Argentine Air Force: The Eternal Legacy of the Mirage Series

The 43 years of the Mirages in the Argentine Air Force

From the birth of a legend to its retirement without replacement

In the mid-1960s, the Argentine Air Force (FAA) operated subsonic Gloster Meteor F.Mk-IV fighters and transonic North American F-86F Sabres, along with the veteran Avro Lancaster and Avro Lincoln bombers. Aware of the need to modernize its fleet, the FAA evaluated several options, including the supersonic Mirage III fighter from the French company Avions Marcel Dassault-Breguet Aviation (AMD-BA), and the subsonic American Douglas A-4B Skyhawk fighter-bomber.

The A-4B Skyhawk was ultimately selected to replace the Lancaster and Lincoln bombers, with an order of 49 units. As for the fighters, the licensed production of 100 supersonic interceptors was considered, but due to budget constraints, the project was abandoned in 1967 and negotiations began with AMD-BA for the acquisition of Mirage IIIE/D aircraft. However, the lack of funding also prevented this initial purchase.

At that time, the FAA operated around 20 Gloster Meteors in Morón and 25 F-86F Sabres in Mendoza, without missiles or onboard radar, relying instead on ground-based radars from the Grupo I de Vigilancia Aérea Escuela (GIVAE). Faced with the urgent need to replace the Meteors, several alternatives were considered, including the F-100 Super Sabre, the F-104 Starfighter, the English Electric Lightning, the Saab J-35 Draken, the F-5A Freedom Fighter, the McDonnell Douglas F-4E Phantom II, and the Mirage IIIE. Ultimately, the Mirage IIIE stood out as the best option due to its performance, availability, and operating cost.

The arrival of the Mirage IIIEA and the consolidation of supersonic power

In April 1965, a French delegation arrived in Buenos Aires with a formal proposal. In Latin America, countries such as Peru, Venezuela, Colombia, and Brazil were also interested in the Mirage. The decisive performance of the Israeli Mirage IIIC during the Six-Day War in 1967 ultimately tipped the balance in its favor.

In 1968, under the presidency of General Juan Carlos Onganía, negotiations began with Dassault. On July 14, 1970, the government of General Roberto Levingston signed contract M-III/70, approved by Decree 1710/70, for the purchase of 12 Mirage IIIEA (single-seat) and 2 Mirage IIIDA (two-seat) aircraft, at a total cost of 28 million dollars. An additional 21 million dollars was allocated for infrastructure and logistics.


The showgirl Isabel Martínez, President Perón, and nearby the despicable minister López Rega.

Training and Delivery

The first group of Argentine pilots was sent to France in 1971, where they trained at the Dijon/Longvic Air Base, flying French Mirage IIIBE aircraft. At the same time, a delegation traveled to Israel to study the combat use of the Mirage IIIC in the Heyl Ha'Avir (Israeli Air Force).

On January 10, 1973, test pilot Gérald Resal carried out the first flight of an Argentine Mirage III. On January 17, Vice Commodore Alcides Giosa became the first Argentine pilot to fly a Mirage solo, accompanied by Captain Enrique Román in a two-seat Mirage IIIDA.

The delivery of the aircraft was carried out in stages, transported by C-130 Hercules planes and assembled in Argentina with the assistance of French technicians. On May 31, 1973, a Mirage III squadron flew over the I Air Brigade in El Palomar, officially marking their entry into service.

In 1974, the FAA intensified its flights and developed advanced air-to-air combat tactics. The high level of training was demonstrated in 1975, when the unit received the "Flight Safety" award granted by the U.S. Air Force.

On January 5, 1976, the strategic importance of the Mirage led to the creation of the VIII Air Brigade in José C. Paz. In 1977, Argentina acquired 7 additional Mirage IIIEA aircraft, which were delivered between December 1979 and July 1980. In 1981, 2 Mirage IIIDA aircraft formerly operated by the Armée de l'Air were added to the fleet, arriving in 1982.

