LAST UPDATED : 12/07/2008

Dassault Super Mystere B2 - Sambad (1958-1970)

History of service:

The first European fighter to break the sound barrier in straight and level flight, the Super Mystere B2 was first flown on March 2nd 1953. Based on the Mystere, the new aircraft also derived some of its features from the North American F-100 Super Sabre. These included the thin dogtoothed wings swept at 45° and a flattened nose section. The Super Mystere was the last day fighter in service with the Armee de l'Air, the last unit, Escadres 12, flying the type until 1977.

It was only a natural expression of the close ties formed between France and Israel, that the IAF chose the Super Mystere as its next air superiority fighter in the aftermath of operation "Kadesh" (1956). The operation had revealed the IAF's requirement for a long-range, high endurance fighter. Furthermore, the conclusion of the Suez Crisis did not dissipate tensions in the Middle East. Arab nations continued their acquisition of ever more sophisticated Soviet military hardware and the introduction of the supersonic MiG-19 into the arena forced Israel to look its own next-generation interceptor. The Sambad, as the type was known in Israel (acronym of Super Mystere B2), was not only the IAF's first supersonic fighter but also its first aircraft with an afterburning engine. on August 20th 1958 the IAF reformed it second fighter squadron, the 105th "Ha'akrav" (The Scorpion) squadron, at Hazor AFB, headed by Yaakov Nevo. Five Israeli pilots left for France in September and the first IAF Super Mysteres arrived at Hazor on December 4th 1958. All 18 aircraft purchased by Israel arrived within a month, and the type was soon declared operational, rapid response duties beginning on March 1959.
From the end of 1959 until 1960, 18 more Super Mysteres were delivered to Israel, thus making the "Scorpion" squadron the largest squadron in the IAF with 36 planes.

The similar performance demonstrated by the Super Mystere and the premier Egpytian fighter of the time, the MiG-17, spurred the pilots of the 105th to test the two aircraft in combat. A series of dogfights that took place during the late 1950s and early 1960s, some initiated by Israeli pilots, failed to conclude which was the superior fighter. The first encounter took place on March 10th 1959, when a Super Mystere attempted to draw Egyptian MiG-17s across the border into Israel. The MiGs remained on the Egyptian side of the border however, and no engagement took place. The following day saw two Sambads and two Mysteres launched against a high altitude aircraft which had penetrated Israel's airspace. The fighters failed to intercept the intruder which was flying at 70,000ft, beyond the Sambad's service ceiling. It was later identified as an American U-2, probably en route to photograph Israel's nuclear plant at Dimona. Another encounter with the U.S. took place in the early 1960s when a Super Mystere attempted to approach a USN aircraft which had overflown Israel. The Super Mystere withdrew after shots were fired at it by the aircraft's rear gunner. More unusual interceptions took place on September 9th 1959 when Super Mysteres intercepted an Egyptian Vickers Valiant and on October 30th 1966 when a Lebanese DC-7 accidently crossed the border into Israel.

Skirmishes with the Egyptian air forces continued, meanwhile. On August 16, 1959, Egyptian MiG-17s attempted to disrupt an IAF Vautour exercise but departed by the time a Sambad pair had been scrambled to engage them. Another encounter over southern Israel took place on November 4th. One MiG was damaged in the exchange while the IAF lost a single Super Mystere after it had gone into a spin and its pilot, David Ivri (IAF Commander 1977 - 1982), was forced to eject. More encounters took place during 1960, one during February, one on May 26th and another on August 19th. A number of MiGs were damaged in these dogfights, but not a single one was downed, much to the disappointment of the Super Mystere pilots. Only after the arrival of the Dassault Mirage in 1962 was the cause of these failures discovered. Both aircraft were equipped with the same 30mm DEFA cannons whose rounds were set for delayed detonation, suitable against Soviet bombers for which they were developed, but ineffectual against jet fighters. The solution had come too late for the Super Mystere, by this time surpassed by the Mirage as the IAF's top interceptor. Only a single Super Mystere kill was achieved before the Six Days War, on April 28th 1961, when a MiG-17 attempting to evade a Super Mystere flown by Tzur Ben-Barak went into a spin and crashed.

While the 1960s saw a gradual cooling down of Israel's southern border with Egypt, things were warming up in the north, along the Syrian border. Syrian attempts to divert Israel's water sources on the Golan Heights led to a series of clashes also known as the "War for the Water". Super Mysteres often took part in these exchanges and in the mid 1960s were given a blue & brown ground attack livery, replacing the silver livery of their interceptor days. When fighting flared up on March 17, 1963, Sambads were up in the air to bomb Syrian artillery and to counter any threat from the Syrian Air Force (SAF). On March 25th, four Sambads encountered 4 SAF MiG-17s but no aircraft were damaged in the dogfight that ensued. Fighting was renewed in November 1963 and on the 13th 5 Super Mysteres were launched against the Syrian position at Tel-Hamara. Only 2 eventually took part in the attack, one with napalm and the other with a pair of 250kg bombs. More strikes took place on April 7th 1967, after Syrian shelling of Israeli settlements.

