of dropping in clean practice bomb or retarded practice bomb mode
- On the intervalometer, loading code 422 is still selected. Set the bomb type selector to «CPB»
or «RPB» position.
- Drop all the stores in NORMAL then EMERGENCY operating conditions (dropping takes place
in single mode only and irrespective of the position of bombing panel «NB» switch).
-Set «OFF-NORM-EMER» selector of the test set to «OFF».
5- FINAL STEPS
- On the test set, return the loading code selectors to «0» and check that the four reversing
switches are in down position.
- On the intervalometer, return the loading code selectors to «0».
- Cancel the various settings selected on the bombing control panel.
- Disconnect the test set and fit the protecting plugs back to the test connectors of the interva¬
lometer.
AA
BREGUET AVIATION
MIRAGE F
INTERVALOMETER
FIGURE 93 - CHECK OF INTERVALOMETER

AB
BREGUET AVIATION^_
JLj^tTV^ MIRAGE F
CONTROLE GLOBAL DE L'INTERVALLOMETRE

(Figure 93)
1- BUT
Suite à un incident de tir bombes en largage NORMAL ou en largage SECOURS, ce contrôle

permet d'effectuer une recherche de la (ou des) cause de panne par vérification des caractéristiques
fonctionnelles quantitatives et qualitatives de l'intervallomètre.
Il sera toujours précédé par un contrôle sommaire de l'intervallomètre (voir 15-3-510).
2- MATERIEL NECESSAIRE
Matériel de servitude
-Génération électrique 1 15-200 V/400 Hz.
Mdtérisl d© tGst
Valise de contrôle AMD-BA, MEM 181-31.
3- MESURES DE SECURITE
CE CONTROLE METTANT EN OEUVRE LES CIRCUITS DE LARGAGE NORMAL ET DE¬

TRESSE, IL EST IMPERATIF DE LE REALISER AVION NON ARME ET NON CHARGE. RESPEC¬
TER SCRUPULEUSEMENT LES CONSIGNES DE SECURITE RELATIVES AUX CIRCUITS ARME¬
MENT (Voir 02-0).
ATTENTION :
SELON LA CONFIGURATION DE L'AVION AVANT CONTROLE, VERIFIER QUE LES
SECURITES SUIVANTES SONT REALISEES :
- PORTES DES IMPULSEURS DES PYLONES UNIVERSELS DE FUSELAGE OU DE VOILURE,
OUVERTES,
ou
-BOUCHONS DE CONNEXION DES IMPULSEURS DE LA POUTRE QUADRIBOMBE FUSE¬
LAGE OU DES PYLONES DES POINTS EXTERNES DE VOILURE, DEBRANCHES.
4- MODE OPERATOIRE
A Préparation
- Réaliser la mise en cuvre et l'auto-contrôle de la valise de contrôle, se reporter au «CONTROLE

SOMMAIRE DE L'INTERVALLOMETRE.
B Contrôle sommaire
- Effectuer les vérifications et les simulations de largage en fonction NORMAL et fonction SE¬
COURS décrites dans le «CONTROLE SOMMAIRE DE L'INTERVALLOMETRE».
ATTENTION :
LA VALISE DE CONTROLE POSSEDANT SA PROPRE ALIMENTATION, LORS DE CET
ESSAI, L'AVION NE DOIT PAS ETRE ALIMENTE EN ENERGIE ELECTRIQUE 200 V/400 Hz.
UN CIRCUIT DE PROTECTION INTERNE A LA VALISE EN INTERDIT LE FONCTIONNE¬
MENT SI CETTE MESURE N'EST PAS RESPECTEE.
SI L'AVION EST EQUIPE DE PYLONES D'EMPORT, DEVERROUILLER SYSTEMATIQUE¬
MENT TOUS LES EJECTEURS.
A la suite de ces essais, effectuer les opérations complémentaires de simulation de largage données
à titre d'exemple et en se référant au tableau des lois de largage puis vérifier l'accéléromètre.
AA
AVIONS MARCEL DASSAULT /L-W^fAJL
BREGUET AVIATION ^ji _
MIRAGE F
(1 ) Simulation of complementary dropping modes in NORMAL operating conditions
On the test set, select loading code «422» ; the store availability lights are flashing.
-
On the intervalometer, select loading code «422» and type of bomb «CB».
-
-On the test set, place «OFF-NORM-EMER» selector successively in «OFF» and «NORM» posi¬
tions and depress «LT» pushbutton ; the store availability lights come on steadily.
(a) Dropping of wing inboard station bombs two by two.
-On the bombing control panel, set «AT» and «NB» selectors to «180» and «2» respectively.
-On the test set :
- place «SELECTED BOMBS» and «POWER RELAY» switches in up position ;
- the «FAIL» warning light comes on ;
- depress «FIRE» pushbutton ;
-the «CHRONO» and «DROP SEQUENCE» counters read 180 ± 10ms and «6 5»
respectively ;
- the top and inboard store availability lights associated with firing channels 6 and 5
are flashing ;
- release «FIRE» pushbutton ;
- reset the «CHRONO» counters by selecting «P+» then «AT» positions.
(b) Dropping of wing outboard station bombs one by one
On the bombing control panel, place «AT» and «NB» selectors in «0» and «1» positions res¬
pectively.
- On the test set :
«AT» indicator light is out ;

-
- «Nb» indicator light is on and steady ;
- «FAIL» warning light is on and steady ;
depress «FIRE» pushbutton : simulated dropping takes place simultaneously ;
- the outboard store availability lights associated with firing channels 3 and 4 are flashing
simultaneously ;
-the «CHRONO» counters read «0*2» (zero time) and the «DROP SEQUENCE» ones
«6 5 4 3» ;
- «Nb» indicator light goes out.
(c) Dropping of fuselage station bombs simultaneously with AT = 0
- On the bombing control panel, set «NB» selector to «2» ; «AT» selector is kept in «0» posi¬
tion.
- On the test set :
- «AT» indicator light comes on ;

- «FAIL» warning light remains on and steady ;
- reset the «CHRONO» counters by selecting «P+» then «AT» positions ;
- depress «FIRE» pushbutton ;
the LH store availability lights associated with firing channel 1 are flashing ;
-the «CHRONO» and «DROP SEQUENCE» counters indicate «120 ms» and «6 5 4 3 1 1»
respectively.
AA
AVIONS MARCEL DASSAULT// -S>-^HQ *V\ I K A V^ C I
BREGUET AVIATION^^.
REMARKS : In the present case, the intervalometer imposes bomb release with a safety AT of 1 20 ms.
- Reset the «CHRONO» counters to zero.

- The «AT» light remains on.
- Press in the «FIRE» button again.
with release channel 2 are flashing.
- The RH store presence lights associated
The «CHRONO» and «DROP SEQUENCE» counters read «120 ms» and «6 5 4 3
- 1 1 2 2»
respectively.
- The «AT» light remains on.
REMARKS : The eight store presence lights keep flashing as long as the «FIRE» button is kept
pressed in, they come on steadily as soon as the button is released. The «AT» light comes on steadily.
The intervalometer is automatically re-initialized and the green «INITIALIZATION» light comes on.
- Reset the «DROP SEQUENCE» counters to zero by pressing «INITIALIZATION» button of the
intervalometer.
C Check of indicating time relating to accelerometer failure
-On the intervalometer, loading code «422» remains selected and the bomb type selector is set
to «CB».
On the bombing control panel, set «NB» selector to «ALL» and «AT» selector to «300».
-On the test set, set «CHRONO» and «LOAD FACTOR» selectors to «FAIL ACC» and «0.2»
positions respectively ; the chronometer starts running.
During counting, press in the «FIRE» button, bomb release should not occur. Release the
button.
At the end of counting, the «CHRONO» counters should read «480» (tolerance : 450 < T
< 550), which corresponds to 48 s.
NOTE : The counters read values expressed in tenths of a second. The «AT» light flashes.
in the «FIRE» button again. Bomb release should take place normally.
Press
«INITIALIZATION» button of the intervalometer.
- Press
- Set «LOAD FACTOR» selector of the test set to «5» position ;the chronometer starts running.
- At the end of counting, the «CHRONO» counters should read «480» (tolerance : 450 < T
< 550), which corresponds to 48 ms.
- The «AT» light flashes.
REMARK : During this check, bomb release is not prohibited.
AA
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MIRAGE F
- Repeat the above check. As soon as the chronometer reaches the end of the 48-s counting, set
«CHRONO» selector to «AT».
- Press in «FIRE» button ; bomb release should take place normally but the «CHRONO» counters
should read a AT of 300 ms.
-Return «LOAD FACTOR» selector to «1» ; the «AT» light goes out and the «CHRONO»
counters read «300».
- Press «INITIALIZATION» button of the intervalometer.
D Check of functional voltages
(1 ) Output voltage of accelerometer
- On the test set, set «OFF-NORM-EMER» selector to «NORM» position.

- Press «INITIALIZATION» button of the intervalometer ; «FAIL» light of the test set comes on
steadily.
- Set «VOLTM» switch of the test set to «ACC» ; for 1 g, the «VOLTM» counters read an acce¬
lerometer output voltage of 500 mV ± 10 %.
(2) Output voltages in AUTOMATIC mode (computer)
CAUTION :
FOR THE FOLLOWING CHECKS, IT IS NECESSARY TO FEED THE AIRCRAFT WITH
115-200 V/400 Hz POWER.
THE TEST SET IS THEN AUTOMATICALLY DE-ACTIVATED BUT USE IS MADE OF THE
VOLTMETER FUNCTION.
- Connect the electrical ground power unit.

On the intervalometer, the green «INITIALIZATION» light is on if the + 28 V «U/C down»
-
signal is received.
- Check that the bomb type selector is set to «CB» (free-fall bomb).
- Switch on the sight system.
- On the armament control panel, engage «RET-CLEAN» selector button and set «MAN-AUTO»
switch to «AUTO».
- Set «LOAD FACTOR» selector of the test set to «1 .5» position.
(a) Reference voltage
- Set «VOLTM» switch to «REF».

In automatic mode, the «VOLTM» counters should read 620 ± 5 mV, which corresponds to an
actual value of 8 V.
AA
BREGUET AVIATION
(b) Table of voltages in AUTOMATIC mode
-Set «VOLTM» switch to «OUT 2» and perform the checks of the table for a loading code of
«422».
REMARK : The voltmeter is reset by depressing «LT» pushbutton.
^X. «AT»
15 30 45 90 180 Remarks
«NB»^X.
2 8.5 mV 16.5 mV 25 mV 50 mV 100 mV
4 23 mV 50 mV 75 mV 150 mV 300 mV
6 85 mV 85 mV 125mV 250 mV 500 mV
ALL 117mV 117mV 175mV 353 mV 697 mV

(8)
EMG. 1 NIL
EMG. 4 310 mV
NOTE : In retarded bomb mode («RB» position of bomb type selector on intervalometer), the output
voltage is nil.
5- FINAL STEPS
A All the following controls should be turned off :

- on sight head :
- «OFF-ON» switch to «OFF» ;
on bombing control panel :
- «AT» selector to «0» ;
- «NB» selector to «OFF» ;
«RET-CLEAN» button disengaged ;
-
«MAN-AUTO» switch to «AUTO», with guard down
- ;
- on intervalometer :
- loading code display selector to «0» ;
- bomb type selector to «CB» ;
- on test set :
- loading code display selector to «0» ;

- «OFF-NORM-EMER» selector to «OFF» ;
- reversing switches in down position.
B Cut out and disconnect the ground power unit.
C - Disconnect the test set and fit the protective plugs back to the test connectors of the interva¬
lometer.
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CHECK OF BOMB RELEASE CIRCUITS

(CLEAN AIRCRAFT)
(figure 98)
1 - SCOPE
To check the characteristics of release pulses sent by the pulse distributor in normal («release»)
mode, and the path of these pulses through aircraft circuits, up to aircraft electrical connectors.
To check the fusing unit circuits.

- Electrical power supply 1 1 5-200 V/400 Hz
- Ground firing shunt contained in weapon adjustment kit (MRA 9)
- Multiple store carrying system tester (BUCE) 9401 P.C.E.
- Aircraft adapter unit (VAA), 5002 V.A.A.
Special tools
- Special wrench M 31025
3- SAFETY MEASURES

The tests described hereafter apply to a carrying configuration where bombs are fitted at fuselage
and inboard wing stations.
For the differences as concerns a configuration with bombs at outboard wing stations, see the
various remarks.
The tests are described in a modular form :

- the paragraphs are not in strict sequence and when only one of the various tests is to be carried
out, simply follow the relevant instructions then refer to the global final steps in paragraph 9.
AC
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MIRAGE F

externes de voilure
Check of wing
Outboard stations

internes de voilure
Check of wing
inboard stations
Boîtier d'adaptation
Adapter unit
. Prise test génération

électrique 39Z
Electrical power
supply test
connector 39Z
FIGURE 21 -CONTROLE DES CIRCUITS DE LARGAGE NORMAL BOMBES AVION LISSE

CHECK OF BOMB RELEASE CIRCUITS (CLEAN AIRCRAFT)
AB
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MIRAGE
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F
A Preparation of aircraft
(1) Under fuselage

-Unscrew the attaching screws of door 28.06 giving access to the electrical connector ; remove the
door.
(2) Under wings

Unscrew the attaching screws of lower surface fairing V1.51 at each inboard wing station ;
remove the fairing.
- Remove fairing V2.43 giving access to the electrical connector at each outboard wing station.
(3) Install the ground firing shunt (connector 8A).
(4) Take the power supply cord out of the BUCE cover and mate its electrical connector with aircraft
connector 39Z.
(6) Feed the aircraft with electrical power.
B Preparation and self -test of BUCE tester
(1) Mate the electrical connector of the power supply cord with the corresponding receptacle on the
BUCE tester.
(2) Carry out preparation and self-test of the tester as instructed in the service card contained in the
cover («DETECT.I» test on «3A»).
(1 ) Prepare the unit as instructed in the service card contained in its cover.
(2) Mate connectors A and B of the adapter unit junction cord with corresponding receptacles A and
B of the BUCE tester.
- connector F to aircraft connector 1 60A,
- connector ID to aircraft connector 162A,
REMARK : For outboard wing stations, connect connector F, then :
- connector ED to aircraft connector 164A,

- connector EG to aircraft connector 1 65A.
AB
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6- CHECK OF BOMB RELEASE CIRCUITS (figures 81 and 82M)

A General
The release tests will be carried out successively in the order of the release sequences
(see figures).
The intervalometry and intensity checks, carried out in single mode, will be performed
simultaneously.
The fusing unit tests will be carried out globally.
B Preliminary steps
(1) Set «PRESENCE BOMBES/

BOMBS STATUS» switches corres¬
ponding to the carrying configuration
to be checked, to high position.
(2) Make sure that the camera is disconnected.
(3) Disengage the safety pin and remove the protec¬

tive cover of armament master switch.
(4) Set the armament master switch to «test»

position.
(5) Set the sight switch to «on» position.