Malvinas War: Baptism by Fire

On April 2, 1982, the FAA had 17 Mirage IIIEA/DA aircraft and 36 Daggers (the Israeli version of the Mirage 5). The Mirage IIIEAs were deployed to Río Gallegos and Comodoro Rivadavia, where they faced British Sea Harrier FRS.1 jets.

On May 1, the Mirage aircraft carried out escort and combat missions. In an air duel, Captain García Cuerva (I-019) and First Lieutenant Perona (I-015) were attacked by AIM-9L Sidewinder missiles. Perona managed to eject, but García Cuerva attempted to land in Puerto Argentino and was shot down by friendly fire.

Throughout the war, the Mirage aircraft carried out 47 escort missions and 9 diversion missions. Lacking in-flight refueling capability, their time over the battlefield was very limited. Despite this, they contributed to the FAA's overall success by supporting A-4B Skyhawk and Canberra attacks against the British fleet.

The Post-Malvinas Era and Modernization

After the conflict, the FAA acquired 22 Israeli Mirage IIICJ/BJ aircraft in 1982, which entered service in 1984. In 1989, the Peruvian Mirage 5P aircraft were upgraded to the "Mara" standard, featuring improvements in radar and electronic defense systems.

On March 7, 1988, the VIII Air Brigade was disbanded, and the Mirage III aircraft were transferred to the VI Air Brigade in Tandil, operating alongside the Dagger/Finger jets in Fighter Group 6. They took part in joint exercises with the U.S. Air Force and in operations such as "Fortín," which focused on defending the airspace over northern Argentina.

The End of an Era

By 2015, only 7 Mirage aircraft remained operational. On November 29, the FAA officially retired the Mirage weapons system, leaving the country without supersonic fighters for the first time in its history.

In total, the FAA operated 94 Mirage aircraft:

• 19 Mirage IIIEA
• 4 Mirage IIIDA/BE
• 35 Dagger A
• 4 Dagger B
• 10 Mirage 5P/Mara
• 19 Mirage IIICJ
• 3 Mirage IIIBJ

Over 43 years of service, the Mirage fleet logged 131,000 flight hours, with 13 combat losses and 28 accidents.

Today, Argentina is still awaiting a replacement that meets its air defense needs, while the legacy of the Mirages remains intact in the memory of those who operated them with pride and bravery.

To conclude, and to preempt any controversy, it is worth making a clear clarification regarding the Israeli Mirage IIICJ/BJ aircraft. The transaction was carried out by the FAA through the company Isrex Argentina S.A., and the aircraft were acquired during the war; the payment was made via Credit Suisse to an offshore shell company linked to IAI. However, the aircraft only became available for delivery in November 1982, by which time the war had ended, the FAA command had changed, and the justifications for accepting the aircraft—despite their age and poor condition—were no longer valid.



The entire operation was left in limbo, partly due to non-compliance on the Israeli side, and partly because Argentina no longer wanted the aircraft. Nevertheless, neither Isrex Argentina S.A. nor IAI were willing to return the funds already paid. As a result, the Alfonsín administration inherited the agreement from the military regime and, in 1984, ordered the delivery of the aircraft.



All of the aircraft were delivered to the FAA in 1984 and entered service starting in 1985, as they were gradually refurbished at the Río IV Materiel Area. This refurbishment process is what led to both the Mirage IIIC and B models—known as "Shahak"—receiving the suffix "J" (for Judío, meaning "Jewish") to highlight their origin and modification. Officially, they were reclassified as IIICJ and B models as BJ, a designation the Argentine Air Force never actually used.



This mirrored what happened with the first Skyhawks acquired by Argentina, which were designated A-4P due to the upgrades performed prior to their delivery. However, the FAA continued to refer to them as A-4B. For comparison, the A-4Bs delivered to the Navy were redesignated A-4Q after being refurbished, and unlike the FAA, the Argentine Navy did adopt and use the new designation.

