The SO.95 Corse II was a light twin-engined transport, the prototype flying on 17 July 1947. The type was originally fitted with a tailwheel undercarriage, which was retained in the civil version, but the military variant featured a tricycle landing gear. The Corse II was used almost exclusively by the light transport units of the French Naval Air Arm; only two saw regular airline service, operating with Air Services of India between Bombay, Bangalore and Delhi before being withdrawn in 1950.
Engine: 2 x 580hp Renault 12S-02-201 V-12 Max take-off weight: 5600 kg / 12346 lb Wingspan: 18.00 m / 59 ft 1 in Length: 12.32 m / 40 ft 5 in Height: 4.30 m / 14 ft 1 in Max. speed: 330 km/h / 205 mph Ceiling: 7000 m / 22950 ft Range: 1300 km / 808 miles Crew: 2 Passengers: 10-13
Early in 1941, the Groupe Technique de Cannes initiated the design development of a twin-engined pressurised 23-passenger transport, the SO 30N Bellatrix. Prototype construction was complete by November 1942, but the Italo-German Armistice Commission would not permit flight testing. When, a year later, the line of demarcation between occupied and unoccupied zones of France was abolished, the Bellatrix prototype was hurriedly dismantled and the components distributed in farm outbuildings and barns in the vicinity of Draguignan. After the liberation of the area, the components were recovered and returned to the factory where the aircraft was reassembled and, registered F-BALY, flown for the first time on 26 February 1945. In the meantime, design development had been continuing and a 30-passenger version evolved, this, the SO 30R having 1,650 hp Gnome-Rhóne 14R engines in place of the 1,180 hp G-R14Ns and wing area increased from 775 sq ft (72,00 sq.m) to 88264 sq ft (82,00 sq.m). Two prototypes of this version were built, the SO 30R-01 (F-WAYA) with a single fin-and-rudder assembly and which flew on 6 November 1945, and the SO 30R-02 (F-WAYB) with twin fins and rudders.
Various changes were subsequently in¬corporated in the design in order to conform with ICAO requirements and Air France recommendations, and the design was still further scaled-up, and a production prototype powered by 1,620 hp Pratt & Whitney R-2800-B43 engines and designated SO 30P Bretagne was flown on 11 December 1947. Production was initiated, and with the 10th aircraft (F-WAYL), flown in September 1949, the -B43 engines gave place to R-2800-CA18s rated at 1,800 hp and developing 2,435 hp with water injection. Internal layouts provided accommodation for 30 or 37 passengers, and the 12th production aircraft (F-WAYO) was later converted as the all-cargo SO 30C with under-fuselage loading doors, trials with this variant commencing on 6 January 1950. Forty-five SO 30P Bretagnes were built, of which 19 went to the Aéronavale and others subsequently to the Armée de lAir. The 24th production example was delivered as a personal transport for the then President of France, eight were used by Air Algêrie, 12 by Air Atlas-Air Maroc (and its successor, Air Maroc), six by Aigle Azur and at least seven by Société des Transports Aèriens de l’Extréme Orient (COSARA).
The SO 30R-02 was eventually modified as a test-bed for Hispano-Suiza-built Rolls–Royce 101 Nene turbojets, this being fitted with a new single fin-and-rudder tail assembly and flown in this form on 15 March 1951, and the second SO 30P (F-WAYD) underwent similar modification for use as a test-bed for the SNECMA Atar 101.