- press «CLEAN- RET» button : depending on the
intervalometer setting («CB» or «RB») one of the
built-in lights will light up in the selected button,
- set «AUTO-MAN» switch to «MAN».
(7) On bombing control panel :

- the store presence («status») lights come on,
with «At» switch, select «180»,
- with «Nb» switch, select «1 ».
perform the selection corresponding to the store

-
configuration to be checked,
- initialize the intervalometer by pressing
«INITIALIZATION» button : the green light comes
on.
(9) Set the firing trigger on control stick handgrip

to intermediate position.
(10) Set the rotary switch to the

position corresponding to the first release
channel to be checked.
AF
BREGUET AVIATION

C- Tests
(1 ) Press the BRM button :

- «TIR BOMBES/BOMBS RELEASE»
light of the first channel of the sequence
comes on briefly ;
- the corresponding «INTENSITE/
AMPERAGE» light comes on.
the presence («status») light of the corresponding
station blinks on bombing control panel.
(2) Release the BRM button :

- «INTENSITE/AMPERAGE» lights
remains on.
(3) Press «REARM/RESET» button :

«INTENSITE/AMPERAGE» light goes
out.
(4) Set «PRESENCES BOMBES/

BOMBS STATUS» switch of the channel
checked, to mid position.
the corresponding presence («status») light goes out
on bombing control panel.
(5) Set the rotary switch to the position

corresponding to the next release channel.
(6) Repeat the above operations for all the

carrying stations in the given configuration.
D Final steps after check of release circuits
(1 ) Lower the guard on the armament master

switch and reinstall the protective cover with
its safety pin.
(2) On armament control panel, cancel all the

selections.
(3) On bombing control panel, cancel all the

selections.
(4) Fold down the firing trigger on control

stick handgrip.
(5) Set the sight selector switch to «off»

position.
(6) Reconnect the camera.
NOTE : When no other check is to be carried

out, refer directly to paragraph 9.
AD
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CHECK OF «AIRBRAKES OUT» CIRCUIT

A Preliminary steps
CAUTION :
ENSURE THAT PRESSURE IS RELEASED IN MAIN AND EMERGENCY SYSTEMS.
FOLLOW THE INSTRUCTIONS GIVEN IN «MANUAL OPENING OF AIRBRAKES»
(see 02-0).
(1 ) Cut out fuse-breaker 20C of circuit breaker box.
(2) Ensure that electric pump control switch 21 C

is set to «off» position.
(3) Set the airbrake switch to «flight» position.
B- Tests
(1 ) Unlock one of the airbrakes using special wrench

M 31025 (see «Manual opening of airbrakes», 02-0) :
the airbrake indicator light comes on :
«AEROFREINS NON RENTRES/
AIRBRAKES OUT» light comes on.
(2) Manually actuate the microswitch control

lever of the corresponding unlocking box :
the indicator light status changes every time the lever
is moved :
the indicator light status changes every
time the lever is moved.
(3) Relock the tested airbrake.
(4) Repeat the above operations on the other

airbrake.
C Final steps
(1 ) Cut in fuse-breaker 20C.
(2) Check that the airbrakes are locked.
(3) Return the airbrake switch to «ground»

safety position.
NOTE : If no other checks are to be performed,

directly refer to paragraph 9.
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8- CHECK OF FUSING UNIT CIRCUITS

A On armament control panel, set «SAFE-DLY-

INST» selector switch to «DLY» :
«SL BOMBES/BOMBS FUSES» lights
marked «CULOT/TAIL» comes on for
the stations checked.
B On armament control panel, set «SAFE-DLY-

INST» selector switch to «INST» :
marked «CULOT/TAIL» and «OGIVE/
NOSE» come on for the stations checked.
C On armament control panel, set «SAFE-DLY-

INST» selector switch to «SAFE» :
go out.
9- FINAL STEPS
A Cut aircraft power supply.
B Return the battery switch to «off» position.
C Final steps on tester and adapter unit.
(1 ) Ensure that the various switches on BUCE tester are in mid position, and that the rotary switch is
at «0».
(2) Depress «ALIMENTATION/SUPPLY» button.
(3) Disconnect :
the aircraft-to-adapter unit junction cords,
- the BUCE tester-to-adapter unit connectors.
(4) Return the BUCE tester and VAA unit to original status.
D Return the aircraft to initial configuration.
(1) Remove the ground firing shunt.
(2) Reinstall door 28.06 giving access to fuselage electrical connector.
(3) Reinstall inboard wing station fairings V1 .51 .
REMARK : If the checks have covered the outboard wing stations, reinstall fairings V2.43.
AA
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MIRAGE
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F
,,.
CHECK OF BOMB RELEASE CIRCUITS

(Figure 99)
1 - SCOPE
To check the flow of pulses via the pylons to bomb racks 65A and their distribution in the racks.
To check the «jettisonable safeties» circuits.
Special tools
- ALKAN special wrench, ref. 80900-620
- 6 ALKAN operating cords ref. 79400-01
- 6 ALKAN operating cords ref. 79400-02.

1 15-200 V/400 Hz electrical power supply.
-
- Ground firing shunt contained in weapon adjustment kit (MRA9).
- 3 ALKAN test sets ref. V070 P003, containing two pulse meters réf. V070B.
- 3 ALKAN test sets réf. V040-P002-000A, each containing three ALKAN adaptors réf. V040A
150 V.
Standardized rings for jettisonable safeties.
3- SAFETY MEASURES
TAKE THE RELEVANT SAFETY MEASURES FOR ARMED OR LOADED AIRCRAFT

(see manual 02-0).
The release tests are performed in turn on each carrying station in the same order as the release
sequences to be checked (see figure 83).
The tests are performed one at a time.
The tests are described in modular form :

- if the sequence to be checked covers wing and fuselage stations, follow the instructions given
in paragraph 6, then those of paragraph 7
- if the sequence to be checked covers wing stations only, follow the instructions of paragraph 6,
then refer to final steps - paragraph 9
- if the sequence to be checked covers fuselage only, refer directly to paragraph 7.
AA
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MIRAGE F
FORWARD
To other test
adaptor
P65 EJECTOR T65 EJECTOR

9_19_ 2.
Jettisonable
safety rings
FIGURE 99 - CHECK OF BOMB RELEASE CIRCUITS

(WITH BOMB RACK65A INSTALLED)
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WARNING :
ON EACH BOMB RACK ADAPTOR, MAKE SURE THAT THE SAFETY FLAP IS OPEN AND
HELD BY ITS OPERATING CORD.
A Preparation of adaptors
(1 ) On each adaptor, cock the ejectors of the stations covered by the sequence to be checked.
Type T65 ejector :
-
- push piston (1 ) fully upwards , it engages automatically.
- Type P65 ejector :
-turn the hexagonal nuts (2) of the locking system ; for the LH and RH ejectors, these are
accessible from the sides ; for the third ejector, the nut is accessible through the lower center opening ;
- place a ring in each of the jettisonable safety release units.
(2) For both types of ejector

check for correct engagement by means of manual stud test (3) (in the case of ejector T65) or
(4) (in the case of ejector P65).
- on each cocked ejector, place the safety contact (5) in rear position and lock it with its ope¬
rating cord (6).
- unscrew and remove the supply plug (7) (use ALKAN special wrench).
(3) Connection of pulse meters

(a) Fit an adaptor (8) into the initiator support (9), of each cocked ejector (access through ejector
base).
(b) Underneath each adaptor having three cocked ejectors, make the following connections :
- connect one of the two pulse meters to the first two ejectors :
- red plugs (10) «1 » and «2» into each socket (1 1 ) of the first two adaptors,
blue plug (12) into earth socket (13) ;
- connect the second pulse meter to the last ejector :
- one of the red plugs (10) «1 » or «2» into the corresponding socket of the adaptor
- blue plug (12) into earth socket (13).
(c) Underneath each adaptor with one or two cocked ejectors make the following connections :
-connect one of the two red plugs (10) «1» or «2» of each meter to the corresponding socket
of each adaptor (11).
- connect each blue plug (12) to each earth socket (13).
(4) Checks
(a) Check each pulse meter
- Depress «TEST LAMPS LIGHT» pushbutton (14) : «CIRCUITS 1 and 2» indicator lights (15)
should come on.
If the indicator lights do not come on, check :
- condition of battery, change it if necessary,
- condition of indicator lights.
- Depress «TESTè» pushbutton (16) : both indicator lights (15) should come on.
(b) On each adaptor :

- check that the pulse distributor is set to «SHUNT» position ;
- remove the three operating cords in order to free the safety contacts.
AA
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MIRAGE F
^C*a^**^> Restricted MANUAL 15
B Preparation of aircraft
(1 ) Fit ground firing shunt.

(2) Set battery switch to «on» position.
(3) Apply power to the aircraft systems.

(4) Set up the telebriefing connection between the operator on the ground and the operator in the
cockpit.
(5) Ensure that the camera is disconnected.
(6) On the intervalometer :

- select a practice bomb code («CPB» or «RPB»),
- set the three carrying configuration indicator switches according to figure 83.

set the sight selector switch to «on» position,
- depress the «CLEAN/RET» button :
- one of the lights built into the button comes on in accordance with the intervalometer
setting,
- set the «AUTO-MAN» switch to «MAN»,
- set «SAFE-DLY-INST» selector switch to «DLY» or «INST» (for ejector P65).
(8) On bombing panel :

the «store status» indicator lights come on
- using «Nb» switch, select «01 ».
(9) Initialize the intervalometer by pressing the «INITIALIZATION» button ; the green indicator
light comes on.
(10) On the LH console, disengage the safety pin and remove the protective cover of the armament
master switch.
(11) Set the armament master switch to «test» position.
(12) Bring the firing trigger on the control stick handgrip to intermediate position.
6- CHECK OF WING STORE RELEASE CIRCUITS
A Check of safety devices
(1 ) Press the firing button :

The «CIRCUITS 1 and 2» indicator lights on the meters connected under LH wing should re¬
main out.
(2) Release the firing button.

(3) Remove the operating cord 17 from the adaptor mounted under LH wing ; the safety flap 18
should close.
(4) Press the firing button :

The «CIRCUITS 1 and 2» indicator lights of the meters mounted under RH wing should re¬
main out.
(5) Release the firing button.

(6) Remove the operating cord 17 from the adaptor mounted under RH wing : the safety flap 18
should close.
AC
11-82 Restricted 3.554
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BREGUET AVIATION ^s&^^g^ ,,..,,,., .c
B Check of release order
( 1 Press the firing button :

)
the «CIRCUITS 1 and 2» indicator light comes on the pulse meter which is connected to the
first station in the sequence to be checked.
(2) Release the firing button
the indicator light should remain on.
NOTE : Indicator light operation corresponds to a pulse whose minimum characteristics are :
- equal to 1 .75 amp.
1
duration of emission : 12 milliseconds.
(3) Depress «RAZ-ZERO-RESET» button (20).
(4) Uncock the ejector of the tested station :

-for ejector T65, pull the piston (1) downwards to open the clamps; unlocking is automatic,
- for ejector P65, turn the hexagonal nuts of the unlocking system (19) to open the hooks : the
jettisonable safety ring is retained by release unit (21 ).
(5) Repeat the above operations for all the carrying stations in the configuration.
NOTE : When the wing station check is completed, refer directly to paragraph 9 if no fuselage station
check is to be made.
7- CHECK OF FUSELAGE STORE RELEASE CIRCUITS
A Check of safety device
(1) Press firing button :

the «CIRCUITS 1 and 2» indicator lights on the meters connected under the fuselage remain
off.
(2) Release firing button.
(3) Remove the operating cord (17) ; the safety flap (18) should close.
B Check of release order
(1 ) Press the firing button :

the «CIRCUIT 1 or 2» indicator light comes on on the pulse controller which is connected to the
first station in the sequence to be checked.
(2) Release the firing button :
the indicator light should remain on.
(3) Depress «RAZ-ZERO-RESET» button (20).
(4) Uncock the ejector of the tested station (see paragraph 6).
(5) Repeat the above operations for all the carrying stations in the configuration.
AA
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MIRAGE
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F
,.
8 - CHECK OF FUSING UNIT CIRCUITS (for ejector P65)
On armament control panel, set «SAFE-DLY-INST» selector switch to «SAFE». All the fusing
unit rings should be ejected.
9- FINAL STEPS
(1 On each bomb rack adapter, open safety flap (18) and secure it with its handling wire (17).
(2 Lower the guard of the armament master switch and reinstall the protective cover with its safety
pin
(3 On armament control panel, cancel all selections.
(4 Fold down the firing trigger on the control stick handgrip.
(5 Set the sight selector switch to «off» position.
(6 Reconnect the camera.
(7 Return the telebriefing system to initial status.
(8 Cut aircraft power supply.
(9 Set the battery switch to «off» position.
(10) Remove the ground firing shunt.
(11) Oh each bomb rack adapter :

