Primarily a flying test aircraft, proposed uses were numerous and made it a real aircraft laboratory. It was a two-seater with 2 Pimene 110 kgf turbojets, which could fly up to 285 km / h with a service ceiling of 7000 meters.
Gemini, as Cyclops and Sylph which it is derived, is of mixed construction, wood and metal.
The fuselage has two hulls oval section connected by the central plane. Each body is identical to the Sylphe in its design and its dimensions. Gemini is dual – control, the control station located in the fuselage on the left.
The tail is two juxtaposed butterflies, forming a W, the V 2 not connected (the fuselages interconnected by a fixed horizontal plane).
The Gemini Mark I, F- WEPJ, CM 88 R made its first flight on March 6, 1951, at the hands of Leo Bourriau. The first prototype was named “Castor and Pollux”.
The Mark V version with a Turbomeca Aspin II of 360 pounds thrust, made its first flight, piloted by Léon Bourriau, on June 21, 1952.
Fouga CM88R – Gemini Mark V
CM.88R Gémeaux I: Mar 1951, 2 x 100 kg Piméné turbojets, aka CM.88.R I CM.88R Gémeaux II: June 1951, 2 x 300 kg Marboré I, aka CM.88.R II CM.88R Gémeaux III: Aug 1951, 2 x 380 kg Marboré I, aka CM.88.R III NB: CM.88.RIII/Gémeaux III was re-engined CM.88.R II/Gémeaux II CM.88R Gémeaux III: Jan 1952, 2 x 400 kg Marboré I, aka CM.88.R III CM.88.RIII/Gémeaux III re-engined with 400 kg Marboré II, Jan 1952 CM.88R Gémeaux IV: Nov 1951, 2 x 200 kg Turbomeca Aspin I, aka CM.88.R IV NB: CM.88.RIV/Gémeaux IV was Gémeaux I re-engined with ducted turbojet CM.88R Gémeaux IV: June 1952, 2 x 360 kg Turbomeca Aspin II, aka CM.88.R V NB: CM.88.RV/Gémeaux 5 was CM.88.RIV/Gémeaux IV re-engined with Aspin II
Engines: 2 x Turbomeca Piméné Takeoff thrust: 100 Kg to 35000 rpm Max thrust. Continue: 90 kg 34300 rpm Wingspan: 10.76 m Length: 6.66 m Height: 1.93 m Empty weight: 750 kg Weight equipped: 585 kg Engine weight: 150 kg Fuel wight: 180 kg Equipment: 166 kg Total weight: 1096 kg Fuel: Kerosene Fuel capacity: 3 x 40 lt (wings), 2 x 50 lt (fuselage) Oil capacity fuselage: 2 x 2 lt Max speed SL: 285 km / h Cruise speed (3000 m): 220 km / h ROC: 3,5 m / s Ceiling: 7,000m Endurance: 1h 30 mi
The Fouga Midget racing aircraft resulted from the adaptation to a competition Fouga Cyclops II. Eight aircraft were ordered in late 1951 by the Racing Airports Company Colonel Dhome. Production started in November 1951 and only seven months later, May 30, 1952, the first flying in the hands of Leon Bourrieau at Aire sur Adour. The other seven were completed in the five or six weeks that followed.
The Midgets were to participate in air races for Colonel Dhome.
The Fouga CM -8 R.8.3 cantilever NACA wing is relatively thin. It is single spar skin, the box edge housing fuel tanks. The fins are slotted, and the wing is equipped with shutters brakes. Wing tip have two retractable legs.
It fuselage is of shell structure with an oval section. The Turbomeca Palas is attached at three points above the fuselage. The fuel used is Regular Gasoline contained in two 64 liters tanks. Oil is contained in an annular three liter tank, located in front of the engine. Ignition is provided by a six volt battery and two coils. The starting is effected by means of compressed air.
The unsercarriage is a monotrace fixed type. The main wheel, 420 x 150, is equipped with disc brakes. The nose wheel, 220 x 60, is controlled by the steering. Both wheels have hydraulic shock absorbers.
The Midget meets the conditions imposed by the ISP to take part in international competitions class light aircraft less than 500 kg and record attempts in the category. With an equipped weight of 350 kg, the loaded weight is 900 kg. The fuel counted for 74 kg yet the Palas consumes 180-200 kg per hour.