SO 30P Bretagne Engines: 2 x 1620hp Pratt & Whitney R-2800-B43 Double Wasp 14-cylinder radial Max take-off weight: 18900 kg / 41668 lb Wingspan: 26.89 m / 88 ft 3 in Length: 18.95 m / 62 ft 2 in Height: 5.89 m / 19 ft 4 in Max. speed: 416 km/h / 258 mph Ceiling: 6500 m / 21350 ft Range: 1500 km / 932 miles Crew: 2 Passengers: 30-37
SO 30P Engines: 2 x R-2800-CA18 Double Wasp, 1620 hp Empty equipped weight: 29,762 lb (13 500 kg) Loaded weight: 42,990 lb (19 500 kg) Maximum speed: 303 mph (488 km/h) at 18,045 ft (5 500 m) Cruise: 272 mph (438 km/h) at 17,390 ft (5 300 m) Ranges with full reserves: 850 mls (1370 km) with a 7,275-lb (3 300-kg) payload Ranges with full reserves: 310 mls (500 km) with 9,259-lb (4200-kg) payload Wing span: 88 ft 3 in (26,90 m) Length: 62 ft 2in (18,95 m) Wing area: 925.69 sq ft (86,00sq.m) Pax cap: 35
The half-scale model predecessors of the SO 4000 were the SO M.1 glider (F-WFDJ) and the powered SO M.2 (F-WFDK), these featuring a laminar flow wing swept 31 deg at the mainspar, mounted in the high-mid position and combining small ailerons interconnected with spoilers and leading-edge slats. The undercarriage consisted of a retractable central skid with wingtip stabilising skids in the case of the M.1, while that of the M.2 comprised a nosewheel, three main-wheels in train and wingtip outrigger wheels.
The powered M.2 had entered flight test five months earlier than the M.1, on 13 April 1949, when it was flown for the first time at Orléans-Bricy with Jacques Guignard at the controls. The M.2 was powered but was in most other respects, similar to the M. 1.
During its seventh flight in May 1950, with Daniel Rastel at the controls, the M.2 exceeded 621 mph (1 000 km/h) in a shallow dive. For the second phase of its flight test programme, commencing in October 1951, the M.2 was fitted with a modified control system, a revised undercarriage retraction system, provision for the installation of powder rockets to augment thrust at high altitude and wingtip fuel tanks. Empty and loaded weights being raised to 9,369 lb (4 250 kg) and 11,905 lb (5400kg).
Engine: Rolls-Royce Derwent V turbojet, 3,000 lb st (1360 kgp) Span: 3l ft 2 in (9,50m) Length of 32 ft 5.75 in (9,90 m) Wing area: 193.76 sq ft (18,00 sq.m) Empty wt: 8,466 lb (3 840 kg) Loaded wt: 10,362 lb (4 700 kg)
The half-scale model predecessors of the SO 4000 were the SO M.1 glider (F-WFDJ) and the powered SO M.2 (F-WFDK), these featuring a laminar flow wing swept 31 deg at the mainspar, mounted in the high-mid position and combining small ailerons interconnected with spoilers and leading-edge slats. The undercarriage consisted of a retractable central skid with wingtip stabilising skids in the case of the M.1, while that of the M.2 comprised a nosewheel, three main-wheels in train and wingtip outrigger wheels.
After trials attached to a rig mounted above the Heinkel He 274, the M.1 was tested in free flight for the first time on 26 September 1949 after being launched from an SE 161 Languedoc.
France Formed 1935 at Bordeaux-Merignac by the Potez group when it took over the Societe Aerienne Bordelaise. Was intended as a decentralized production source for Potez and Bloch aircraft. A prime responsibility was development and production of Bloch types, especially single-seat fighters derived from MB.150 of 1936. Redesign facilitated production and improved performance, resulting in MB.151 and 152. By June 1940 production totaled about 600, involving five plants. MB.175 twin-engined bomber was in production and was revived after Second World War as torpedo aircraft. Several other prototypes built, including four-engined bomber.
In France, the Socialist Government of the so called Popular Front brought all the companies building military aircraft, aero engines and ar¬mament under its control in 1936. The im¬mediate result was the socialized oblivion of such established companies as Marcel Bloch, Bleriot, Nieuport, Potex, Dewoitine, Hanriot and Farman within half a dozen nationalized groups or Societies Nationales, named ac¬cording to their geographical location (Nord, Ouest, Centre, Midi and so on).
Incorporated in SNCASO 1936, incorporating the factories of Marcel Bloch, Bleriot and Liore et Olivier, subsequently merging with SNCASO and changing name to Ouest Aviation in 1956.