To close the matter, here is the official Israeli serial number list of all the aircraft that were later operated by Argentina under its own serial numbers:

•     CJ-2 (the one marked with the "Jew" symbol) = C-701 in FAA
•     CJ-4 = C-702
•     CJ-12 = C-703
•     CJ-14 = C-704
•     CJ-20 = C-705
•     CJ-22 = C-706
•     CJ-29 = C-707
•     CJ-31 = C-708
•     CJ-32 = C-709
•     CJ-33 = C-710
•     CJ-34 = C-711
•     CJ-40 = C-712
•     CJ-42 = C-713
•     CJ-47 = C-714
•     CJ-59 = C-715
•     CJ-64 = C-716
•     CJ-65 = C-717
•     CJ-66 = C-718
•     CJ-67 = C-719
•     BJ-1 = C-720
•     BJ-2 = C-721
•     BJ-4 = C-722

There was one additional aircraft, known as number 23, though it is unclear whether it was a CJ or BJ. Due to its poor condition, only usable parts were salvaged—though it remains uncertain whether this was done in Israel (Palestina) or in Córdoba. The aircraft never entered service and does not appear in the FAA’s official active roster. A similar case applies to the A-4M and TA-4J aircraft acquired by Argentina, which were used as sources of spare parts for operational units or as training material for FAA students.

Lastly, the Mirage IIIC—specifically the CJ, C-713—was sold back to the Israelis for the symbolic price of 1 U.S. dollar. Today, it is preserved in an Israeli museum, restored with its original operational number and prefix: CJ-42, which was its original serial designation.

In total, the Argentine Air Force acquired and operated 94 supersonic delta fighter-bombers, including Mirage IIIEA/DA, Dagger/Finger A/B, Mirage 5P/Mara, and Mirage IIICJ/BJ aircraft. These comprised:

• 83 single-seat aircraft:

  • 19 Mirage IIIEA

  • 35 Dagger A

  • 19 Mirage IIICJ

  • 10 Mirage 5P/Mara

• 11 two-seat aircraft:

  • 2 Mirage IIIDA

  • 2 Mirage IIIBE/DA

  • 4 Dagger B

  • 3 Mirage IIIBJ

At its peak, Argentina operated 77 to 78 supersonic delta aircraft simultaneously, making it the country with the largest and most powerful Mirage fleet in Latin America.

Obtaining a reliable record of Mirage aircraft losses in the Argentine Air Force (FAA) is a difficult task, with gaps and inconsistencies in official information. However, based on available data up to 2007 and later confirmed incidents, a partial but detailed reconstruction is as follows:

Combat Losses (Malvinas/Falklands War – 1982)

• 11 aircraft lost in combat:

  • Dagger A: Majority of losses

  • Mirage IIIEA: Several losses confirmed (e.g., I-019)

Accidents and Decommissioning up to 2007

Mirage IIIEA

• 4 aircraft lost in accidents:
  

  •     I-001
  •     I-009
  •     I-014
  •     I-020

• 2 aircraft decommissioned (not due to accidents):
  

  •     I-012
  •     I-016

IAI Dagger / Finger

• 13 aircraft lost in accidents:
  
  

  •     C-401
  •     C-405
  •     C-406
  •     C-413
  •     C-414
  •     C-418
  •     C-421
  •     C-425
  •     C-427
  •     C-429
  •     C-431
  •     C-434
  •     C-435

Mirage 5P / Mara

• 3 aircraft lost in accidents:

  •     C-604
  •     C-607
  •     C-609

Mirage IIICJ / BJ

• 3 aircraft lost:

  •     C-707
  •     C-720
  •     C-705

Post-2007 Losses

• At least 2 additional Mirage IIIEA aircraft lost in accidents in 2009 and 2013 (registration numbers unknown).