- check that all the ejectors are uncocked,
- place the safety contact of each tested ejector in the rear position and secure it with its handling
wire.
(12) Disconnect the pulse meters from adapters (8).
(13) Disengage and remove the test adapters.
(14) On each ejector, screw lead-in plug (7) back into the initiator support (if required).
(15) Remove the handling wires from underneath each bomb rack adapter.
AB
AVIONS MARCEL DASSAULT L.---v^TyL
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MIRAGE F
SECTION 5
AIR-TO-AIR CLOSE-COMBAT MISSILE SYSTEM
TABLE OF CONTENTS
Page
5-0 GENERAL
- Principle of R550 missile system 5-001

- R550 missile carrying devices 5-111
- R550 missile 5-113
-Operation of R 550 missile system 5-115
- Removal-installation of missile-launcher 5-301
-Check of R550 missile normal and emergency firing circuits- Clean aircraft 5-501
-Check of R550 missile normal and emergency firing circuits - Aircraft fitted with
missile- launchers 5-504
Figure No. Page
1 R550 MISSILE ELECTRICAL SYSTEM SCHEMATIC 5-002

4 R550 MISSILE-LAUNCHER 5-112
5 R550 MISSILE 5-114
6 MISSILE ELECTRICAL SYSTEM -AIRCRAFT CIRCUITS 5-116
7 R550 MISSILE ELECTRICAL SYSTEM -MISSILE-LAUNCHER CIRCUITS 5-117M
20 CHECK OF R550 MISSILE FIRING CIRCUITS (CLEAN AIRCRAFT) 5-502
20M CHECK OF R550 MISSILE EMERGENCY FIRING CIRCUITS (CLEAN AIRCRAFT). 5-502
21 CHECK OF R550 MISSILE NORMAL FIRING CIRCUITS (AIRCRAFT FITTED
WITH MISSILE-LAUNCHERS) 5-505
22 CHECK OF R550 MISSILE EMERGENCY FIRING CIRCUITS (AIRCRAFT
FITTED WITH MISSILE-LAUNCHERS) 5-508
AC
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^<*^-i>
MIRAGE F
PRINCIPLE OF R550 MISSILE SYSTEM
1- CARRYING AND JETTISONING

The R550 missiles are installed at wing tips by means of missile-launchers which, in addition to
their carrying function, ensure the following :
- Routing of various circuits towards missile :

Readying : Heating
Preparation
Pre-launching
Presence
- Firing pulse
- Emergency jettisoning pulse
- Infra-red cell cooling
- Target finding control
- Transfer between both missile-launchers of audio signal and firing command through A/C
circuits.
- Activation of safety systems intended to prevent inadvertent missile firing on the ground and in
flight.
The RADAR and SIGHT systems, which operate in «550» mode after selection made on the
armament control panel, are used to approach the hostile target but missile firing takes place
independently of RADAR and SIGHT system operation.
As soon as the missile readying circuits fulfil the conditions required to obtain firing clearance, the
pulse transmitted through button 21 A (located on control stick handgrip) is automatically supplied to
the missile which is to be launched first.
Missile readying takes place in accordance with following sequences :
A- Heating (15min.before firing, when the missile stabilized temperature is equal to or lower than
-30°C).
Missile heating takes place automatically as soon as A/C electrical system is being energized.
B - Preparation (1 or 2 min. before firing)
The missile preparation function (applicable to both missiles) becomes effective as soon as the
«550» switch is set to «ON» on armament control panel 2 A.
AF
AVIONS MARCEL DASSAULT £ MIRAGE F
BREGUET AVIATION
Restricted MANUAL 15 R/H WING TIP STATION
M I SSI LE- LA UN CHER MISSILE
Emergency
60 Y
Heating
66Y Missile presence

"~l
62 Y À
Preparation
"8
ov
64 Y Firing
68Y Missile
2A ARMAMENT CONTROL PANEL operation
relay
Audio signal
OFF
550
ON
U/C
Pre-launching
MICROSWITCH MISSILE-BOMB- 550
GROUND Audio signal
7 A ROCKET FIRING Audio signal Transfer
A BUTTON
9 A 76Y Firing command
-o
transfer
21 A 35A
FLIGHT
Amber light
Sight
+28 V DC system 2 ^28 V Air -to -Air 10a 54A camera
vT ' Air-to-Air Air-to-Air
Sight missile control L/H WING TIP STATION
8 A missile indicating gun indicating
75 Y
relay relay MISSILE-LAUNCHER MISSILE
SIGHT ELECTRONIC Firing command
UNIT +28 V rapid gun transfer
_w Fuel dipper Audio signal Transfer
(15-0J Audio signal
Fuel dipper (15-0) Emergency
550
JETT
44 A 51 A RADIO system
800 Hz audio
-cT^p À
signal
Pre-launching
EMG Audio signal
550
o 14A 71Y Missile
Single/salvo firing relay
20A NORMAL
ARMAMENT
MASTER SWITCH Firing
13 A
|
TEST
Offc»
o
o- RADAR 74Y Armament 67Y

1
Missile
_A û_ master operation
; Firing +28 V Air-to-Air
' O switch relay relay
missile
§"2
63 Y -J
Preparation
o "2 65Y
Missile Missile presence
heating rela y
61 Y
A
¥- Heating 0V
FIGURE 1 - R550 MISSILE ELECTRICAL SYSTEM SCHEMATIC

AJ
02-77 Restricted 5-O02 FIGURE 1 5-002 FIGURE 1 5-002 FIGURE 1 5-002
AVIONS MARCEL DASSAULT LJ^^tT^ MIRAGE F
BREGUET AVIATIONôF^V^rÔ
^2^^<^ Restricted MANUAL 15
C Selection and pre-launching
The pre-launching sequence (applicable to both missiles) is started simultaneously from the «550»
pushbutton on armament control panel 2A. Depressing this pushbutton also allows priority to be given
to L/H missile (provided that «NORMAL-EMG» switch is set to «NORMAL»), radar and sight systems
to operate in R550 missile mode and «missile ready» audio circuit to be switched on.
D Firing safety system
Such a safety system allows firing to take place only when «ARM.M» switch 15A is set to FIRING
position.
E - Sight indicating
Firing data
The following is provided by the sight in this function :

- A/C attitude repetition (horizon reticle),
- pitch and roll flight commands (Air-to-Air reticle),
- A/C-to-target remaining distance,
- closing rate between A/C and target,
- «missiles ready» indicating («Armament ready» square amber light).
The amber light, which is common to both missiles, comes on if :

- the missiles are present,
the missile preparation is completed,
- the selection is made,
- the armament safety system is de-activated.
F Audio indicating
The 800 Hz audio signal provides information on missile firing possibilities.

- Chopped signal (4 Hz) : Homer locked on.
- Continuous signal : Missile ready to be launched.
It is not possible to determine to which missile the audio signal applies.
NOTE : Fire may be initiated by depressing the firing pushbutton as soon as the chopped 800 Hz
audio signal is heard (gain of delay caused by cell energizing). The missile is launched as soon
as the signal becomes continuous, i.e. as soon as the gyroscope is aligned.
AJ
02-77 Restricted S"003
BREGUET
IL^^tr^
AVIATiON^c^-*^-^
MIRAGE F
^C*^*^^ Restricted MANUAL 15
G Firing control and automatic transfer
The firing clearance is granted as soon as the firing safety flaps located on the missile launchers
are closed.
As soon as the aircraft speed exceeds 150 kts, these safety flaps fold back under the action of
the relative airflow, automatically closing the pyrotechnical circuit
With the missile selection made and the continuous audio signal sounding (LH or RH locked on
missile ready to be launched - no possible discrimination), any pulse from the firing button allows
the firing sequence to take place, the first missile to be launched being the LH missile (priority order)
provided that the latter is ready. Otherwise, the firing pulse is automatically transferred to the RH
missile which is fired. To this end, the time-delay relay (2 seconds after firing button is released)
transfers the firing pulse to the RH missile through the missile-launcher transfer device.
A second pulse, fed from the firing button two seconds after LH missile launching, causes the RH
missile to be fired, provided that the latter is ready.
REMARKS :
(1) Should the first pulse cause the RH missile to be fired, the second pulse will cause the LH
missile to be fired, provided that the latter is then ready.
(2) Should a missile fail to leave the A/C with its homer still locked on, the firing pulse will be
transferred to the other missile after the time during which the firing command remains
applied has elapsed.
(3) Should the automatic transfer device fail, the firing command will be performed manually
by selecting the STANDBY function with the missile selector on armament control panel
2A.
H Emergency jettisoning
I
Any firing pulse transmitted from the jettisoning button causes both missile rocket motors to be
fired simultaneously (safe launching), provided that the missile safety flaps are folded back.
3- JUNCTION WITH POWER PLANT
The 550 missile system is connected to the engine fuel dipper system (see 15-0).
AG
BREGUET AVIATION
TABLE OF COMPONENTS
Layout See figures 2 and 3
Location Doc.
Access Door No.
BAY ARMAMENT BOX (See 16-0) Equipment

bay
It groups the electrical sub-assemblies of armament 13-00
systems.
OPTICAL SUB-ASSEMBLY LH
windshield
Attachment : through two screws, to a support secured post
to the LH windshield post.

(RH console)
It ensures the following for the R550 missile system :
- energization of missile preparation circuits.
selection of pre-launching, visual and audio indicating
and missile control and firing circuits.
These operations are performed through :
- a «550» «ON-OFF» switch (7) which, when closed,
allows the + 28 V energization voltage to be supplied to
LH and RH missile operation relays 67Y and 68Y.
The contacts of such relays distribute the + 28 V
voltage to the missile Preparation circuits.
- a «550» selection pushbutton (12) which ensures the
following when depressed :
- closing of missile Pre-launching circuits (enabling homer
search to be started for both missiles).
- switch-over of radar and sight systems to AIR-to-AIR
MISSILE configuration.
- supply of AIR-to-AIR missile indicating relay 10 a
with a + 28 V voltage fed by sight system, through
the contacts of firing control relay 76Y, LH missile
operation relay 67 Y and RH missile operation relay 68 Y.
- closing of locked-on missile audio circuit through an
NO or NC contact of relay 14A.
supply of control relay 76Y
- transmission of firing pulse fed by button 21 A (control
stick handgrip) to control relay 76Y (relay opening
delayed by 2 seconds).
- energization of firing relay 71 Y, through the contacts
of control relay 76Y.
- supply of firing circuits, through the contacts of single/
salvo relay 14A, missile firing relay 71 Y and master
switch relay 74Y.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Doc.
Item Location
Access Door No.
- A «550 NORMAL-EMG» switch (16) which ensures the

following :
«NORMAL» :
Energization of single/salvo relay 14 A, giving priority
to LH missile audio and firing circuits.
«EMG» :
De-energization of single/salvo relay 1 4A, transferring
audio and firing circuits to RH missile. Such a position
is used when automatic transfer fails to operate.
AC
02-78 Restricted 5-1 01 M
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No. S 1

(circuit
Protects DC system 1 in the firing trigger circuit. breaker box)
8A GROUND FIRING CONNECTOR LHU/C X

(see 1 5-0) well
Intended to shunt the ground firing prevention microswitch

supplying the firing trigger circuit when the aircraft is on the
ground with U/C down.
9A U/C MICROSWITCH
(see 15-0)
U/C down : it cuts off the firing trigger circuit.

U/C up : it allows the firing trigger circuit to be supplied.
13A ARMAMENT MASTER SWITCH FUSE-BREAKER Electrical X

master box
Protects DC system 1 in the armament master switch line.
14A SINGLE/SALVO RELAY Armament X

(see 15-1) box
(équipement
This relay is energized when the missile selector on armament bay)
control panel 2A is set to «NORMAL». It then ensures in
priority the audio and firing connections with LH missile.
When deenergized («emergency» selected), it provides for
audio and firing connections with the RH missile if the
automatic carry-over system fails to operate.
15A ARMAMENT MASTER SWITCH Cockpit X

This switch is fitted with a guard marked «ARM.M».

It has three steady positions.
In «TIR» (firing) position (guard raised, switch tilted
outward) or in «TEST» position, it causes the energization
of armament master switch relay 74Y, and via the NO
contact of relay 10 a, it supplies the «armament ready»
indicating circuit (sight amber light).
20A BOMB-ROCKET FUSE-BREAKER Electrical X

(see 15-2) master box
Protects DC system 1 in the power supply line of relay 14A.
21A BOMB-ROCKET-MISSILE BUTTON Cockpit X

(see 15-0) (control
stick
Located on the rear face of the control stick handgrip and handgrip)
protected by firing trigger (1 ) tilted backwards, this button
sends a signal to the following when depressed :
- control relay 76Y, via the missile selector button of arma¬
ment control panel 2A ;
- bomb release circuits (15-3) and rocket firing circuits (1 5-2).