The 36 aircraft originally supplied to Israel were in April 1967 joined by a further batch of 24 ex-Armee de l'Air examples. The "Scorpion" squadron, now headed by Major Aaron Shavit, was by the outbreak of the Six-Day War the largest squadron in the IAF, with 39 aircraft in its inventory. The 105th took a large part in operation "Moked", the opening move of the war, attacking Egyptian, Jordanian and Syrian air fields. During the operation's first attack wave, aimed at Egypt, the Super Mysteres were tasked with attacking the air fields at Abu-Sweir, Kabrit, Inchas, Faid and Mansurah. At Inchas, a Super Mystere was lost to anti aircraft fire while Shavit's aircraft was damaged and barely made it back to Hazor. Another Super Mystere quartet sent to attack Inchas, attacked Cairo-West by mistake. 4 Super Mysteres sent to attack Kabrit arrived in time to down an Ilyushin Il-14 on its landing run and also encountered Egpytian MiG-21s on their way back, but failed to shoot any down. By noon on June 5th 1967 Syria and Jordan had also entered the war, and operation "Moked" was widened to encopass their air bases as well. IAF Super Mysteres attacked the Syrian air fields at Saykal and Dumayr, and the Jordanian field at Amman. Over Saykal the Sambads encountered a pair of Syrian MiG-21s and although outclassed by the MiGs, shot both of them down. By the end of the first day of hostilities, the 105th squadron had flown 128 sorties and had destroyed dozens of enemy aircraft on the ground and 5 aircraft in the air (its only kills throughout the war).

Having disabled Arab air forces, the IAF next turned its attention to assisting Israel's ground offensive. In the Sinai, Super Mysteres attacked Egyptian armour, destroying tanks and artillery. Sambads also played a large part in the conquest of West Bank, attacking Jordanian armour threatening Israeli forces and artillery bombarding Israel. On the morning of June 7th, Super Mysteres pounded the Jordanian Leagon's positions on Jerusalem's Augusta Victoria ridge, allowing Israeli paratroops to take it over nearly without a fight (picture). Attacks also took place against Syrian fortifications on the Golan Heights, as well as against Syrian convoys on their way to the front. A Super Mystere pair took part in one of the most unfortunate mistakes of the war, the attack on the USS Liberty, an American ship mistaken for an Egyptian supply ship. The 105th squadron had flown a total of 507 sorties during the war and had lost 9 aircraft. Two aircraft were lost on June 5th after attempting to evade Egyptian MiG-21s. Both crashed, killing both pilots. Another was lost striking a Syrian base on the Golan Height, its pilot killed as well. 6 Super Mystere pilots were killed during the war, and another had fallen captive.

The formal end of the Six-Day War did not end the fighting between Israel and its neighbors. Super Mysteres were back in action on July 15, 1967, attacking Egyptian positions along the Suez Canal. 1968 saw a great deal of fighting on the Jordanian front. On March 21st 1968 the Super Mysteres participated in operation "Tofet" (Inferno) against Palestinian terrorists in the Jordanian village of Karama, and on March 29th attacked Jordanian artillery. Palestinian targets came under another attack on August 24th, while Jordanian positions were attacked on June 4th and November 7th. Foreign forces in Jordan were targeted as well. Syrians forces were attacked during August and on December 4th a Sambad was lost while striking at Iraqi forces, its pilot beaten to death by Jordanian troops. February 1969 saw strikes carried out against Egyptian troops on Shadwan Island in the Gulf of Suez, during which two Egyptian torpedo boats were sunk. When the IAF initiated operation "Boxer" against Egyptian missile sites on July 20th 1969, the Super Mysteres were once again pounding Egyptian military positions. January 22nd 1970 saw a repeat of Sambad attacks against Shadwan Island, this time prior to a takeover by Israeli commandos brought there by IAF helicopters. January 1970 also saw large scale operations against Palestinian positions in Jordan and southern Lebanon.

Source: IAF's Super Mystere page

Specifications:

IAI - Sa'ar (1969-1975)

History of service:

The Dassault Super Mystere, Israel's first supersonic fighter, had enjoyed a long and distinguished career with the IAF. This career was, however, plagued by problems with its Atar 101G-3 engine. The engine was not only heavy and weak, but also suffered from high fuel consumption as well as frequent mechanical failures. In late 1967 the A-4H Skyhawk arrived in Israel and IAF engineers recommended the implant of its Pratt & Whitney J52-P-8A engine in the Super Mystere. The Pratt & Whitney engine, although not afterburning, was lighter, more reliable and 25% more powerful than the Sambad's original Atar engine. It allowed the carriage of more ordance, a longer range and longer endurance over the battlefield, and since the type was no longer an interceptor, the afterburner was no longer a necessity. The upgrade programme was also inspired by the French embargo of weapon sales to Israel and Super Mystere no. 909 was the first aircraft to undergo the conversion, re-engined at an IAF maintenance unit at Tel-Nof. Ground trials were carried out in January 1969 and On February 13th the new aircraft, the Sa'ar (Tempest), took off on its maiden flight. It was shown off to the IAF on February 28th as the "Super Super Mystere" and soon won approval for the upgrade of the entire IAF Super Mystere fleet. Modifications to the original airframe included an extension of the rear fuselage in order to accomodate the new engine, strengthened wings and 2 new harpoints where the Shafrir 2 air-to-air missile could be carried. The new aircraft were given a brown/tan/green livery, replacing the blue and brown scheme of their predecessors.