Eight examples were built.
Engine: 1 x Turboméca Palas, 160 kgp Wingspan: 7.07 m Aspect ratio: 6 Length: 6.70 m Height: 1.85 m Wing area: 11 m² Empty weight: 350 kg Weight total: 500 kg Maximum speed: 400 km / h ROC: 10 m / sec
The CM.8 was a 1942 Castel-Mauboussin project 1-seat wooden gull-wing acrobatic glider, 13.5 m span The CM.8 Acro was a scaled-down, single-seat development of CM.7 Adour, leading to CM-8/13.
Turbomeca designed and built after the end of World War Two the Pimene turbojet which was rated at 242 lbst (110kgst). This design was successfully flown on July 14, 1949 in a Fouga Cyclone powered glider. The experience so gained enabled Turbomeca to put into production a family of small gas turbine engines which included the Palas of 160kgst (353 lbst), the Marbore of 300kgst (660 lbst) and the Marbore II of 400kgst (880 lbst).
Experience with CM.8-R.9 Cyclipe and with the Gemeaux led to development of the CM.170R Magister jet trainer, first flown 23 July 1952 and subsequently built in quantity for French Air Force and overseas customers.
The C.M. 8R-13 Cyclone is a jet-powered version of C.M. 8-13 Sailplane. The C.M. 8R-13 had been intended to serve as a test-bed for the Turboméca Piméné light axial-flow turbo-jet engine which has a maximum static thrust of 100 kg. (220 lb.). On July. 14, 1949, Fouga chief test pilot Léon Bourriau flew the first flight of the Fouga CM8 R13, which was named Cyclone.
Fouga CM8 R13 – Cyclone [Sylphe I]
Only 2 CM8 R13 Cyclone (Sylphe I) were built. They appeared on the French civil register as : F-WFOI [later F-BFOI] and F-WFOJ [later F-BFOJ]. The Turbomeca turbojet, which weighs 64 Kg (141 lb) fully equiped, was mounted above the fuselage just after the pilot’s cockpit. Tha aircraft has the “butter-fly” tail fitted to the CM8-15 sailplane.
Fouga Cyclone N°1 (Sylphe I), F-WFOI
Fouga demonstrated the CM 8 R 13 Sylph I in France and then in Miami in January 1950, flown by Fred Nicole.
In May 1950, the piston engines manufacturer, Wright, sent a letter to Aire sur Adour requesting that the CM 8 R 13 name be changed from “Cyclone”, which was assigned to one of their world famous engines. M Mauboussin accepted and give “Sylph” in CM8 R 13.
A number of changes were implemented summers, especially the integrated front runner on No. 1 was instead attached to the front runner, and in the case of No. 2, the engine cowling was evolved.
The wings were mid-wing cantilever monoplane. NACA 230 wing section. Aspect ratio 13. Single-spare all-wood stressed-skin structure. Metal framed, fabric-covered slotted flaps and slotted ailerons. Retractable air-brakes in upper and lower wing surfaces.
An oval wood monocoque fuselage structure. The tail unit was a “butterfly type”. Fixed surfaces all-wood, movable surfaces all-metal. Area fixed surface 1,35 m² (14.52 sq. ft.), Area movable surfaces 1,09 m² (11.73 sq. ft.). Landing gear was a fixed single-track type.
The CM8 R9,8 Cyclope I is a single-seat training and aerobatic version of the Sylphe, from which it differs by having wings of reduced span and area, a single track landing gear with twin main wheel (later replaced by a single one) and retractable wing-tip skids. The turbojet engine remain a Turbomeca Pimene. Fouga CM8 R 9.8 Cyclope was flown by Leon Bourriau 31 August 1950.
Fouga CM8 R9,8 – Cyclope I
Five month later, on 3 January 1951, The Cyclope successfuly flown with a Turbomeca Palas (160 Kp version).
The CM8 R13 – Sylphe II can be considered an evolution of the Cyclone [Sylph I] prototype [F-WFOI / F-BFOI] which has been specially modified. The little dolly always present (the nose wheel not making its appearance with the Sylph III), the cockpit with a canopy with closed side, and Pimen having a much lower position make it a very different.
The Sylph III is a direct result of an evolution of cylcone [Sylph] Sylph in II. It is, like its predecessors, a single-seater glider with auxiliary engine. The first flew on January 2, 1952.