Summary of Known Losses and Final Status

• 13 aircraft lost in combat

• At least 28 aircraft lost in accidents

• 53 aircraft retired/deactivated due to age, obsolescence, or lack of spare parts

• Total: 94 Mirage-family aircraft operated

Operational Status by 2015

By late 2015:

• 25 Mirage fighters remained on the FAA inventory (variants: Mirage IIIEA/DA, Finger A/B, Mara)

• Only 7 aircraft were truly operational

• On November 29, 2015, the Mirage weapon system was officially retired without replacement, marking:

The first time in Argentine history the country was left without a supersonic air defense capability.

This situation remains unchanged as of today, nearly three years later, without any serious political, institutional, or legal accountability. No strategic action has been taken to restore national air defense capability. The four interceptor squadrons that once belonged to the Nation and the Argentine People have been dissolved, with no recovery effort from successive governments.



This represents a critical and unresolved national security failure, leaving Argentina vulnerable and symbolically disarmed in terms of sovereign airspace protection.

🛩️ Mirage IIIDA / IIIBE (two-seat aircraft)

Aircraft	Origin / Notes	Fate
I-001	Built 01-04-1972; arrived 05-09-1972 aboard C-130 TC-63; first flight 10-01-1973	Crashed 30-03-1979 near Derqui during a training flight; both crew members ejected successfully
I-002	Built 01-05-1972; arrived 05-02-1973 aboard C-130 TC-65; first flight 10-01-1973	Crashed in 1991, repaired in 1997
I-020	Ex-French Mirage IIIBE, upgraded to DA; delivered Dec 1982	Destroyed in accident on 06-05-1994
I-021	Ex-French Mirage IIIBE, upgraded to DA; delivered Jan 1983	In service

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🛩️ Mirage IIIEA (single-seat aircraft)

Aircraft	Notes	Fate
I-003	Built 23-09-1972; arrived 23-09-1972 aboard C-130 TC-62; first flight 10-01-1973	In service
I-004	Built 01-11-1972; arrived 01-11-1972 aboard C-130 TC-61	In service
I-005	Built 18-03-1973	In service
I-006	Built 18-03-1973; arrived 18-03-1973 aboard C-130 TC-66	Special paint scheme in 1997 for 25th anniversary
I-007	Built 13-04-1973; arrived 13-04-1973 aboard C-130 TC-63	In service
I-008	Built 05-05-1973; arrived 05-05-1973 aboard C-130 TC-66	In service
I-009	Built 20-05-1973; arrived 20-05-1973 aboard C-130 TC-66	Crashed 23-03-1976; pilot ejected successfully
I-010	Built 29-06-1973; arrived 29-06-1973 aboard C-130 TC-66	In service
I-011	Built 17-07-1973; arrived 17-07-1973 aboard C-130 TC-66	In service
I-012	Built 27-07-1973; arrived 27-07-1973 aboard C-130 TC-65	Later decommissioned
I-013	Built Oct 1979; arrived Nov 1979	Crashed 01-05-1997 during FAA Baptism of Fire celebration; pilot Lt. Marcos Peretti killed
I-014	Built Oct 1979	Crashed 25-08-1987 in Entre Ríos; pilot Capt. Juan Carlos Franchini Allasia killed
I-015	Built Oct 1979	Shot down on 01-05-1982 over Borbón Island by Sea Harrier XZ-452 (Flt Lt Barton); pilot 1st Lt. Perona ejected
I-016	Built Nov 1979	Accident on 08-10-1983 in Río Gallegos; deemed irreparable, used for spares
I-017	Built Dec 1979	Used postwar for AIM-9M Sidewinder missile integration
I-018	Built Jan 1980	In service
I-019	Built Jan 1980	Shot down 01-05-1982 over Borbón Island by Sea Harrier XZ-453 (Lt Thomas); Capt. García Cuerva attempted emergency landing, killed by friendly fire near Puerto Argentino
I-020	Already listed above under IIIDA

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This list illustrates the detailed operational history and fate of each Mirage IIIEA/DA in FAA service, including:

• Combat losses (notably I-015 and I-019 during the Malvinas War)

• Accidents with fatalities (e.g., I-013, I-014)