In 1942 completed forerunner of Bretagne twin-engined transport, though not flown until 1945; then used commercially and experimentally. Numerous and varied post-Second World War types included distinctly unusual forms of rotary-wing aircraft. Aeriel (1948) and Djinn (1953) with tip jets, and Farfadet convertiplane (1953).
Aerocentre went into liquidation during 1949, its plants and work being shared by SNCAN (Nord), SNCASO (Sud-Ouest) and engine form SNECMA.
Original designs included S.O.94R twin-engined trainer; S.O.95 Corse, and S.O.30 Bretagne military transports; S.O.4050 Vautour twin-jet bomber; and the S.O.9000 Trident. The S.O.1221 Djinn two-seat helicopter was produced, and Vertol H-21 helicopters were manufactured under license for the French Army. Ouest became part of Aerospatiale.
After World War II, although four of the nationalized groups continued operating un¬der state control, private companies were al¬lowed to resume the design and manufacture of both civil and military aircraft. Some of the pioneering names of French aviation, such as Breguet and Morane Saulnier, returned to prominence, and by 1950 a new one had been added Avions Marcel Dassault.
Loire-Nieuport joined SNCASO in 1942.
SNCASO and SNCASE joined to form Sud-Aviation in 1958.
Pierre Satre began the SE-2300 design during World War II as a conventionally laid out, all metal, two seat, single engine cantilever monoplane, with tapered low wings having 4° of dihedral built around inverted U-section main and auxiliary spars. The wings had a centre section integral with the fuselage and two outer panels, all covered with electrically welded skin. There were plain flaps, with a maximum deflection of 40°.
The fuselage of the SE-2300 was constructed from four pre-formed panels welded together. A 140 hp (104 kW) Renault Bengali 4 four cylinder, inverted, air-cooled inline engine, fed from a fuselage tank, drove a two blade propeller. The over-wing cabin seated two side-by-side with dual controls. Behind these seats was space for a third (optional in the SE-2300 and standard in the SE-2310 variant) and baggage. There were access doors and rear view transparencies on both sides. At the rear, the tailplane was mounted at mid-fuselage and the fin and deep rudder were straight tapered except near the keel and almost triangular above the fuselage.
The first and only SE-2300 first flew on 26 October 1945 and had a fixed conventional undercarriage with oleo-pneumatic springing, faired main legs and wheels and a swivelling tailwheel. The two SE-2310s had tricycle undercarriages, the first unfaired but the second with faired legs and spats.
SE.2310
With a four seat version, the SE-2311 under development but unbuilt, the three seat SE-3010 was entered into a 1946 French Transport Ministry contest for a four seat tourist aircraft in February 1946. It was not successful, the award going to the Nord 1200 Norécrin and development of the SE-2300 series was abandoned. The last example remained in use until at least 1956 as a company hack.
SE-2300 Original version Engine: 140 kW (190 hp) Renault 4 Pei Propeller: 2-blade, 1.90 m (6 ft 3 in) diameter wooden Wingspan: 10.13 m (33 ft 3 in) Wing area: 15.0 m2 (161 sq ft) Length: 7.40 m (24 ft 3 in) Height: 2.11 m (6 ft 11 in) Empty weight: 685 kg (1,510 lb) equipped Gross weight: 1,015 kg (2,238 lb) Maximum speed: 235 km/h (146 mph; 127 kn) Cruising speed: 212 km/h (132 mph; 114 kn) Range: 900 km (559 mi; 486 nmi) Service ceiling: 4,650 m (15,256 ft) Wing loading: 67 kg/m2 (14 lb/sq ft) Power/mass: 0.10 kW/kg (0.063 hp/lb) Landing speed: 75 km/h (47 mph; 40 kn) Landing distance: 300 m (985 ft) from 8 m (26 ft) with flaps down Seats: two or three conventional undercarriage.