(see 14-3)
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Doc.
Location
Access Door No. _S_
44A SELECTIVE JETTISON FUSE-BREAKER Battery X

(See 15-0) box
(11-03)
Protects the battery bus bar system of the emergency
jettisoning line.
51A «550.JETT» EMERGENCY JETTISON BUTTON Cockpit

panel)
Ensures simultaneous jettisoning of missiles carried at
wing tip stations.
29 R RADIO SELECTOR UNIT (See 11-3) Cockpit

(LH console)
Receives the audio signal from the missile-launcher whose
missile is locked on :
- 800 Hz modulated audio signal (modulation frequency :
4Hz) if one missile is locked on.
- 800 Hz continuous audio signal as soon as the missile
enters tracking.
The audio level can be adjusted («MISS» potentiometer)
44S RADAR TELEMETER AUXILIARY BOX (See 14-2)
45S RADAR TELEMETER OPERATION RELAY (See 14-2)
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Doc.
Access Door No.
60Y R/H MISSILE HEATING FUSE-BREAKER Electro-

center
- Protects AC system 1 (phase A) of the R/H missile heating
line.
61Y L/H MISSILE HEATING FUSE-BREAKER Electro-

center
- Protects AC system 1 (phase C) of the L/H missile heating
line.
62Y R/H MISSILE PREPARATION FUSE-BREAKER Electro-

center
- Protects DC system 2 of the R/H missile preparation line.
AD
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S 1
63Y LH MISSILE READYING FUSE-BREAKER Electrical X

master box
Protects DC system 2 in the LH missile readying line.
64Y MISSILE CONTROL FUSE-BREAKER Electrical X

master box
Protects DC system 2 in the power supply lines of LH and
RH missile heating relays (65Y - 66Y) and of LH and RH
missile operation relays (67Y -68Y).
65Y LH MISSILE HEATING RELAY Bay X

armament
Energized from DC system 2 via a contact of load¬ box
shedding relay 70Y, it ensures power supply of the LH
missile heating circuit.
66Y RH MISSILE HEATING RELAY Bay X

armament
Energized from DC system 2 in parallel with relay 65Y, box
it ensures power supply of the RH missile heating circuit.
67Y LH MISSILE OPERATION RELAY Bay X

armament
Energized from DC system 2 after closing of missile switch box
on armament control panel 2A, it ensures power supply of
the LH missile readying and presence indicating circuits.
68Y RH MISSILE OPERATION RELAY Bay X

armament
Energized from DC system 2 after closing of missile switch box
on armament control panel 2A and in parallel with relay
67Y, it ensures power supply of the RH missile readying
and presence indicating circuits.
71Y MISSILE FIRING RELAY Bay X

armament
Energized from the signal fed by control relay 76Y, it box
directs the + 28-V firing signal to the wing tip stations,
via armament master switch relay 74Y.
AH
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No.
74Y ARMAMENT MASTER SWITCH RELAY Bay

armament
Energized from DC system 1 when armament master switch box
15A is set to «TIR» (firing) or «TEST» position, it directs
to wing tip stations, via switch 81 Y, the + 28-V firing signal
coming from the missile selector button through the
contacts of single/salvo relay 14A and control relay 71 Y.
75Y MISSILE SAFETY FUSE-BREAKER Bay

armament
This fuse-breaker protects DC system 2 power supply box
to relays 76Y and 71 Y of missile firing and prelaunching
circuits.
76Y TIME DELAY RELAY Bay

armament
Supplied from DC system 2 via the missile selector box
button, it is energized by the firing pulse fed from
button 21 A through the missile selector button.
This relay, whose opening is delayed by 2 seconds, is
intended to supply firing relay 71 Y and to direct a
«sight recorder starting» signal to film unwinding relay
57A (see 14-3).
80Y DIODE BOX Bay

armament
This box contains four non-return diodes, which are inserted box
in the grounding circuits of heating relays 65Y and 66Y
and operation relays 67Y and 68Y, and prevent the relays
from remaining self-energized after missile launching.
AJ
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Doc.
Item Location
Access Door No.
166A RH WING TIP STATION ELECTRICAL CONNECTOR RH wing

550 station
Provides for electrical connection between A/C and V4-41
missile-launcher.
167 A LH WING TIP STATION ELECTRICAL CONNECTOR LH wing

550 station
missile-launcher.
171A LH WING TIP STATION ELECTRICAL CONNECTOR LH wing

550 station
missile-launcher.
172A RH WING TIP STATION ELECTRICAL CONNECTOR RH wing

550 station
missile-launcher.
AA
BREGUET AVIATION
MIRAGE F
A __ B
SECTIONS A et B
SECTIONS A and B
SHUNT TIR AU SOL

GRND FIRING CONN
166 A 172 A

GENERAL LAYOUT
AB
BREGUET AVIATION
MIRAGE F

COCKPIT LAYOUT
AJ
BREGUET AVIATION ^^T
L -*-îrU
_
MIRAGE F
550 MISSILE CARRYING DEVICES

(figure 4)
The missile-launchers are installed instead of covers 29 at wing tip stations. In addition to its
carrying function, each missile-launcher ensures the following :
- routing of various circuits towards the missile,
- transfers between both missile-launchers,
- supply of homer infrared photocell cooling system.
They are secured to wing attachment points through two bolts 1 . Electrical connections to A/C
circuits are performed through two connectors : one «main» connector 2 and one «transfer»
connector 3.
Missile hooking and mechanical guiding are ensured through a rail 4 on which the three missile
fittings are engaged (forward and center fittings sliding inside the rail and aft fitting sliding outside the
rail).
The missile is secured against lateral and longitudinal motion through an electromechanical lock.
This lock includes a forward stop 5 and an aft stop 6 with two side supports 7. When the lock is in
cocked position, this assembly prevents the missile from moving forward or aft and keeps the missile
forward fitting applied against the rail bottom. Access to side support locking/unlocking and lock
cocking controls is gained through ports 8 and 9. A pip-pin 10 fitted with a streamer 11 is used to
lock the forward stop in low position and, consequently, to retain the missile if it were to be fired due
to any false-proceed operation performed on the ground. Upon missile launching, the missile safety
cancel and arming system (SCAS) contact is depressed by inclined plane 12.
The skin streamline profile is ensured through two fairings 13 and 14, provided with locks 15
and 16 allowing the two fairings to be tilted so as to gain access to following sub-assemblies :
- missile coupling connector 17,
- missile connecting cord extraction lever 18 (firing cord),
- nitrogen cylinder 1 9, located at missile-launcher aft section.
The pressure of nitrogen, which is stored at 325 bar at 20° C, is checked through a pressure gauge
25. The traces of carbon dioxide and water contained in nitrogen are removed by means of a filter 23,
the filter element of which can be replaced. Pneumatic connection towards the missile is obtained
through a high-pressure pipe opening at the center part of the body of coupling connector 17.
The nitrogen cylinder 19 is supported by two pads 20 and is secured by two attaching devices :
one forward attaching device actuated through a pin 21 and one aft attaching device 22 actuated
through a pin 24.
Adequate locking of front attachment mechanism is indicated by the retraction of two locking
tell-tale studs 30 positioned on either side of the missile-launcher.
The rocket motor firing command is transmitted through two retracting firing pins 26. When the
electromechanical lock is in cocked position, the two firing pins are bearing against the missile rocket
motor contacts.
The pyrotechnical circuits (battery priming and rocket motor firing) are cut off through a safety
system. Such a safety system consists of a switch controlled by a flap 27 marked «SECURITE
M.A.F.-SAFETY LEVER» folding back (and causing the switch to close) when the A/C speed becomes
higher than 150 kt. During ground handling operations, the flap is locked in raised position through a
safety pin fitted with a streamer 28.
AA
BREGUET AVIATION ^^--^jcf
MIRAGE F
VUE SUIVANT C
carénage arrière ouvert)
VIEW IN DIRECTION
OF ARROW C
(rear fairing open)
FIGURE 4 - LANCE-MISSILES 550

550 MISSILE LAUNCHER
AB
AVIONS MARCEL DASSAULT iLJ^-^rTl
BREGUET AVIATION^
MIRAGE F
R550 MISSILE
(figure 5)
The air-to-air R550 MAGIC missile (self-guided interception and combat missile) is mainly intended
for dogfight in clear weather (day and night). Associated with the missile-launcher, it forms a complete
weapon system.
Due to its utilization in clear weather, it is provided with an infrared homer. Infrared photocell
cooling is obtained through the expansion of nitrogen stored under pressure in the missile-launcher
cylinder.
This canard cruciform configuration missile consists of two sub-systems which can be mechani¬
cally divided :
- an electronic sub-system 1 ,
- a pyrotechnical sub-system 2.
These two sub-systems are not provided with any electrical interconnection and are assembled
together through a coupling belt 3 locked by means of two screws 4 fitted with safety pins 5.
Hooking and connection to missile-launcher are respectively performed through three fittings 6
and an electric cord 7 fitted with a missile-launcher coupling connector 14 and a base-plate 15 held
in position through four tearing-off screws. The cord is also used to provide nitrogen system continuity.
The firing command is transmitted through two insulated contacts 8 mounted on rocket motor 9.
The launching and arming plunger 10 has a double action :
(1) Triggering of operating sequence related to safety cancel system and arming system (SCAS)
(2) Actuation of launching contact which delivers the «+ launched» information, which essentially
consists of a starting signal applicable to the various sequences
Should a trigger 16 break on missile-launching, this would free the rotating surface assembly.
The four windows 1 1 located every 90° around electronic sub-system body allow the proximity
fuse optical device to be illuminated by any external infrared source.
REMARK : The head of elctronic sub-system 1 is protected on the ground by a cover 12 and the
four windows 1 1 are masked by a protective clamp 13.
AA
BREGUET AVIATION ^^£
MIRAGE F
FIGURE 5 - R550 MISSILE

AA
BREGUET AVIATION,
fl^J^rU MIRAGE F
OPERATION OF R550 MISSILE SYSTEM

(Figures 6 and 7)
The R550 missiles can be fired as follows :

-Normal firing, with automatic transfer of firing command to either missile through a transfer
circuit.
- Emergency firing, with simultaneous jettisoning of both missiles in safe configuration (rocket
motor firing without battery priming).
1 - FIRING CONDITIONS
Missile firing is obtained by actuating firing button 21 A (energization of control relay 76Y and
then firing relay 71 Y), provided that the following requirements are met :
- missile-launcher electromechanical lock safety pins removed before flight.
- U/C up : U/C microswitch 9A closed.
- power supply of LOAD-SHEDDING DC system 2 bus bar ensured : energization of L/H and R/H
missile heating relays 65Y and 66Y (relay contact closing ensuring power supply of missile heating
circuits).
load-shedding not caused by :

-
- a failed alternator (contactor 8X or 21 X at rest)
- other alternator in low-speed configuration (simultaneously).
-«550» «EMG-NORMAL» switch set to «NORMAL» on armament control panel 2A :
energization of single/salvo relay 14 A.
- «550» switch set to «ON» on armament control panel 2A : energization of L/H or R/H missile
operation relays 67Y and68Y (relay contact closing ensuring power supply of preparation circuits if
missiles are present).
- «550» pushbutton depressed on armament control panel 2A : energization of indicating
relay 10a, power supply of control relay 76Y and missile-launcher pre-launching relays K3, audio
circuit connection and switch-over of radar system to 550 missile mode and of sight system to
AIR-to-AIR MISSILE mode.
-«ARM.M» armament master switch 15A set to FIRING position : energization of armament
master switch relay 74Y and power supply of «armament ready» sight amber light through the NO
contact of AIR-to-AIR missile indicating relay 10 a.
- missile-launcher safety flaps folded back (A/C speed > 150 kt).
AJ
MIRAGE F
BREGUET AVIATION
<c
-Q
fîW WING TIP
to STA TION
-Q
44A 51 A 166 A
ce
00
As A_
Jettisoning
_ Fuel dipper (15-0)

60Y
«O
to
CO
ÏAr -o . Fuel dipper
Heating
62Y
.66Y 80Y circuits (15-0)
rr<>-
TTsn-^X/- Readying
s§
«I-
64Y 550 Presence
sPFF
&Aj- >GR0UND
21A 550
ON
-f o ^»
68Y
80Y
Prepunching
9A
«o
is
«O
Aj- o-
'FLIGHT
m Audio signal
Firing
-t-o o-r
+ 28 V DC system 2 A- -35A 76Y
sight 1 72^1
i <<r-c 0-HI- A
Audio signal
44S + 251/ Audio signal
* 57A B
45S* s/jç//7r control Carry-over
CN g> C
75Y A (14-3)
-As c H(-
54A
+25 V/
37A air-to-air 71,
CO
Cl Q
J5A gun Carry-over
(amber, C
Audio signal
light) A
A_
Audio signal
Y B
10 = -HI"
LHW/NG TIP
Fue/ dipper
c\ g> STATION
63Y (15-0) '
167A
il -As 29R- A_
71Y
Audio signal
Jettisoning
.ilr-
Pre/aunching
20A
5
As u -°-
550 q EMG
^NORMAL
U; 67Y o
Firing
Presence_
<o
14A
Hi'- !!
to
80Y Readying
13A 15A
Cj 74Y
oty
Ar1 ,- _o r7/!-/^
1
-o
61Y 65Y _l Fuel dipper .
CO
^Cr 80Y circuits (15-0) ' t"
I Heating
FIGURE 6 - 550 MISSILE ELECTRICAL SYSTEM - AIRCRAFT CIRCUITS
AJ
03-81 Restricted 5-116 FIGURE 6 5-116 FIGURE6 5-11
BREGUET AVIATION ^û?^.^^
i^-^-^^L MIRAGE F
2 - OPERATING SEQUENCES
The operating sequences applicable to A/C and missile-launcher systems are described hereafter
together with the changes affecting the various circuits or items of equipment :
A Heating
Heating automatically comes into operation as soon as the aircraft generator is switched on ;
heating time dependent on the stabilized temperature of the missile at the particular time (15min.
under the most adverse circumstances).
The + 28 V voltage fed from LOAD-SHEDDING DC system 2 causes missile HEATING relays
65Y (L/H) and 66Y (R/H) to be energized.
The contacts of such relays direct the 115V-400Hz voltage towards the various missile-launcher
and missile circuits :
(1 ) Missile-launchers :
power supply of various sub-assemblies (in particular, the power supply modules which distribute
-
various voltages to audio modules, scanning units and battery heating temperature control modules).
(2) Missiles :
heating of priming batteries and gyro units (contrary to the batteries, the gyro units are provided
-
with their own temperature control system).
B - Armament safety system disabled
Setting the «ARM.M» switch (15A) to FIRING position causes a +28V voltage to energize the
following safety relays :
armament master switch relay 74Y, the contacts of which ensure closing of firing circuits.
-
missile ready relay 4Y (via the rest contact of relay 80Y), the contacts of which ensure
-
continuity of power supply circuits of sight 35A (blue lights).
C Missile preparation
Setting the «550» switch (armament control panel 2A) to «ON» allows to proceed with the
following preparation sequences :
(1) Missile-launchers :
- starting of timers 34 s
- control of nitrogen cooling system electrovalves through 1 1 5 V - 400 Hz voltage.
(2) Missiles :
-cooling of homer infrared photocells.