• Units converted from French Air Force aircraft (e.g., I-020, I-021)

• Unique roles or commemorative paint schemes (e.g., I-006, I-017)

General Characteristics – Mirage IIIEA

Manufacturer: Avions Marcel Dassault
Type: Air Defense Interceptor

Dimensions

• Length: 14.08 meters

• Wingspan: 8.21 meters

• Empty weight: 6,531 kg

• Maximum takeoff weight: 13,510 kg

Propulsion

• Engine: SNECMA Atar 09C-03 turbojet

• Thrust:

  • 4,284 kgf (at sea level, dry)

  • 6,185 kgf (with afterburner)

 Performance

• Maximum speed: 2,217 km/h (Mach 2.1) at 12,200 meters

• Service ceiling: 17,000 meters

• Maximum range: 2,800 km

 Avionics

• Radar: Thompson-CSF Cyrano II bis monopulse radar (200 kW, I/J bands)

• Gunsight: CSF 97

• IFF: LMT 3560J

• Navigation: TACAN system

 Armament

• Fixed guns:

  • 2× DEFA 552A 30 mm cannons

  • 125 rounds per gun

• External hardpoints (5 total):

  • 4 wing-mounted

  • 1 ventral

  • Up to 4,000 kg of stores, including:

    • 1× Matra R530E missile (IR or SARH) on centerline

    • 2× Matra R550 "Magic I" IR-guided missiles on outer wing pylons

    • Drop tanks:

      • RP30 (1,700 liters)

      • RP62 Supersonique (500 liters)

    • Rocket pods: RPK, Madnap

    • Bombs: BK, BR series

Let me know if you’d like technical specs for the Dagger/Finger, Mara, or IIICJ/BJ variants as well.

Argentine Aircraft: Horten's Delta Wings

Museo Nacional de Aeronáutica
Aeronautics National Museum

Inauguration of the Reimar Horten Room

30 years after the physical disappearance of Doctor Ing Aer. Reimar Horten, the National Museum of Aeronautics pays tribute to this world-class genius, through the inauguration of a thematic Room in his honor. Dr Reimar Horten was part of the Military Aircraft Factory carrying out several innovative projects specializing in delta wings. In addition, he was a professor at the Aeronautical University Institute of Córdoba, a province in which he lived until his death.

REIMAR HORTEN'S FMA IA-37 AND HIS QUEST TO CROSS THE SOUND BARRIER

By Hernan Longoni



Reaching that distant date of October 1, 1954, which marked the historic first flight of the IA-37P full-scale wooden glider, towed into the skies, was the result of many decades of research and development. It's important to note that not all of this research took place within the confines of the IAME.

In fact, Dr. Reimar Horten, the mastermind behind this prototype, firmly believed that the state or a substantial investor should financially support the development of prototypes, owing to their high cost. Nonetheless, Dr. Horten had been privately conducting experiments, from a young age, on devices capable of achieving transonic and supersonic speeds.

Together with his brother Walter, they explored a wide range of flying wings and tailless aircraft, primarily due to the advantage of their low drag coefficient, which allowed for more efficient utilization of the engines available during that era.

This ingenious designer held a theory that aircraft evolve in tandem with the progress of technology and their historical context. Building upon their experiences with the HO-II, they concluded that to break the sound barrier (a considerable mystery at the time), the aircraft needed to possess a high aspect ratio and lack a tail, or more specifically, a horizontal empennage.

It wasn't long before they determined that the delta wing configuration was the most effective for achieving high speeds. This design reduced the aerodynamic drag's impact on flight performance, particularly in fast flight, where the induced component of aerodynamic drag was minimal.

These discoveries were put to the test with the HO-V and VII, eventually leading to the presentation of the HO-IX to German authorities. This aircraft boasted an arrow-shaped design, moderate elongation, and taper, and was equipped with a small turbine, marking a pivotal moment in aviation history.



Reaching the significant date of October 1, 1954, when the IA-37P full-scale wooden glider was towed into the skies for the very first time, was the result of decades of research and development. It's important to note that not all of this research was conducted under the banner of the IAME.