Fouga CM8 R13 – Sylphe III
The Sylph III led to the deletion of the small wheel, a single wheel nose.
The most significant change for performance was the Turbomeca Pimene, which is more powerful than previous versions installed on the Sylph or cyclone version as delivering more than 100 kgf.
The wing is NACA 23014 to the root, at the end 23012. A mid-wing cantilever monoplane, monolongeron-skin, entirely from wood. The fins are slotted alloy and stretched canvas, and flaps trailing edge slot, alloy and stretched canvas. The V-tail is fixed plan wood, coated with plywood. Moving parts are light-alloy coated sheet. The undercarriage is a monotrack fixed type, with steerable front wheel, combined with auxiliary rudder and rear skid.
Variants: CM.8 — 1949 single-seat sailplane, aka Fouga CM.8, aka CM-8/13 CM.8 Acro: [Project] 1942 CM.8/13: 13m span prototype with conventional empennage, 1 built CM.8/15: 15m span prototype with a V-tail, 1 built
CM.8R: Turbomeca Piméné-powered vers., 13m span with V-tail, aka CM.8R13 CM.8R13: 1949 Sylph I, aka Cyclone (renamed at insistance of Wright) Cyclone/Sylph I: July 1949, 2 built, F-WFOI and F-WFOJ [F-BFOJ] CM.8R13: 1950 Sylph II, changes to Piméné jet and canopy, 1 built CM.8R13: 1952 Sylph III, 100+ kg Piméné, revised canopy and u/c Sylph III, 4 built F-BFDH, F-BFDI, F-BFDJ, and F-BFDK CM-08R9.8 Cyclope I: 1951 short-span Sylph, 1 x 110 kg Piméné, 1 built CM-08R9.8 Cyclope II: 1951 short-span Sylph, 1 x 160 kg Palas, 1 built CM.8/13 Sylphe démotorisé: CM-8R/13 with motorization option removed
Fouga CM8 R13 – Cyclone [Sylphe I] Engine: One Turbomeca Pimene turbojet: 100 kg / 220 lb. St Span: 13,00 m (42 ft.7,5 in). Gross wing area: 13 m² (140 sq. ft.) Length: 6,70 m (21 ft.11 in.) Height: 1,85 m (6 ft.1 in.) Weight empty 435 Kg (958lb.) Pilot weight: 88 Kg / 194 lb Fuel and oil: 110 Kg (242 lb.) Weight loaded: 633 Kg (1394 lb.) Max speed at sea level: 240 Km/h (149 mph) Max speed at 3500 m: 250 Km/h (155 mph) Max Speed with AB: 150 Km/h / 93 mph Max. speed at sea level: 149 mph. Max. speed at 11,500 ft: 155 mph. Initial rate of climb: 790 ft./min. Climb to 1200 ft: 1 min. 45 sec. Climb to 11,500 ft: 18 min. Climb to ceiling: 1 hr. Service ceiling: 27,225 ft. Max. range at 13,000 ft: 186 miles Take-off run to 66 ft: 460 yards
Fouga CM8 R9,8 – Cyclope I Engine: One Turbomeca Pimene turbojet: 100 kg / 220 lb. St Span: 8,76 m (28 ft.9 in.) Length: 6,66 m (21 ft.10 in.) Wing area: 9,80 m² Weight empty: 394 kg (867 lb.) Fuel and oil: 77 kg (170 lb.) Weight loaded: 554 kg (1,220 lb.) Wing loading: 56,5 Kg/m² (11.58 lb./sq.ft) Max speed at sea level): 280 km/h / 174 mph Max speed at 13120 ft: 300 km/h / 186 mph Initial rate of climb: 288 m/min / 945 ft/min Climb to 1180 ft: 1 min 30 sec Service ceiling: 8 500m / 27,880 ft Take-off distance (66 ft): 460 m / 503 yards Range at 13120 ft: 280 km / 150 miles
Fouga CM8 R13 – Sylphe III Engine: Turbomeca Pimene Wingspan: 13,00 m Length: 6.70 m Height: 1.85 m Wing area: 13,00 m² Empty weight: 435 kg MAUW: 633 kg Max cruise speed: 300 km / h Cruise speed: 100-150 km / h Fuel: Kerosene Fuel capacity: 2 x 40 lt in wing, one 50 lt central fuselage tank
The Castel-Mauboussin CM.10 transport glider was built for French military forces, also the CM.100 powered version with two Renault engines. In the latter CM-101R Renault engines were augmented by two Turbomeca Pimene turbojets.