- rotation of rate gyro rotors through a 26 V - 400 Hz single-phase voltage fed from
missile-launcher power supply modules
- rotation of gyro rotors and homer modulators through the 26 V - 400 Hz voltage and two
starting phases fed from the missile-launcher power supply module.
NOTE : The optimum time to set up the PREPARATION sequence is between 1 and 2 minutes
before the theoretical firing, depending on the ambient conditions of the missiles.
AD
BREGUET AVIATION
MIRAGE F
PI C- AUDIO LH ,'.' c- - ILE

/WSS/A. f -1/4 UNCHER
Emergency 4 771/ ms
800 Hz Launching
jettisoning
RH B -
~K and arming
MISSILE-LAUNCHER A-4
~Hr plunger
K7
/i 4 Hz
S4 Attenuators
Static
Heating Coincidence -tZ=D-
SAME AS
+-' K6 & ? 1
^
29
voltage
generator
IE
LH
K4 --H- %-^-l 1KB
MISSILE- LA UNCHER K
Preparation
Mn
1 J
Ground
-e> -CZD-
ROCKET MOTOR
Presence
Pre-launching AUDIO SIGNAL

«-
n FIRING
SAFETY FLAP
ON GROUND
or IAS < 150 kts
ignition rod
Gyro aligned
&
Firing Homer locked-on command (HL)
+-*>-
FIRING + Battery priming 26V 400 Hz
Audio signal -H-
« <>
K9f 1 I
Audio signal
P2
K4
28 V
HL K10
K5
/T T -n Rocket motor firing
/ ^K
Audio signal
Transfer to iOC/C MX IAS< 150 kts
+ 28V
rv-
-1+ i-^-^T
a 26V 400 Hz
s
POWER SU PPL Y
26V-400HZ return 26V-400HZ return
w
LOCK Y
'
+ 28V
SCANNING UNIT
See + 28V Pre-launching + 28V
Fig- 6 P2
Transfer
Audio signal
C
A / Azimuth
Audio signal
B
Scanning 7?
generator Elevation
Audio signal
-tf-
El
Missile presence
Firing BA TTER Y
Emergency + Missile switching
jettisoning Gas
generator
Pre-launching Practice missile pre-launching
/
^ ^3 N Battery heating
~~l
H R
I I I I Pyrotechnical
Presence punch
i i i
Thermistor
Till -^ TIMER
1
£nr * HEA TING

Thermistor 2
-12V Test
K2 A n
I 12V Test
Preparation
- (800Hz, audio module)
115V 400 Hz
36 -* (Field tester)
^L
FIGURE 7- R550 MISSILE ELECTRICAL SYSTEM
AC MISSILE LAUNCHING CIRCUITS
Restricted 5-117M FIGURE 7 5-1 17M FIGURE7 5-1 17M FIGURE 7 5-1 17M
10^79
AVIONS MARCEL DAiiAim ILJ>-^rV< MIRAGE F
BREGUET AV»ATION^3P=L-<^<^> . ..«»...*.. ^
D Tripping of 34-s timer
(1) Missile launchers

- Cutoff of homer modulator and gyro rotor starting phases.
- Enabling of sequences triggered by the application of the + 28-V «prelaunching» signal.
(2) Missiles
-Cutoff of homer modulator and gyro rotor starting voltages (their rotation is maintained through
a two-phase voltage generated from the 26-V/400-Hz missile launcher voltage).
| E Prelaunching (actuation of missile button)
(1) Sight
Lighting-up of sight head blue lights.
(2) Missile launchers (after 34-s timing)

- Polarization of firing circuits.
- Polarization of scanning unit relays for the generation of homer lock-on (HL) data.
- Generation of scanning voltages.
(3) Missiles (after 34-s timing)

-Generation of internal power supply voltages (static voltage generator).
-Starting of homer SEARCH phase : while searching for the target, the homers are fed with
scanning voltages from missile launchers, which voltages allow each moving head to scan a square
field.
- Slaving of gyros in normal position (gyro axes held parallel with missile trihedron axes).
F Target lock-on and application of homer lock-on (HL) data
(1) Missile
- Switchover of homer circuits to tracking phase, hence the generation of homer lock-on command
(HLcmd)data.
- Alignment of gyro with respect to homer.
(2) Missile launcher

- Generation of homer lock-on (HL) signal in the scanning unit.
- Generation of 800-Hz audio signal with all-or-none modulation at 4 Hz.
- Cutoff of firing command transfer circuit to non-locked-on missile.
REMARK : Should both missiles be simultaneously locked on, firing priority is then given to the
I LH missile (missile mode selector switch set to «NORMAL»).
AG
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G Application of coincidence information
The homer enters tracking upon target acquisition. During that sequence, the homer head becomes
slaved to target direction while the gyro (which was slaved to missile longitudinal axis during previous
sequences) is fed from the missile pilot unit with the commands required to become aligned with the
position of the optical system moving mirror.
Once the elevation and azimuth positions of the gyro rotor axis and head axis coincide, the pilot
unit supplies the missile-launcher with the COINCIDENCE information, which information causes the
following to take place :
(1) Missile-launcher:
-application of GYRO ALIGNED signal (information resulting from the logical product of
COINCIDENCE and HL (homer locked-on) signals), causing the following :
-suppression of audio signal modulation (4 Hz), the audio signal becoming an 800 Hz
continuous signal.
NOTE : Should the COINCIDENCE information disappear whereas the homer remains locked on, the
GYRO ALIGNED signal subsists. Consequently, the sequences associated with the
application of such a signal are maintained.
- Implementation of firing module.
(2) Missile :
-cutoff of cooling system.
-switch-over of homer circuits to guidance phase (switching performed by the GYRO ALIGNED
signal).
H Firing command (applied for 2 seconds)

The firing command, which is transmitted through the pulse fed by button 21 A, ensures the
energization of control relay 76Y (relay opening delayed by 2 seconds). The contacts of control
relay 76Y ensure sight camera starting and energization of missile firing relay 71 Y.
A + 28 V voltage (selected through the armament control panel pushbutton) is conveyed towards
the LH missile-launcher firing circuit, through «550» switch set to «NORMAL» and opened contacts of
relays 71 Y and 74Y.
NOTE : Should the LH missile fail to be launched whereas its homer remains locked on, automatic
transfer to other missile takes place once the firing command application time has elapsed.
(1 ) Missile-launcher :
-energization of relay K10 (through relay K4 energized by HL (homer locked on) information),
causing the following :
-energization and self-energization of relay K6, the HL (homer locked on) signal being no
longer present at the coil of relay K4.
- energization of relay K4 through the + 28 V «pre-launching» voltage.
- cutoff of 1 15 V-400 Hz «gyro and battery heating» voltage.
- energization of lock through the 26 V-400 Hz rectified voltage, causing the battery priming
and rocket motor firing circuits to close.
generation of «+ battery priming» command.

-
-triggering of 310 ms timer (time interval required for battery priming and during which the
rocket motor firing logic is implemented).
On the other hand, the GYRO ALIGNED information previously generated causes the following :
- tripping of firing logic (causing relay K8 to become energized), provided that the time
elapsed since the application of battery priming command is higher than 310 ms.
This last action results in the following :
- power supply of firing pins.
- generation of «+ switching» signal, which signal causes the electrovalve to close and is
sent to the missile.
AC
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(2) Missile
Battery priming (the battery is connected in parallel with aircraft DC system).
-
Due to the presence of «+ switching» signal :
-
- power supply of voltage static generator through missile battery,
- power supply of homer modulator, gyro rotors and rate gyro through the 26-V/400-Hz
current generated in the missile.
- Rocket motor ignition through missile launcher firing pins.
I Missile launching
(1) Missile launcher

- Raising of jettisonable connector extraction lever.
- Retraction of front stop and raising of snubbers with rear stop of electromechanical lock.
- Raising of firing pins.
- Suppression of MISSILE PRESENCE data (hence cutoff of 1 15-V/400-Hz current and of + 28-V
MISSILE READYING signal intended for the missile).
- Suppression of HL (homer lock-on) command.
- Transfer of firing command and audio signal to the other missile launcher.
(2) Missile
Cutoff of external voltages subsequent to jettisonable connector extraction.
-
Triggering of SCAS (safety cancel and arming system) operating cycle (launching and arming
-
button depressed).
- Application of + LAUNCHED signal, causing the missile free flight operating sequence to be
started.
J Missile free flight
Once launched, the missile continues to fly automatically and its operation then becomes of the
self-contained type.
Should the missile flight time become higher than t0 + 0 (25 s < 6 < 35 s), missile self-destruction
takes place if no command is fed by the proximity fuze or the impact fuze.
3- MISSILE JETTISONING
Missile JETTISONING is obtained by depressing jettison button 51 A ; the latter transmits a

+ 28-V jettison signal to the electromechanical launching lock, which causes ignition of the rocket
motor alone (without battery priming).
4- INDICATING SYSTEM
Both «missiles ready» blue lights, which are on before firing, go out when the BRM button is
depressed. Two seconds after the BRM button is released, the light associated with the remaining missile
comes on again, thus allowing this missile to be fired if it is locked on (800-Hz audio signal).
NOTE : If both blue lights come on after the BRM button has been depressed for the first time, this
means that the locked-on missile ignition system is defective ; if locked on, the second missile
is ignited when the BRM button is depressed a second time.
AB
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MIRAGE F
REMOVAL - INSTALLATION OF AN R550 MISSILE LAUNCHER

(Figure 4)
A Special tools
A/C squadron tool kit MATRA 055L00-544802T including special

12-point OMNIBUS wrench MATRA 050A57-520985F.
B Standard tools
- Armament standard tools.
- Torque wrench kit, from 5 to 50 m.daN (37 to 370 ft.lb).
- Accessory kit for torque wrench, from 5 to 50 m.daN (37 to 370 ft.lb).
C Servicing equipment
- Attachment point protective caps MATRA 050 A 57.520631 Q.
- Protective caps for connectors :
P1 :UMD 97121-220
P2:SOURIAU70 195
S4: SOUR I AU 8522-28.
- Hoisting device MATRA 055W022537 127W.
- Elevator trolley type CBD 10.
- Nitrogen cylinder trolley MATRA 055W02-537 123 Q.
2- SERVICING MATERIAL
- Grease AI R 4210 or equivalent.
3- SPARES
- Front attaching bolt MATRA 050 A 57-546605R.
Rear attaching bolt MATRA 050 A 54-546604 a
- Panel assembly (cover) F717-14N2 (RH side) and F718-14N2 (LH side).
4- REMOVAL
A Preparing the aircraft
- Remove door V4-41 giving access to the wing lower surface, so that the electrical connectors can
be reached.
B Preparing the missile launcher

- If required, remove the nitrogen cylinder (see 02-6 : «REMOVAL-INSTALLATION OF
NITROGEN CYLINDER»).
- Remove the attaching bolt blanking caps.
- Check that the front and rear fairings are properly locked.
C Operation
Hold the missile launcher in position (2 operators are required, to hold it, while a third one
performs the various operations).
-Unlock and unscrew the two bolts (1) securing the missile launcher (wrench + extension
+ 14 A/F hex adaptor).
- Disconnect main aircraft-to-missile launcher connector 166A on RH wing or 167A on LH wing.
- Slightly disengage the missile launcher from the wing tip.
- Disconnect transfer connector 172A on RH wing or 171 A on LH wing.
REMARK : The firing safety flap should be folded back only after disconnecting the electrical
connectors.
- Remove the missile launcher.
AC
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D- Final steps
- On the missile launcher, fit the protective caps on the electrical connectors and on the attaching
bolt access ports.
- If the aircraft is not to be fitted again with wing tip missile launchers :
- connect the transfer connector to its dummy connector
engage the main connector in its holding stirrup
position and attach the access door to the wing upper surface
position and attach cover assembly (29) to the wing rib (the two small screws are fitted at
the wing leading and trailing edges).
- remove the panel assembly (cover) and reinstall the navigation light glass.
NOTE : For missile launcher transportation, the aerodynamic flap «SECURITE M.A.F. - SAFETY
LEVER» (27) must be in «FLIGHT» position (folded position), so as not to damage it during
handling operations.
5- INSTALLATION
A Preparing the missile launcher
- Remove the nitrogen cylinder (see «REMOVAL - INSTALLATION OF NITROGEN CYLINDER»

in 02-6).
- Make sure that ground safety pip pin (10) is positioned in its housing.
- Remove the protective caps from the receptacles and the attachment points.
- If required, lubricate the attaching bolts (1 ).
B Preparing the aircraft
Remove the navigation light glass and install the panel assembly (cover) in place of it.
Unlock and unscrew the screws attaching cover assembly (29) at the wing tip.
- Remove the cover and mark the position of the screws, especially those located at the ends.
- Remove door (V4-41 ) giving access to the wing tip electrical connectors.
Disconnect the transfer connector from its dummy connector.
- Disengage the main connector from its holding stirrup.
C- Operation
Hoist the missile launcher (2 operators are required for hoisting, while a third performs the
various operations) and position it against the wing tip with the rail facing outwards.
- Adjust the position of the missile launcher, to bring the attaching bolts opposite their housings
(on wing tip).
- Screw up the front and rear attaching bolts by a few threads.
- Slightly disengage the missile launcher then connect the main and transfer connectors to the
corresponding sockets on the missile launcher.
Torque the bolts to prescribed values as follows (torque wrench + extension + 14 A/F hex
adaptor) :
front attachment point : 29 m.daN (210 ft.lb)
rear attachment point : 12 m.daN (87 ft.lb)
REMARK : Tighten up the two bolts alternately to the rear bolt torque value then keep on tightening
the front bolt to its prescribed torque value.
- On the missile launcher, position and attach the attachment point blanking caps.
Position and attach the electrical connector access doors.
AC
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D Final steps on missile launcher
- Check that the front stop of the retaining mechanism is in down position ; if it is not, reset the
retaining mechanism, proceeding as follows :
- actuate control (8) marked «ARMEMENT VERROU - RETAINING MECHANISM RESET»
in the direction of the arrow, until hearing the click indicating that the front stop is locked in down
position ;
-disengage then engage pip pin (10) in the housing marked «SECURITE SOL GROUND
SAFETY» ; if the stop is improperly locked, the pin cannot be fitted.
- Raise the snubbers by actuating control (9) marked «APPUIS LATERAUX - SNUBBERS » in the
«DEBLOCAGE - UNLOCK» direction.
The missile launcher firing pins should retract. It should be impossible to remove the pip pin.
- Place «SECURITE M.A.F. - SAFETY LEVER» flap (27) in up position, and lock it with safety
pin (28).
- After checking its pressure, install the nitrogen cylinder (see 02-6, «REMOVAL-INSTALLATION
OF NITROGEN CYLINDER»).
AB
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_ _
MIRAGE F
CHECK OF R550 MISSILE NORMAL FIRING AND JETTISONING CIRCUITS