In fact, Dr. Reimar Horten, the brilliant mind behind the prototype, firmly believed that the state or a well-endowed investor should subsidize the development of prototypes due to their substantial costs. However, from a young age, Dr. Horten had been privately experimenting with devices capable of achieving transonic and supersonic speeds.

Together with his brother Walter, they delved into the realm of tailless aircraft, specifically flying wings, as these designs offered a lower drag coefficient, enabling more efficient utilization of the engines available at the time.

This visionary designer held the theory that aircraft are products of their time and thus their development is intimately tied to the era and the level of technology available. Building on their experiences with the HO-II, they concluded that to break the sound barrier (a formidable challenge in those days), an aircraft needed a high aspect ratio and a tailless configuration, or even better, a lack of a horizontal empennage.

It didn't take long for them to determine that the delta wing variant was the most effective for achieving high speeds. This design reduced the aerodynamic drag's impact on flight performance during high-speed flight since the induced component of aerodynamic drag was minimal.

Their findings culminated in the presentation of the HO-IX to German authorities. This aircraft featured a delta wing with moderate elongation and taper, equipped with a small turbine, marking a pivotal moment in the history of aviation.



Thus, in 1953, a series of tests were conducted using scale models for free flight. These models were launched over Lake San Roque from a platform employing elastic ropes, a design that I had a hand in developing. Launch speeds reached up to 200 km/h, and a significant number of tests were performed. These tests helped establish conditions similar to those found in wind tunnel experiments.

Stability assessments were carried out in the IAME pilot wind tunnel under the guidance of Engineer Jose Krasinski. He determined that "...unlike a straight wing, a swept wing's taper can, in certain cases, enhance stability during slow flight," as documented in IAME publications and reports.

Furthermore, assessments of the IA 37 were conducted in the pilot wind tunnel. In April and July 1954, Engineer J. Maggipinto conducted these tests using two different wing configurations. In September and November 1959, Engineer D. Villareal investigated the impacts on the three longitudinal components resulting from modifications to the nose and toe.



With the foundational work complete, which resulted in a 60-degree arrow, a symmetrical profile, and significant taper, we advanced to the next phase of the project in 1954. This phase involved the development of a scaled model of the IA-37, which was both unmanned and made of wood. This model was known as the IA-37P. In its initial configuration, it featured a cockpit where the pilot assumed a prone position. This unconventional arrangement was necessitated by the strong wing symmetry and the initial absence of a more conventional fuselage, unlike the HO-III, which had one.

The reason behind this design choice was the shock wave that occurred at transonic speeds. This shock wave impacted the turbine's air intake and had the potential to shut down the engine due to supersonic speeds affecting the ignition. To counter this, a conventional cabin was later installed. This cabin was positioned to divide the air intake, which was set at an elevated angle in relation to the direction of travel, and this served to decelerate the air entering the turbine.

In practical terms, for operational efficiency and combat purposes, the final prototype featured the latter cockpit configuration, with the original one being retained for testing.

In this manner, towed by a Junkers Ju.52 aircraft, the IA-37P took to the skies for the first time on October 1, 1954.



In 1955, the IAME began preparing a metal prototype, intended to be equipped with a Rolls Royce Derwent turbine. This prototype was envisioned for conducting autonomous flight tests (no longer requiring towing) and for undergoing static testing. The designer of the IA-37 saw it as a preliminary step, relegating it to a role as a prototype, with the definitive and supersonic model planned to be powered by two Rolls Royce Avon turbines.

The events of September 1955 represented a setback in the technological journey of the IAME. Despite these challenges, the DELTA WING program continued its forward progress.

This brings us to August 6, 1957, a significant date when Engineer Jose Elaskar presented a note to the Director of the Aerotechnical Institute. This note contained a report prepared by Dr. Horten himself, outlining the timelines, models, characteristics, and construction costs of the aircraft.