CM.10 — 1947 wooden assault glider, 35 troops, 26.96 m span, 2 prototypes CM.10: Fouga-built glider prototypes evaluated by Armée de terre, 1947 Prod. order for 25 (SNCAN-built) cancelled after crash of CM.10 n° 1 CM.100: 1949 powered vers., 2 x Snecma 12S (As 411), 1 built (F-WFAV) NB: study begun Nov 1944 for Armée but civil vers. envisioned by SGAC CM.101R: F-WFAV with added wingtip-mounted Turboméca Piméné turbojets CM.103R: [Project] military CM.101R variant, 2 x Turboméca Marbore turbojets
The Castel C.25S, sometimes known as the Aire, is a French training glider, the design, by Robert Castello, began soon after the Franco-German Armistice of June 1940. The C.25S was intended to increase the number of machines available for recreational gliding in the southern, unoccupied region of France.
The C.25S is an all wood aircraft with a monocoque fuselage skinned with plywood and fabric covered, wooden framed wings. The cantilever, high mounted, constant dihedral wings have a constant chord inner section, occupying about 40% of the span, and outer, straight tapered panels with rounded wing tips and ailerons filling their trailing edges. Airbrakes are mounted at mid-chord on the inner-outer panel junction, opening above the wings.
Castel C 25 S 192 F-CRQF
The fuselage has parallel, flat sides and is polygonal in cross-section, tapering to the tail. The crew are seated beneath the leading edge of the wing in side-by-side seating equipped with dual control, enclosed by a canopy which is hinged at the leading edge of the wing. The C.23S has a narrow fin with a shallow forward extension that mounts the tapered tailplane clear of the fuselage. Its rudder is horn balanced, has a curved trailing edge and extends down to the keel, requiring a cut-out between the separate elevators for its movement. The C.25S has a fixed monowheel undercarriage, assisted by a forward mounted main skid and small tailskid.
The first two prototypes of the C.25S both flew in 1942. 100 C.25S were ordered by the French Air Ministry to assist the post-war revival of aviation in France. These were built in Fouga’s factory at Aire-sur-Adour between 1945 and 1948 and delivered to French gliding clubs.
Significantly more may have been built; some sources say that another 30 were built during the war and others asserts a total of 200 were built. The C.25Ss with the Caudron C.800s provided the backbone of the French glider basic training fleet until the arrival of the Wassmer WA 30 Bijave in the early 1960s.
The C.25S proved to be a successful long distance flyer, setting several records in the early 1950s.
05/09/1953, France record away with fixed goal, La Ferte – Cognac or 370 km, crew and LEPANSE ROBOAM,
05/12/1953, France record away and return with goal set La Ferte – Blois is 250 km, and crew LEPANSE DICICO,
04/16/1954, record feminine France free distance, La Ferte – Niort is 322 km, crew ABADIE and CARPENTER,
18/04/1954, women’s world record away and go back to La Ferte – Blois 251 km, crew ABADIE and CARPENTER,
04/17/1955, women’s record away free, Beynes – Mirambeau 445 km per crew and Marcelle CHOISNET Nadette of Abelenda (to … 3 km world record).
A pair of C.25S had a role in one of the most commercially successful French films, the 1966 comedy La Grande Vadrouille.
Castel C 25 S 192 F-CRQF
About a dozen examples of the C 25S were still on the French civil register in 1979. Five remained on the French civil aircraft register in 2010.