(CLEAN AIRCRAFT)
(Figures 20 and 20M)
1 - SCOPE
To check the readying and firing circuits of the aircraft for correct operation.
If required, to facilitate trouble shooting.
- Ground firing shunt, in Weapon Adjustment Kit (MRA9).
- Telebriefing installation.
Ground crew headset.
B Test equipment
- Field test set MATRA type 801 (Réf. 055W01 - 537227C).
3- SAFETY MEASURES
TAKE ALL RELEVANT SAFETY MEASURES FOR ARMED OR LOADED AIRCRAFT (see
manual 02, section 0).
WARNING :
(PYLONS, MISSILE-LAUNCHERS, ETC.) ARE OPERATING PROPERLY.
- armament control panel :

- missile preparation switch set to off
- «EMG-NORMAL» switch set to «NORMAL»
- LH console :
- armament master switch set to off, with protective cover in place
- instrument panel :
- guard folded on missile jettison button
- disconnect camera from sight recorder.
B At wing tips
Remove doors V4-41, giving access to electrical connectors
-
Disconnect connectors 167A, 171 A (LH wing), and 166A, 172A (RH wing) from their respective
-
stowage brackets.
C Preparing the field test set

- Set up the various electrical connections between the field test set and the aircraft, proceeding
as follows :
- cords W1 and W3 connected together through connectors S1 00 and P100 :
- connector S10 of cord W1 to connector P10 of test set
- connector P1 of cord W3 to connector 167 A (LH wing)
- connector P2 of cord W3 to connector 171 A (LH winq)
- cords W4 and W6 connected together through connectors S200 and P200 :
- connector S20 of cord W4 to connector P20 of test set
- connector P1-1 of cord W6 to connector 166 A (RH wing)
- Fit alternative version plug P40-5 to connector S40 of test set.
D Set up the telebriefing connection between the operator in the cockpit and the operator on the
ground.
E Fit the ground firing shunt on ground firing clearance connector (LH U/C bay)
F Energize the aircraft.
AH
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MANUAL 15
INTRADOS
VOILURE GAUCHE
LH WING LOWER INTRADOS
SURFACE VOILURE DROITE
RH WING LOWER
SURFACE
Prise 166 A
Connector 166b
P1-1
Bouchon de version
Alternative version
plug
Valise de piste
Field test set
FIGURE 20 - CONTROLE DU CIRCUIT DE TIR NORMAL MISSILES R 550

AVION LISSE
CHECKING THE MISSILE R 550 NORMAL F/RING SYSTEM
CLEAN AIRCRAFT
V4-41
INTRADOS
VOILURE GAUCHE
LH WING LOWER
SURFACE
167 A
Voyants de contrôle
Indicator lights
Boîtier de contrôle
largage détresse
Emergency release
control unit
FIGURE 20M - CONTROLE DU CIRCUIT DE TIR LARGAGE DETRESSE

MISSILES R 550
CHECKING THE MISSILE R 550 EMERGENCY FIRING
RELEASE SYSTEM - CLEAN AIRCRAFT
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5- PROCEDURE
A Self-check of field test set
- On the test set, set selector switches as follows :
- «SELF/CHECK - MESURE» to «SELF CHECK»

- «AIRCRAFT/ML» to «ML»
-«OFF/ON» to «ON».
- Proceed to the self-check sequences of the field test set, referring to the check list inside the test
set
- At the end of checks, reset the test set, then return the controls to «OFF».
B Check of normal firing circuit
- In cockpit :
on armament control panel :
- preparation switch «550» to «ON»
- depress selector key «550»
- make sure that «550» selector is set to «NORMAL»
- on sight/radar control unit, switch on the sight.
- L/H console, remove the protective cover from the armament master switch «ARM.M»,
then tilt the latter to «TEST»
the blue lights («missiles ready») of the sight head should come on
- on the radio selector unit, set «MISS» audio potentiometer to mid position.
- on the field test set, set selector switches as follows :
- «AIRCRAFT/ML» to «AIRCRAFT»
- «OFF/ON» to «ON»
- «SELF/CHECK MESURE» to «MESURE» (MEASURE)
- proceed to the check sequences on aircraft circuits, referring to the check list inside the test
set.
NOTE : The aircraft checking procedure is performed manually.
- at the end of the check, reset the test set and return the aircraft and test set controls to
«OFF».
- repeat these checking operations on the R/H wing :
- plug P1 of cord W3 to connector 166 A (R/H wing)
- plug P2 of cord W3 to connector 172 A (R/H wing)
- plug P1-1 of cord W6 to connector 167 A (L/H wing).
- in cockpit, reset all starting and selection controls to «OFF».
- disconnect the field test set.
C Check of firing circuit in emergency jettisoning mode.
Connect the emergency jettisoning test unit to the A/C LH carrying station connector 167 A.
-
In cockpit, set battery switch to «ON», fold back «550.JETT» guard then depress the emergency
-
jettisoning button without releasing it.
- Check that the green lights of the emergency jettisoning test unit come on and stay lit as long as
the emergency jettisoning button is depressed.
- In cockpit, release the jettison button, then fold down its «550.JETT» guard and reset the
battery switch to «OFF».
- Disconnect the emergency jettisoning test unit and repeat the above operations from RH carrying
station connector 1 66A.
- On completion of tests, disconnect the emergency jettisoning test unit and place a protective plug
on its connector.
6- FINAL STEPS
- Cut off the aircraft supply and recondition the telephone connection.
- Remove the ground firing shunt
- Connect the wing tip connectors to their respective dummy connectors
- Position and attach doors V4-41
AH
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^^^^^Q^ Restricted MANUAL 15
CHECK OF R550 MISSILE NORMAL FIRING AND JETTISONING CIRCUITS

(WITH MISSILE-LAUNCHERS INSTALLED)
(Figure 21)
1 - SCOPE
This operation is intended to check the parameters and functional sequences of the readying,
normal firing and jettisoning circuits of the aircraft and missile-launcher systems.
A Special tools
-A/C squadron tool kit MATRA 055L00-544802T including special 12-flat OMNIBUS wrench
MATRA 050A57-520985F.
- Breakaway connector lever retention tool MATRA 055W01 -576644 R.
Telebriefing installation.
- Ground crew headset.
- Ground firing shunt, in Weapon Adjustment Kit MRA9.
C Test equipment
Field test set MATRA type 801 (Réf. 055W01-537227C).
3- SAFETY MEASURES
TAKE THE RELEVANT SAFETY MEASURES FOR ARMED OR LOADED AIRCRAFT (See
Manual 02-0).
WARNING :

(PYLONS, MISSILE-LAUNCHERS, ETC.) ARE OPERATING PROPERLY.

-on armament control panel :
- missile preparation switch set to off
- «EMG-NORMAL» switch set to «NORMAL»
- on LH console :
- armament master switch set to off, with protective cover in place
- on radio selector unit, amplifying channel selector switch set to «1 »
- on instrument panel :
- guard folded on missile jettison button
- on RH windshield post, sight recorder camera connector disconnected.
AH
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VOILURE GAUCHE
LH WING
LANCE-MISSILES V4-41 . Boîtier de contrôle

MISSILE LAUNCHERS azote
Nitrogen pressure
check box
Bouchon
de version
Alternative
version plug
Valise de piste
Field test set
FIGURE 21 - CONTROLE DES CIRCUITS DE TIR MISSILES R 550

AVION AVEC LANCE-MISSI LES
CHECK OF R 550 MISSILE RELEASE CIRCUITS, WITH
MISSILE LAUNCHERS INSTALLED IN AIRCRAFT
AB
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..ami ai i
F
ic
^-^ ^^ Restricted MANUAL 15
B On each missile launcher :
- lift «SECURITE M.A.F. - SAFETY LEVER» flap and fit the safety pin ;
- unlock and raise the front fairing ;
- remove protective plug from connector S4 and position the breakaway connector lever retention
tool.
C On LH missile launcher :
- through the rear of the missile launcher, insert and slide the nitrogen test box until level with
the firing pins (nitrogen system valve control facing the ground) ;
- unlock the snubbers by turning the wrench in the «DEBLOCAGE-UNLOCK» direction, which
causes the firing pins to retract ;
bring the nitrogen test box opposite to the firing pins ;
- lock the snubbers by turning the wrench in the direction of the arrow up to «BLOCAGE-LOCK»
position.
CAUTION : Do not remove the wrench before its lever arm is perfectly aligned with the mark corre¬
sponding to the desired position.
D Set up the electrical connections between the field test set and the missile launchers, proceeding as
follows :
- cord W1 : connector S10 to connector P10 of the test set, and connector P100 to the external
connector of the test box ;
- cord W2 : connector S100 to the internal connector of the test box, and connector P4 to connec¬
tor S4 of the LH missile launcher ;
- cords W4 and W5 : connector S20 to connector P20 of the test set, and connector P4-1 to connec¬
tor S4 of the RH missile launcher ;
- fit alternative version plug P40-5 to connector S40 of the field test set.
E Lower and lock the front fairing of the LH missile launcher, with «SECURITE M.A.F. - SAFETY
| LEVER» flap in extended position.
F Set up the telebriefing connection between the operator in the cockpit and the operator on the
ground.
G Fit the ground firing shunt on the ground firing clearance connector located in the LH U/C well.
H Feed the aircraft with electrical power.
5- PROCEDURE
A - Self check of the field test set
I -On the LH missile launcher, remove the safety pin and fold «SECURITE M.A.F. - SAFETY
LEVER» flap in flight position.
- On the field test set, place switches as follows :
- «SELF CHECK/MESURE» on «SELF CHECK»
- «AIRCRAFT/ML» on «AIRCRAFT»
- «OFF/ON» in «ON» position.
- Carry out the self check sequences of the field test set by referring to the check list inside the
test set.
- At the end of the check, reset the field test set, then return the controls to «OFF».
B Check of readying and firing circuits of A/C and missile launcher systems
- In cockpit :
disconnect the camera from the sight recorder.

-
- On armament control panel :
- set preparation switch «550» to «ON»
- depress selection button «550»
- make sure «550, NORMAL-EMG» selector is set to «NORMAL» ;
- On sight/radar control unit, switch «ON» the sight.
- On the LH console, remove the cover from armament master switch «ARM. M», then tilt the
latter to the «TEST» position.
- On the sight head, the blue indicator lights («missiles ready») should come on.
- On the radio selector unit, set «MISS» potentiometer to mid position.
AH
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^£S=^-«^^ Restricted MANUAL 15
- On LH missile-launcher :
- check that «SECURITE M.A.F. - SAFETY LEVER» flap is folded,
- close the nitrogen box bleed valve,
- check that the snubbers are in «BLOCAGE - LOCK» position,
- extract «SECURITE SOL - GROUND SAFETY» pin.
- On the field test set, place the switches as follows :
«AIRCRAFT/ML» to «ML»,
-
- «SELF CHECK/MESURE» to «MESURE» (MEASURE),
- «OFF/ON» to «ON».
- Read the pressure on the nitrogen box pressure gauge.
- Turn the field test set «OFF/ON» switch to «OFF», then back to «ON».
- Carry out the checking sequences of the aircraft and missile-launcher circuits by referring to the
check list inside the test set.
- At the end of the checks, perform the following operations :
- reset the field test set,
- return the aircraft and test set controls to off,
- bleed the nitrogen box through its valve,
on the missile-launcher :
-
- lift the firing safety flap and insert the safety pin,
- unlock and open the front fairing,
- disconnect cord W4 from connector S4 on the LH missile-launcher, and install the
protective plug on S4,
- remove the breakaway connector lever retention tool. Close and lock the front fairing,
- insert the ground safety pin, then lift back the snubbers in the «DEBLOCAGE -
UNLOCK» direction ; the firing pins should engage and it is then impossible to remove the safety pin,
- disconnect cord W1 from the nitrogen test box, then remove the latter through the
rear of the LH missile-launcher,
- disconnect cord W5 from connector S4 on the RH missile-launcher.
- Repeat the above checking operations on the RH missile-launcher, proceeding in the same way.
- At the end of the checks, disconnect the cords coupling the field test set to the missile-launchers.
- Remove the test box from the last missile-launcher checked.
- Set the battery switch to «off».
- Cut off and disconnect the aircraft electrical power supply.
C Check of emergency jettisoning circuits
CAUTION :
BEFORE CHECKING A MISSILE-LAUNCHER EMERGENCY JETTISONING CIRCUIT, MAKE
SURE THAT:
- THERE IS NO MISSILE INSTALLED ON THE OTHER MISSILE-LAUNCHER,
-NO MISSILE IS TO BE INSTALLED ON THIS SAME MISSILE-LAUNCHER DURING THE
CHECKS.
(1) On LH missile-launcher :
- check that the snubbers are in the «DEBLOCAGE - UNLOCK» position,
- fit the emergency jettison unit into the rail of the missile-launcher (from the rear) and slide
it until level with the firing pins,
- turn the snubber control in the «BLOCAGE-LOCK» direction up to the mechanical stop,
CAUTION :
THE LOCKING MECHANISM GOES THROUGH A MAXIMUM TORQUE BEFORE REACHING
THE MECHANICAL STOP. AT THE END OF THE OPERATION, THE WRENCH IS NOT
NECESSARILY ALIGNED WITH THE «BLOCAGE-LOCK» MARK.
lift the «SECURITE M.A.F. - SAFETY LEVER» flap,