Serial work on the Sambads was carried out at Israel Aircraft Industries' "Bedek Aviation" plant at Lod Airport. The first production Sa'ar was handed over to the IAF in December 1969 and entered service with the 105th "Akrav" (Scorpion) squadron. The 105th which up that point had operated the Super Mystere, continued to employ both aircraft at the same time. Once a month, a Sambad would depart the squadron for IAI and would return a Sa'ar. The whole programme was completed in early 1973, the entire Super Mystere fleet of 26 examples converted to Sa'ar standard.

When the Yom Kippur War broke out on October 6th 1973, the Sa'ars went into action on both the Syrian and Egyptian fronts to halt the invading Arab armies. On the Golan heights, strikes were conducted against Syrian armour and against the Israeli post on Mount Hermon taken over by the Syrians. On the southern front, the Sa'ars participated in attacks against Egyptian forces crossing the Suez Canal and the makeshift bridges they were using. IAF aircraft encountered heavy anti aircraft fire on both fronts and four Sa'ars were lost on the first day alone, two from Egyptian fire, one on the Golan heights and one upon take off from Hazor. The remainder of the war saw the bulk of Sa'ar activity turned against the Egyptians in the south and on October 8th the 105th squadron redeployed to Rephidim AFB in the Sinai. The majority of Sa'ar strikes were carried out against the Egyptian Third Army, which had crossed the Canal at its southern point. Over 150 tanks were destroyed by the Sa'ars, as well as numerous other vehicles, command posts, artillery and more. When news arrived of Iraqi Hawker Hunters also participating in the fighting, the Sa'ars were painted with large yellow trapezoids on their wings and tails. Although somewhat different in configuration, the IAF nonetheless wanted to prevent the Sa'ars from being mistaken for Hunters in the heat of battle.

The Sa'ars returned to the Syrian front on October 11th. The IDF had by then repelled the Syrian army from the Golan heights and the Sa'ars were sent in to aid the Israeli incursion into Syria. A single Sa'ar was lost to Syrian anti aircraft fire. The Israeli crossing of the Suez Canal was also accompanied by the Sa'ars, attacking Egyptian artillery and armour on Egypt's side of the Canal. A single aircraft was lost on October 17th, downed by an SA-6. The pilot had parachuted between Israeli and Egyptian lines and was rescued by an Israeli tank. On October 21st the Sa'ars again participated in IAF attacks against the Mount Hermon Post. These were carried out before an infantry assault on the post, which retook it from the Syrians. A total of 887 Sa'ar sorties were flown throughout the war, the majority of them in support of IDF ground forces. Two 105th squadron pilots were killed and 6 aircraft were lost, out of the 20 available before the war.
March 1975 marked the end of the type's career with the IAF, the 105th replacing its aging aircraft with the brand new F-4E Phantom. 16 (or 18) Sa'ars were sold to Honduras in 1976 where they remained in the service of the Fuerza Aerea de Honduras (FAH) until January 27th 1996. Two Sa'ars were left in israel, no. 060, is a gateguard at Hatzor AF base and no. 096, is on display at the IAF Museum at Hatzerim.

Source: IAF's Sa'ar page

Specifications:

Serial Numbers:

Super Mystere Table

        Serials Table of all Israeli Super Mysteres

Super Mysteres

• Super Mystere - 02 (2p)
• Super Mystere - 05 (3p)
• Super Mystere - 08 (3p)
• Super Mystere - 09 (3p)
• Super Mystere - 10 (2p)
• Super Mystere - 12 (1p)
• Super Mystere - 16 (1p)
• Super Mystere - 17 (1p)
• Super Mystere - 18 (2p)
• Super Mystere - 20 (1p)
• Super Mystere - 25 (3p)
• Super Mystere - 26 (1p)
• Super Mystere - 27 (2p)
• Super Mystere - 30 (1p)
• Super Mystere - 31 (1p)
• Super Mystere - 33 (1p)
• Super Mystere - 34 (2p)
• Super Mystere - 35 (2p)
• Super Mystere - 44 (1p)
• Super Mystere - 46 (1p)
• Super Mystere - 49 (2p)
• Super Mystere - 60 (1p)
• Super Mystere - 70 (2p)
• Super Mystere - 82 (2p)
• Super Mystere - 85 (1p)
• Super Mystere - 86 (1p)
• Super Mystere - 94 (2p)
• Super Mystere - 96 (4p)

General Pictures:

• Miscellaneous (9p)
• Honduras pics (47p)

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