Two fundamental versions of the aircraft were in the planning stage. The first version was designed for studying and testing subsonic speeds, with the aim of laying the groundwork for a future pure supersonic delta aircraft.

The second version served a dual purpose: as a training aircraft for pilots transitioning to the new pure delta configuration and as a two-seat variant (in this case, without ejection seats) for training pilots in jet aircraft operations, as well as for conducting hunting and attack maneuvers at maximum diving speeds of 1100 km/h.

This aircraft featured a delta wing design with a 63.5-degree arrow, no dihedral or warping, a wing surface area of 48 square meters, and a thickness of 10% at 40% of the chord. It also included a central drift and a hydraulically retractable landing gear.

The plan involved equipping it with a Martin Baker D/Sk/2511 ejection seat and installing two 20 mm Hispano Switzerland 804 cannons on the cockpit floor. Furthermore, the generous width of the transparent surfaces allowed for the installation of reconnaissance cameras.



The aircraft had a wingspan of 10 meters, a length of 11 meters, a height of 2.45 meters, and a weight of 3000 kilograms, with a maximum takeoff weight of 4500 kilograms.

As previously mentioned, the initial design underwent a transformation, gradually evolving into its definitive form, which incorporated a conventional cabin. This aircraft was ultimately designated as the IA-37 "Delta Wing," following the nomenclature commonly used for aircraft designed by Engineer Horten.

Drawing upon the insights gained from flight tests of free flight and glider models, particularly the findings of Engineers Maccipinto and Krasinski in the wind tunnel, documented in Technical Note Number 26 from July 1954, the theoretical performance of the aircraft was determined. This performance assessment included a maximum speed of 800 km/h at an altitude of 8000 meters, a climb rate of 17 meters per second, a landing speed of 110 km/h, depending on the landing gear configuration (which will be discussed later), and a practical service ceiling of 11,600 meters. The latter figure was established because, at that altitude, the aircraft could still ascend at a rate of 2 meters per second, considered adequate for combat maneuvers.



As previously mentioned, the events of 1955 brought the project to a halt. However, by April 1956, a team of three engineers, under Horten's leadership, resumed work. In February 1957, they were joined by ten draftsmen, forming the project's drafting office.

With this expanded workforce, Horten submitted a request to the Director, seeking to add 150 workers. This workforce would be essential for producing both a finalized and motorized prototype and a cantilever static testing facility. He estimated that with this level of manpower, the entire project stage could be completed between January 1 and December 1, 1958.

It's important to note that this project, like many undertaken locally in general, required a substantial proportion of imported materials. These materials included the engine, gearbox, ejection seat, oxygen regulator, and various minor systems. Procuring these components was challenging given the global political context at the time.



In a report submitted by Dr. Horten to the DINFIA Directorate, he concludes that "if the 150 workers mentioned earlier, along with the engineers, can work diligently without interruptions throughout 1958, it would be feasible to conduct both static tests and the first flight within the same year."

Dr. Horten's theories regarding the landing gear and how an aircraft should profile during takeoffs and landings were integral to the model. This aspect of the project is underscored in a study dated March 11, 1960, authored by the Designer, which delves into the specifics of the landing gear.

It's worth noting that the original plan had slated the glider's maiden flights for 1958. However, due to development delays, this timeline was not met as originally intended.

The initial scheme of the first IA-37P prototype, the wooden glider, featured a cockpit configuration with the pilot in a horizontal position, with the chin resting on a fork. In this setup, the landing gear was fixed and configured as a tricycle, as evident in the diagrams and photographs from that period.

However, the construction of the second prototype, which was intended to be motorized (as mentioned earlier), saw modifications to the cockpit, shifting it to a more conventional position. This change was not an evolutionary development but was made with this configuration in mind from the outset.