-
unlock and raise the front fairing, then fit the breakaway connector lever retention tool. Lock
-
the lever onto the retention tool,
- remove the protective plug from connector S4,
- connect the test box shunt plug to connector S4.
AE
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MIRAGE F
(3) In cockpit, set battery switch to on, lift the «550 JETT» guard and depress the jettison button ;
the indicator lights on the jettison unit should be on as long as the operator holds the button
depressed.
(4) At end of check :

- in cockpit, fold down the «550- JETT» guard, set battery switch back to off ;
on missile-launcher :
-lift and lock the «SECURITE M.A.F.-SAFETY LEVER» firing safety flap with its pin.
- unlock and lift the front fairing.
- disconnect the shunt plug, then install the protective plug on socket S4.
- remove the breakaway connector lever retention tool.
- insert the ground safety pin, then lift back the snubbers to the «DEBLOCAGE -
UNLOCKING» position.
REMARK : Remove the wrench only when its lever arm is perfectly aligned with the «DEBLOCAGE -
UNLOCKING» mark.
remove the jettison test unit.
(5) Repeat above operations on RH missile-launcher.
6- FINAL STEPS
In cockpit, check that all controls are set to off or to rest position (see para. 4A).
- Connect the sight recorder camera.
- Remove ground firing shunt.
- Switch off and disconnect the power supply unit.
- Disconnect the telebriefing installation and recondition the intercommunication system.
Indicator lights
Shunt plug Jettison

(Missile presence) test unit
FIGURE 22 - CHECK OF R550 MISSILE JETTISONING CIRCUITS

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SECTION 9
TOWING SYSTEM FOR PRACTICE TARGETS
TABLE OF CONTENTS
Page
9-0 GENERAL
- Principle of target towing system 9-001

-641 A type towing beam 9-107
- S90B target and VRAC 500 cable pay-out container 9-111
- Operation of target towing system 9-141
- Removal - Installation of towing beam 9-301
- Check of target towing circuits in normal and emergency release modes - Aircraft
fitted with beam 9-501
- Check of electrical circuits Aircraft fitted with practice target 9-51 1
- Check of target towing electrical circuits (clean aircraft) 9-531
Figure No. Page
1 PRESENTATION OF TARGET TOWING SYSTEM 9-002

2 PRINCIPLE OF TARGET TOWING ELECTRICAL SYSTEM 9-004
5 TOWING BEAM 9-108
6 S90B TARGET AND TETRAPLANE 9-112
7 OPERATION OF TARGET TOWING BEAM ELECTRICAL SYSTEM 9-142
8 OPERATION OF S90B TARGET AND TETRAPLANE 9-144
9 CHECK OF TARGET TOWING CIRCUITS IN NORMAL AND EMERGENCY
RELEASE MODES - AIRCRAFT FITTED WITH BEAM 9-503
10 CHECK OF ELECTRICAL CIRCUITS -AIRCRAFT FITTED WITH PRACTICE
TARGET 9-513
1 1 CHECK OF TARGET TOWING SYSTEM ELECTRICAL CIRCUITS (CLEAN
AIRCRAFT) 9-532
AB
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_ _
MIRAGE F
PRINCIPLE OF TARGET TOWING SYSTEM
1 - CARRYING, STREAMING AND RELEASE (Figure 1)
The aircraft can be equipped with a 641A type, non-jettisonable hooking stub with two carrying
stations, which is installed under the fuselage.
It allows for :
- carrying,
- streaming,
cable release (target recovery),
-
emergency release,
-
of the S90B target with VRAC 500 cable pay-out container.
The S90B target is installed at the forward end of the stub, the VRAC 500 cable pay-out container
being installed at the aft-end.
The following various electrical operations for carrying, streaming and release of the store (1) are
carried out by the aircraft bomb system electrical circuits.
A Target streaming
Once the various displays relating to the system have been made, by the intervalometer on the
one hand,
-load code : 100
- type of bomb : clean practice bomb
- initialization : carried out
On the other hand, on indicators relating to the bomb system,

-selected clean bomb (indicator light on)
- normal firing mode
- jettisonable safeties in safe condition
- number of bombs on 1
- RH front store presence indicator light on.
And after the armament master switch is set to firing position, depressing the BRM button causes
the forward carrying station initiators to fire, thus ejecting the target.
This firing pulse is delivered to the «streaming» circuits of the hooking stub on condition that
the JS safe selection is displayed on the armament control panel.
B Cable release after use
A second depression of the bomb release button causes the detonators of the container release
unit to fire, thus freeing the towing cable.
This firing pulse is delivered to the «release» circuits of the hooking stub on condition that the
delay or instantaneous JS selection is displayed on the armament control panel.
AB
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J
MIRAGE F
S 90B TARGET VRAC 500 PAY-OUT CONTAINER
Cable -500m
TETRAPLANE
VRA C 500 PA Y -OUT CONTA INER S 90B TARGET
FIGURE 1 - PRESENTA TION OF TARGET TOWING SYSTEM

AB
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MIRAGE F
^C&^* ^^ Restricted MANUAL 15
3- EMERGENCY RELEASE
The emergency release procedure for the two containers is identical to that of the fuselage stores
in the same configurations. Release is obtained in two ways :
- in selective emergency :
depressing button 46A associated with selector switch 48A causes the stores installed under the
stub to be released,
- in general emergency :
depressing button 47A frees all the stores.
AB
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BOMB/ 2A ARMAMENT CONTROL PANEL 101 A BOMBING CONTROL PANEL

U/C ROCKET/
MICROSWITCH MISSILE
9A BUTTON Fuselage
21A load
Display of bomb
number NB presence
or emergency indication
NB 1 or emergency 1
Delay or instantaneous selection - Target recovery function
25A INTERVALOMETER
Display clean
practice
bomb type
Presence 4= target presence

Display To
fuselage fuse/age
load station
code Presence 2= target released 160A
Channel 1 firing Channel 1
Generation control
Normal J
Firing
circuits
Emergency -j Channel 2
Control 2 firing
control
Firing + 28V firing power

power
circuit
FIGURE 2- PRINCIPLE OF TARGET TOWING

ELECTRICAL SYSTEM
AB
BREGUET AVIATION
TABLE OF COMPONENTS
Layout - See figures 3 and 4
Location Doc.
Access Door No.
BAY ARMAMENT BOX Equipment bay

(See 16-0) 13-00
It groups the electrical sub-assemblies of the armament

system.
2A ARMAMENT CONTROL PANEL Cockpit

The armament control panel ensures for the target towing

system :
- selection of the store type,

- selection of the release mode.
(1) «CLEAN-RET» selection button (20) which, when
depressed, provides for the following :
- transmission of the required lighting voltage to the
selection button lights,
- transmission of + 28 V sight signal to :
- intervalometer 25A (bomb selection information) via
«AUTO-MAN» switch set to «MAN»
manual automatic relay 26A which is thus energized
(normal firing function)
- intervalometer 25A (manual mode information)
- transmission of firing pulse from button 21 A to :
- intervalometer 25A (firing button information)
- contacts of manual automatic relay 26A.
The button has two lights, one corresponding to the
«RET» sector and the other one to the «CLEAN» sector.
Only the «CLEAN» sector is affected by :
- depressing the selection button,
- selection of the type of clean practice bomb from
selector switch of intervalometer 25A, set to «CPB».
AB
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MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No.
(2) «AUTO-MAN» switch (17) which ensures in «MAN»

position transmission of the manual mode information
to intervalometer 25A and energization of manual-
automatic relay 26A.
The switch has a mechanical guard which locks it in
«AUTO» position.
(3) fuse arming type selector (15), controlling :

- on «SAFE» : streaming of target,
- on «DLY» or «INST» : release of the target towing
cable.
This switch is mechanically locked on «SAFE» position.
7A «GUN» FIRING TRIGGER FUSE-BREAKER Cockpit

(See 15-3) (circuit breaker
box)
It protects DC system 1 of the circuits associated with
firing trigger and «U/C down» information transmitted
to intervalometer 25A.
8A GROUND FIRING CONNECTOR LH U/C well

(See 15-0)
It is used for shunting the ground firing interlock

microswitch which supplies the firing trigger circuit
when A/C is on the ground, with U/C down.
9A U/C MICROSWITCH LH U/C well

(See 15-0)
U/C down : it cuts out the firing trigger circuit and

supplies the «U/C down» information to intervalo¬
meter 25A.
U/C up : it allows for power supply of firing trigger
circuit and cancels the «U/C down» information to
intervalometer 25A.
13A ARMAMENT SAFETY FUSE-BREAKER Electrical

(See 15-3) master box
It protects DC system 1 of the armament safety line.
AB
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MIRAGE F
Restricted
MANUAL 15
Location Doc.
Item Name - Characteristics and Functions T
Access Door No.
15A ARMAMENT MASTER SWITCH Cockpit

This switch, marked «ARM.M.» (ARMAMENT MASTER),

when set to «FIRING» and «TEST», energizes power
relay 72A through rest contact of AIR-to-AIR relay
54A and operating contact of relay 71 A (N ^ 0 relay)
It also provides power supply to «armament ready»
indicating relay transmitted via indicating relay 10a
to the sight system.
20A BOMB/ROCKET FUSE-BREAKER Electrical

It protects DC system 1 of various selection lines

(standby bomb number and jettisonable safety selection)
and armament control panel 2A and bombing control
panel 101 A.
21A BOMB/ROCKET/MISSILE BUTTON Cockpit

(See 15-0) (Control stick
handgrip)
Located on the rear face of the control stick handgrip and
protected by firing trigger (1) set to forward position,
this button, when depressed, delivers a release signal to :
- intervalometer 25A («firing button» information)
through armament control panel and relay 26A in work
position.
25A INTERVALOMETER Cockpit

(See 15-3) (RH frame 10)
The intervalometer is provided for generating the

calibrated pulses required for bomb release.
It has two pulse generating systems (normal and
standby), two power supplies (normal and standby)
and a self-monitoring circuit which indicates the
setting errors, the failure status of its circuits or of the
A/C circuits.
The 4-position switch (3) «FUSELAGE» set to «1»
causes display of initial loading in target carrying mode.
The 4-position switch (6) set to «CPB» causes display
of store type loaded in target carrying mode.
Pushbutton (1) and «INITIALIZATION» indicator
light (2) are used for conditioning the instantaneous
loading memory.
AB
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MIRAGE F
Restricted
MANUAL 15
Location Doc.
Access Door No. _S_
26A MANUAL- AUTOMATIC RELAY Bay armament X

(See 15-3) box
Energized by «manual firing» information from «AUTO-

MAN» switch set to «MAN» position, it ensures in working
position, transmission of «firing button» information to
intervalometer 25A.
37A AIR-TO-AIR GUN BUTTON

(See 14-3)
It energizes AIR-to-AIR relay 54A and provides for

switch over of sight and armament system to AI R-to- AI R
gun mode.
44A SELECTIVE JETTISON FUSE-BREAKER Battery box

(See 15-0) (11-03)
It protects the «Battery Bus» network of the selective

jettison line.
45A STATIONS 2 AND FUSELAGE JETTISON FUSE- Battery box

BREAKER (11-03)
(See 15-0)
It protects the «Battery Bus» network of the general

jettison line, the wing outboard stations and the fuselage
station.
46A SELECTIVE JETTISON BUTTON Cockpit X

(See 15-0) (instalment
panel)
Marked «JETTISON», this button ensures selective
jettisoning of the stores installed under the various
carrying stations.
Depressing this button results in :
- transmission of the control current to jettison
selector switch 48A.
47A GENERAL JETTISON BUTTON Cockpit

(See 15-0) Instrument
panel)
Marked «EMERG» (EMERGENCY), this button ensures
simultaneous jettisoning of all stores carried under the
various carrying stations.
48A JETTISON SELECTOR SWITCH Cockpit

(See 15-0) (Instalment
panel)
In selective jettisoning mode, it is used to select the
various underwing and fuselage stations :
- in «FUS» position, it delivers the jettisoning pulse to the
fuselage carrying station.
AA
BREGUET AVIATION
MIRAGE F
Location Doc.
Access Door No. S I
54A AIR-TO-AIR RELAY

(see 14-3)
In rest position, it ensures passage of + 28 V safety signal

required for energizing power relay 72A via a NO contact
of relay 71 A.
56A AIR-TO-AIR GUN CANCEL BUTTON Cockpit

In rest position (button not depressed), it ensures

closing of the ground circuit of air-to-air relay 54A.
65A BOMB CONTROL FUSE-BREAKER Electrical X

It protects DC system 1 of the power supply line :

-of the firing relays of the various channels,
- of position monitoring of power relays.

It protects AC system 1 of the intervalometer power

supply line.
71A N#0 RELAY Bombing X

(see 15-3) unit
(Frame
Energized by the N#0 information selected on armament 17.04)
control panel 2 A, this relay ensures transmission of the
control current from armament master switch 15A, to
bomb power relay 72A, and energizes it.
72A BOMB POWER RELAY Bombing X

(see 15-3) unit
(Frame
Energized by a control current from relay 71 A in work 17.04)
position, it transmits :
- power currents to the various firing relays,
- «power relay in work position» information to the
intervalometer.

(see 15-3) unit
(Frame
Er.ergized from pulses generated by the intervalometer : 17.04)
- it transmits the pulse to the fuselage carrying station,
- it opens the monitoring circuit of the firing relays.

(see 15-3) unit
(Frame
Same operation as channel 1 firing relay. 17.04)
AB
BREGUET AVIATION
MIRAGE F
Restricted
MANUAL 15
Doc.
Location
Access Door No. J5_

It protects DC system 2 of the intervalometer supply line.