SE-2310/11 Engine: 170 hp Regnier 4 L-00 LO-2 Three seats
SE-2310/111 Engine: 135 hp Regnier 4 faired undercarriage legs and wheels. Three seat
The Sud-Est or SNCASE SE-2100, sometimes known as the Satre SE-2100 after its designer, Pierre Satre, later the chief designer of the Concorde, at the end of World War II. An all-metal tailless, pusher configuration aircraft, it had a low, cantilever, straight tapered wing with 55° of sweep on the leading edge and 10.43° of dihedral. There were fixed leading edge slots and trailing edge ailerons but no conventional flaps. The wing tips carried large, rounded fins with rudder-like rear portions which only moved outwards; they were used differentially for yaw control and jointly as flaps.
The SE-2010 had a short, blunt nosed nacelle-type fuselage with a cabin which could be configured to seat one centrally or two in side-by-side, dual control configuration. The seats were just aft of the leading edge, with a baggage compartment behind them. Access was via deep, wide, forward hinged doors on both sides; to make this possible, a piece of the wing root leading edge was an integral part of each door. A 140 hp (104 kW) Renault Bengali 4 four cylinder, inverted, inline engine was mounted in pusher configuration behind the cabin and aircooled via a ventral scoop; it drove a two blade propeller positioned just behind the trailing edge. The SE-2100’s fixed, tricycle undercarriage had pneumatic shock absorbers and mainwheel brakes; the nosewheel was free-swivelling. At different times the undercarriage legs and wheels were unfaired or faired.
The only SE-2010 built flew for the first time on 4 October 1945 at Toulouse. The test pilot was Mr. Pierre Nadot (test pilot of the S.N.C.A.S.E.-Société Nationale de Constructions Aéronautiques du Sud-Est).
Ordered by the French Ministère de l’Air (Ministry of Aviation) the S.E.1010 high-altitude photographic survey aircraft was designed and constructed by the SNCASE (Société Nationale de Constructions Aéronautiques du Sud–Est) at Marignane.
Powered by four 1,590 hp SNECMA (previously Gnome–Rhône) 14R-28/29 radials and registered F-WEEE, the aircraft was first flown from Marignane by a crew led by test pilot Jacques Lecarme on 24 November 1948.
Intended for high-altitude photography, The SE 1010 was based on the 1944 SE 1000 trans-Atlantic postal aircraft project. Intended foe the Institut Geographique National, the aircraft was complete with darkroom. It carried seven cameras of which four could be used simultaneously from two vertical and two oblique stations.
The SE 1010 was intended to operate from short fields under primitive conditions and provision was made for the carriage of tools, engine and prop parts, and even spare main an tail wheels.
The crew of 4-6 were in pressurised accommodation, and the aircraft was entirely metal.
The aicraft used Mercier wing tip ailerons with hinge lines at approximately 45 deg to the fuselage centre line, these permitting the installation of flaps along almost the entire trailing edge of the wing.
Four aircraft were ordered and construction of a small production batch was started in 1949. The first, F-WEEE, was flown for the first time on 24 November 1948.
During a test flight on 1 October 1949, the aircraft entered a flat spin, from which it did not recover, the six crew were killed, including test pilot Henri Vanderpol. Subsequently the Ministère de l’Air revised its opinion of piston engines on future aircraft and the project was abandoned.
Engines: 4 x Gnome-Rhone 14R 28/29, 1590 hp Wingspan: 101 ft 8.5 in / 31 m Wing area: 1251.84 sq.ft / 116.2 sq.m Length: 71 ft 6.5 in / 21.81 m Height: 17 ft 0.75 in / 5.2 m Empty weight: 39,022 lb / 17,700 kg Normal loaded weight: 60,186 lb / 27,300 kg Max speed: 323 mph / 520 kph at 26,250 ft / 8000 m Eco cruise: 249 mph / 400 kph at 26,250 ft / 8000 m Max range: 3915 mi / 6300 km
The Sud-Aviation SE-116 Voltigeur was designed to a French Air Force specification for a ground support aircraft. The first flight was made on 5 June 1958.
The SE-116 was a piston-engine fore-runner of the turbo-prop SE-117 which competed with the G.A.M.D. 410 Spirale for orders from the French Armed Forces.