Specifications Length: 7.23 m (23 ft 9 in) Wingspan: 16.0 m (52 ft 6 in) Height: 2.22 m (7 ft 3 in) Wing area: 20.0 sq.m (215 sq ft) Aspect ratio: 12.8 Profile at the root: Gö 535 Profile at the end: NACA 23010 Dihedral: 1 ° 30 Empty weight: 261 kg (575 lb) Gross weight: 441 kg (972 lb) Never exceed speed: 140 km/h (87 mph; 76 kn) Rough air speed max: 90 km/h (55.9 mph; 48.6 kn) Aerotow speed: 100 km/h (62.1 mph; 54.0 kn) Maximum glide ratio: about 25 at 67–69 km/h (41.6–42.9 mph; 36.2–37.3 kn) Rate of sink: 0.73 m/s (144 ft/min) minimum, at 62 km/h (38.5 mph; 33.5 kn) Rate of sink: 2 m / s at 65 – 100 km / h Wing loading: 22.0 kg/sq.m (4.5 lb/sq ft) Crew: Two
Fouga’s aircraft department formed 1936, subsequently building designs of M. Pierre Mauboussin who, with M. Castello, developed Castel-Mauboussin gliders and sailplanes. Operated postwar as Etablissements Fouga et Cie, becoming Air Fouga September 1956 when company was taken over, in equal shares, by Breguet, Dassault, Morane-Saulnier, Sud Est and Ouest Aviation. Acquired by Henry Potez May 1958, renamed Potez Air Fouga. Early activities included production of Mauboussin 123 trainer, Castel C.25S, C.30S, and C.300S gliders. Castel- Mauboussin CM.10 transport glider built for French military forces, also CM.100 powered version with two Renault engines. In the latter CM-101R Renault engines augmented by two Turbomeca Pimene turbojets. Experience with CM.8-R.9 Cyclipe and with the Gemeaux led to development of the CM.170R Magister jet trainer, first flown 23 July 1952 and subsequently built in quantity for French Air Force and overseas customers. The company operated as Potez Air Fouga until September 23,1961, when it was completely absorbed into Etablissements Henry Potez SARL. Continued development of CM.170 Magister and CM.175 Zephyr naval version, which were first flown as production aircraft on May 30,1959.
This large monoplane, Louis Fortney’s third, was powered with a 4-cylinder Knox engine of 60 hp weighing 400 lbs. Viewed from a distance the machine had a very fine appearance, but under closer inspection revealed a number of weak points in construction. After two short jumps Fortney met with the usual fate of the novices –yet deserves credit for staying in the game– as this was also his third machine to be destroyed.
The Wicko was originally designed to use a Ford V8 car engine, and the first prototype two-seat Wicko FW1, with a modified Ford V8 engine known as the Wicko F, was completed in September 1936. This was later re-engined with a 90hp Cirrus Minor I as the FW2. A 150hp Cirrus Major installation, specifically for the 1937 King’s Cup race, resulted in the FW3, and this engine became the standard powerplant for all GMI production models.
Nine Wickos were built 1938-1939 at Southampton designated G.M.1 with the more powerful Gipsy Major engine, that being the total production.
Established in 1934 by G. N. Wickner, V. Foster and J. F. Lusty, initially at the latter’s furniture factory at Bromleyby-Bow, London. Mr. Wickner’s earlier designs, built in Australia, included Wicko Sports Monoplane and Wicko Lion, both high-wing monoplanes on which the prototype Wicko F.W.1 was based. Of wooden construction, the F.W.1 was powered by a Ford V-8 engine, and became F.W.2 with Cirrus Minor and F.W.3 with Cirrus Major. Nine production aircraft built 1938-1939 at Southampton were designated G.M.1 with Gipsy Major engine. The company ceased production at the outbreak of war.
First ascent of the Forssman dirigible balloon, on January 13, 1911 at Gerstenhofen, north of Augsburg.
In 1910, Villehad Henrik Forssman (1884–1944) had graduated from the Riga Polytechnic Institute as a mechanical engineer and then moved to Germany that same year. Thereabouts, the Swede had been contracted by the Russian army to deliver a dirigible and was there to be used for intelligence services, which was constructed at “August Riedinger Ballonfabrik” in Augsburg. It is not known whether or not the Russian military ever took delivery of the airship. The dirigible was only 35 meters long with a maximum diameter of 6 meters, and held 800 cubic meters of hydrogen gas. It could be dismantled very quickly and just as fast, later be ready to fly. Because of lift-force limitations a gondola was not available, only a single bench seat with the engine, where the pilot and a mechanic had a place to sit. The 28 hp motor, which was also built by Forssman, weighed only 38 kg, and the cooling 4 1/2 kg. Reportedly the entire craft weighed 450 kg and capable of attaining a maximum speed of 43 km/h.