The bombing control panel ensures for the target towing

system :
- selection of the number of bombs to be released,
indication of :
- configuration of circuits (NB and INT FAIL lights),
- target presence status.
(1 ) rotary switch (9) with three sectors

- «NB» sector :
set to position «1 », it informs the intervalometer that
bomb release is to be carried out in single mode.
- «EMG» sector :
used when the power supply circuit of the intervalometer
fails, it ensures the same function in position «1 » as for
selection «NB1».
(2) light (19) marked «INT FAIL» (INTERVALOMETER

FAILURE) provided for indicating the system failures
(see 15-3).
(3) indicating panel (16) which displays the target presence

by means of indicator light (4) and target release by
means of indicator light (2).
Lighting of indicator light (4) depends on the target
presence, display of code 100 from the intervalometer
and selection of «CLEAN/RET» button (20) on
armament control panel.
13X INTERVALOMETER SUPPLY-BREAKER

(See 15-3)
It protects the «battery bus» network of the interva¬

lometer power supply line.

(See 15-5)
160 A FUSELAGE ELECTRICAL CONNECTOR 28-06-1
It provides electrical connection between aircraft and

fuselage pylon.
AA
BREGUET AVIATION ^<S&=>

MIRAGE F
Boite de bombardement
Bombing unit
C SECTION B
FIGURE 3 -IMPLANTATION GENERALE

GENERAL LAYOUT
AE
11-82 Restricted 9-105 FIGURE2 9-105
BREGUET AVIATION
MIRAGE F
Numbering of- belly stores
FIGURE 4 - LA YOUT IN COCKPIT

AB
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tLJ>^^l MIRAGE F
641 B TYPE TOWING BEAM
(figure 5)
This non-jettisonable beam installed under the fuselage provides for carrying, streaming and
releasing of the cable after use and jettisoning of AI R-to-AI R targets and their containers.
The beam is attached under the aircraft by means of the following :

- two main supports, each of them consisting of :
-a roller-type locking device (1) housed in the tulip fitting screwed in the lower fuselage
base plate (See carrying device under 1 5-3),
- a ball joint (2) housed in the aircraft structure and designed to strengthen the beam direc-
tionally,
- two support flanges (3) which ensure transversal stability of the towing beam and transmit
the lateral stresses to the airframe bearing points,
- front (4) and rear (5) openings marked «UNLOCKING», giving access to the control system
of each locking device,
- both front (6) and rear (7) floating nuts used to attach the beam under the fuselage.
For functioning in the different modes, the beam mainly consists of the following :
-a front pyrotechnical ejector (8) consisting of a bearing yoke (9), a swaybrace (10), two ejector
pistons (11) and two adapters for 150 initiator,
- an indicating microswitch located level with the ejector and mechanically controlled by the
kinematics of said ejector.
-a rear pyrotechnical ejector (12) with two swaybraces (13), two ejector pistons (11), and a
1 50 adapter at the front and an F7 1 A adapter at the rear.
Both ejectors (front and rear) are equipped with a set of hooks (distance between centers : 14
inches).
- an electrical connector (29) provided for connection of special connecting cord (30),
- an electrical connector (14) for connection with fuselage electrical connector,
- a rear protective fairing (15),
-a retaining clevis (16) screwed to the lower section of the beam. This part comprises a locking
pin (17) designed to hook on a pin used to lock the S90B target parachute door.
- a bracket (18) on the LH front side allowing to hook on the microphone plug retaining cable.
This plug is extracted during target streaming,
-a towing cable anti-fouling device (19) installed on either side and aft of the beam to preclude
accidental hooking of the cable onto the setscrews during target streaming,
- an electrical equipment connecting the aircraft systems to the various carrying devices and to
the firing circuits.
At the level of each ejector, the RH side of the beam is provided with a series of openings giving
access to the internal components of the ejectors, i.e.
- visual check (20) of ejector mechanical locking, marked «ENGAGEMENT CHECK»,
- access window (21 ) to initiator support, which can be reached through door (22),
- access to front (23) and rear (24) plug valves,
opening (25) of hoisting pin,
- test pin (26),
- manual controls «LOCKING» (27) and «UNLOCKING» (28).
AB
BREGUET AVIATION
MIRAGE F
F71A
FIGURE 5 - MAT D'ACCROCHAGE

TOWING BEAM
AB 9-108
AVIONS MARCEL DASSAULT JL-à^-^TU
BREGUET AVIATION ^^. ^^ _
MIRAGE F
..ami ai ,r
i
S90B TARGET AND VRAC 500 CABLE PAYOUT CONTAINER

(figure 6)
1 - S90-B TARGET
The S90-B target is intended for training in air-to-air firing mode. It comprises two hooking
rings (distance between centers : 14 inches), and is installed at the front of the hooking stub. It consists
of two main components :
A- Target
This is a cylindrical body (1) made of Epoxy fiberglass, and divided into two compartments :
upper compartment (2), which contains the recovery parachute,

- lower compartment (3), which houses the tetraplane.
Constituent parts of the target.
(1) On the upper section

Aft of the cone, clevis (4), acting as a hinge for hooking stirrup (5) and its swivel fitting (6).
-
- Three wells for hooking rings (7).
For installation on aircraft, the rings are to be screwed into the two front wells.
- Tetraplane withdrawal safety devices, consisting of :
- pin (8), passed through fitting (9) ; it is used to lock parachute door (10) during target
carrying, and to retain the first strap (1 1 ) of the tetraplane ;
- latch (12), controlled by cable device (13) and connected to the stirrup ; it is used to
secure the second retaining strap (14) of the tetraplane.
I- An explosive bolt support, secured to the generator, at the rear end of the body ; explosive
bolt (15) is protected by a metal cover.
(2) At the front section

- Removable cone (16), to the tip of which is attached microphone (17) of the detection
equipment.
-The housing of the miss-distance acoustic detector ; this housing is fitted with mount (18)
attached to the rear of removable cone (16).
- Control panel (19), bearing the control and power supply equipment ; it features :
- switch (20), controlled by stirrup (5) when the latter resumes the aft position ;
- timer (21 ), which prevents the explosive bolt from being fired during streaming.
- Switch (22), permitting :
- starting of the detection equipment ;
power supply from the battery to timer (21 ).
This switch is controlled by latch (23) which comes to abutment under the stub during carrying
and is released during streaming.
- Switch (24), which is used to check the operation of the miss-distance acoustic detector on the
ground.
The miss-distance acoustic detector comprises :

-microphone (17) ;
- transmitter (25), which is installed on mount (18) and includes a crystal support, with display of
work frequency by colors, through a window :
blue -* 138.8 MHz
white -* 141.9 MHz
yellow -» 146.7 MHz
green -* 150.5 MHz;
- whip antenna (26).
AA
BREGUET AVIATION
FIGURE 6 - CIBLE S90-B ET TETRAPLAN

S90-BAND FOUR-WINGED TARGETS
AB 9-112 9-112
Restricted FIGURE 6
O4-B0
AVIONS MARCEL DASSAULT LJ>HrV<
BREGUET AVIATION^^S^J^T-^
MIRAGE F
...mua. «c
(3) At the rear section
Four fins (27) stabilize the target during flight.

The target is characterized by two longitudinal axes :
- one axis passing through the hooking ring at the front, and through the safety pin at the rear
(target carrying configuration),
- one axis passing through the stirrup at the front, and through the parachute door attachment
device at the rear (target streaming configuration).
B- Tetraplane (28)
In flight, it consists of cruciform truncated delta fins. The frame comprises a longitudinal member
and four cross members. Radar reflector (29), of the right-angled trihedral type, is attached to the rear
face by means of two straps with metal buckles :
- metal buckle (30), through which is passed the parachute door safety pin (first safety device of
the tetraplane),
- metal buckle (31 ), which is locked by the tetraplane withdrawal safety latch (second safety
device of the tretraplane).
Tetraplane connecting strap (32) is secured to retaining clevis (33) ; the latter is made integral
with the structure by explosive bolt (15).
2- VRAC 500 CABLE PAY-OUT CONTAINER
The VRAC 500 container is intended for carrying the target cable and for towing the S90-B
target.
It comprises two hooking rings (distance between centers : 14 inches) and is installed at the rear
of the hooking stub.
It consists of a cylinder whose front section (short cone) is made integral with the structure.
It comprises :
- on the upper section, the hooking rings ;
- inside the container, a cylindrical casing (loader) housing the towing cable (hand coiled) ; this
carrying mode allows for rapid interchangeability between missions, without removal/installation of
the container itself ; this casing is held in locked position by a bayonet-type locking device ;
- at the rear, a polystyrene disk held in position by rubber collars ; this disk is lost upon target
streaming ;
- on the LH side, the outer attachment points of the cable linked to the SECAPEM S90-B target ;
- electrical equipment for connection between release unit and hooking stub ;
- at the bottom of the rear section, the release unit of the towing cable ; this unit holds the towing
cable during streaming, and provides for release of said cable.
AA
BREGUET
lLJ>^trl
AVIATION^^F3^-^^
MIRAGE
..a .....
.
F
OPERATION OF TARGET TOWING SYSTEM

(Figure 7)
Following operations are made possible by means of the target towing system :
- Hanging of S90B target :

- after ejection, the target is towed behind the VRAC 500.
- Release of towing cable after use (target recovery) :

towing cable of S90B target is freed from release unit of container VRAC 500.
- Jettison :
- selective jettison :
after fuselage station selection : jettisoning of stores carried under the beam.
- general jettison :
- jettisoning of stores carried under aircraft.
1 - HANGING
A Preliminary steps
This operation is made possible by depressing button 21 A provided that :

- intervalometer is initialized in code «100» and clean practice bomb «CPB»,
- U/C is retracted,
- following selections are made on armament control panel 2A :
- «RET/CLEAN» selection button depressed, «CLEAN» light on,
- fuzing unit selector switch set to «SAFE»,
- «AUTO-MAN» firing mode switch set to «MAN»,
- following presences and selections are displayed on bombing control panel 101 A :
«NB» bomb number selector switch set to «1 », relay 71 A (N ¥= 0) energized,
- RH front store presence light (4) on,
- armament master switch (15A) set to FIRE, bomb power relay 72 A energized.
B Operation
(1) Operation of aircraft circu its
When button 21 A is operated, the firing pulse is transmitted to the pulse generator of intervalo¬
meter 25A via «RET/CLEAN» selection button of armament control panel and via NO contacts of
manual-automatic relay 26A on the one hand, and to «NB» selector switch of bombing control panel
101 A via «RET/CLEAN» selection button and via the intervalometer on the other hand.
The generator of the intervalometer delivers a calibrated pulse through channel 1. This pulse
energizes firing relay 73A, the NO contact of which transmits the + 28 V power input (from relay 72A)
to the fuselage station.
(2) Operation of beam internal circuits
The + 28 V power input transmitted by relay 73A,

- energizes relay K1 of the towing beam,
- is routed to the initiators of the front ejector via contacts of relay K1 in NO position and relay
K3 in NC position.
The hooks of the ejector open and free the target, the transfer contact «COCKED-RELEASED»
switches to «RELEASED» and consequently fuselage store presence light (4) goes out and presence
light (2) comes on (on the armament control panel).
AB
BREGUET AVIATION
MIRAGE F
66A

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AVIONS MARCEL DASSAULT- BREGUET AVIATION

INDEX DES PAGES

PAGE C DATE R PAGE C DATE R PAGE C DATE R

A/B AD 05/90 1-004 AH 07/77 1-501 AH 03/84

LISTE DES DECISIONS DE MODIFICATION AYANT ENTRAINE

Original issue of November 1977 including following modifications :

FX84 (FF1 14).

Change 1 of May 1979

Change 2 of July 1980

Change 3 of February 1982

The re-issue dated May 1990 includes the previous updatings.

GENERAL INDEX OF MAINTENANCE MANUALS v/vi

EXPLANATION AND USE OF MAINTENANCE MANUALS ix

REVISION OF MAINTENANCE MANUALS xix

0 GENERAL INFORMATION AND SAFETY 0-1

1 USE OF TESTING AND TROUBLE SHOOTING EQUIPMENT . 1-1

2 26 V, 400 HZ^vPOWER SUPPLY 2-1

3 COMMON CHASSIS 3-1

2 The Maintenance Manuals contain :

Their contents are shown. in the «General Index of Maintenance Manuals».

(1) Manual 01 «GENERAL» gives some general information on the aircraft.

(4) Manual 16 «WIRING»

GENERAL INDEX OF MAINTENANCE MANUALS

Genpra! General General General General General General General General

Tools Fuselage Air intake Anti-g

Preparation L'G and door

Engine Brakes and

9 Miscellaneous Drag chute 1

General General General General General Gennr.il General General

Common Telephone Sighting Bombing Connection

EXPLANATION AND USE OF MAINTENANCE MANUALS

1 - MAINTENANCE MANUAL COMPOSITION

A A title page identifying the publication.

D A table of contents which lists the Sections making up the Manual.

E The various Sections making up the Manual.

2- BREAKDOWN OF A MAINTENANCE MANUAL SECTION

Three different kinds of «Sections» can be defined in a Maintenance Manual depending on

A Common Sections in a Manual dealing with an aircraft system.

Sub-Section Sub-Section title

B - GENERAL INFORMATION Section of a Manual dealing with an aircraft system.

3- ARRANGEMENT OF A COMMON SECTION IN A MANUAL DEALING WITH A SYSTEM

B - Sub-Section 1 - DESCRIPTION - OPERATION

This Sub-Section is arranged as follows :

(1 ) Each Maintenance operation is described in the Sub-Section corresponding to its category.

4- IDENTIFICATION ON INSPECTION DOORS

A Sub-assembly on which a door is located.

- Fuselage - the number consists of four digits.

30 to 59 - centre wing box

D Fin doors. Same principle as for the wings

E Stabilator doors. Same principle as for the wings.

5- DIAGRAM DRAWING RULES

There are three kinds of diagrams :

ELECTRICAL GRAPHIC SYMBOLS : GENERAL SYMBOLS f\f> Fuse &

>® Antenna switch

ELECTRICAL GRAPHIC SYMBOLS:

H r- Potentiometer Huit \ Thyratron

/// ^ G ) Generator Transformer

MECHANICAL GRAPHIC SYMBOLS

FLUID SYSTEM GRAPHIC SYMBOLS

Filter Float needle valve

Self-sealing coupling Manually-operated cock