This aircraft must have already had the final morphology, despite which the towed prototype maintained the fixed gear of its predecessor.
The landing gear calculations were carried out by Eng. Della Vedova, and the project by Eng. Heine.
In his analysis, Dr. Horten explains that fast airplanes with reduced aspect ratio, especially deltas, to obtain maximum lift must obtain an angle of attack between 35 to 38 degrees. Once this physical condition is achieved in takeoffs or landings, it results in a component of the turbine jet that counteracts part of the weight of the airplane, considerably reducing the wing loading.



Therefore, it is advisable to obtain a landing gear that tends to place the device on the ground at these angles, in order to reduce the takeoff and landing run. As an example, we mention that the report states that the takeoff run of the I.Ae-33 Pulqui II was 600 meters, while that projected for the IA-37 was 307 meters.
Despite what was said, Horten was aware that most delta configuration aircraft of the time did not respect this principle. In his comparative analysis, he uses aircraft such as the AVRO Arrow CF-105, the AVRO Vulcan – an aircraft in which, while imprisoned in England after the Second War, he had the opportunity to participate in its design – and the Convair B. -58 Hustler.



It was determined that to maximize the lift for the IA-37, the landing gear needed to create an angle of attack of 23 degrees on the ground. Achieving this required positioning the main landing gear away from the aircraft's center of gravity, leaning toward the tail.

This configuration, with a high track and a low center of gravity (1.5 meters from the ground), endowed the aircraft with optimal theoretical ground handling characteristics, even surpassing those of the I.Ae-33. In the report, a comparison was made with the Hustler in this regard. The entire theory was put to the test with the glider, and the results matched the expectations. The landing gear behaved as planned, and the aircraft displayed no inclination for corkscrewing, making approaches safer for the pilot.

The end

In 1956, budget constraints once again became a significant issue. Notably, in 1951, due to the inability to pursue both projects simultaneously and given its contemporaneous development with the I.Ae-33 Pulqui II, the IA-37 was overshadowed by the IA-33.

Furthermore, the notion that the IA-37 served as a preliminary step for the real personal interceptor (the twin-engine IA-48) diminished its prospects, as it lacked an engine capable of delivering the necessary thrust. In the case of the IA-37, initially designed for the Rolls Royce Derwent, the aircraft's purpose was primarily to serve as an operational transition and to gain valuable theoretical experience.

By 1960, the feasibility of the project was dwindling, as the extended years of development rendered it operationally unnecessary, especially given the obsolescence of the IA-48, which never came to fruition.



The shift towards economic self-sufficiency and the decline of the Peronist "third position" ideology led to the perception that investing in the design, production, and operation of aircraft using domestic technology was no longer necessary.

It's worth noting that by the time delta-winged aircraft like the IA-37 were being considered, the prototype of the famous Mirage III had already completed its first flight in 1956, and similar aircraft were being produced and flown in the United States. This trend was mirrored behind the so-called "iron curtain."

For a combination of technical, industrial, economic, and political reasons, the development of the IA-37 aircraft was abandoned. The IA-37 prototype was stored alongside other iconic examples of post-war local aeronautical development, such as the IA-38 Naranjero, I.Ae-27 Pulqui, IA-45 Querandi, and others. Ultimately, these aircraft fell into obscurity and were eventually scrapped.

The author would like to express gratitude to Aeronautical Engineers Carlos Paoletti and Gonzalo Rengel, as well as Mr. Diego Horten, whose contributions were essential for the completion of this work. The digital illustrations accompanying this document were created by Alejandro Klichowski.


* This note, in an edited version, was part of issue No. 615 of AEROESPACIO Magazine. We greatly appreciate your publication in that prestigious medium.
** This note was originally published on the Historia de Aviones blog under the title “IA-37, on the way to breaking the sound barrier”, in which you can find other very interesting articles by Dr. Hernan Longoni on aeronautical developments of the FMA and historical facts of the Argentine Air Force. From this blog we recommend the author's latest book, in PDF format and free to download: DINFIA IA-50 GUARANI: THE INDUSTRY THAT WAS
Colored Digital Chief Petty Officer GNA Gerardo Miguel Gimenez, Prosecretary corresponding member.