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In terms of its basic configuration, the Griffon comprised a large tubular fuselage which supported the middle set [[delta wing]]s, fin with rudder and the forward fuselage, which extended forwards over the turbo-ramjet air intake.<ref name="Griffon 1"/> It was primarily constructed of various lightweight [[alloy]]s. The forward fuselage accommodated the single-seat cockpit and had small delta [[Canard (aeronautics)|canards]] positioned at either side of this cockpit. The aircraft was fitted with an [[tricycle undercarriage]] that retracted into the wings and the underside of the air intake.<ref name="Griffon 1"/>
In terms of its basic configuration, the Griffon comprised a large tubular fuselage which supported the middle set [[delta wing]]s, fin with rudder and the forward fuselage, which extended forwards over the turbo-ramjet air intake.<ref name="Griffon 1"/> It was primarily constructed of various lightweight [[alloy]]s. The forward fuselage accommodated the single-seat cockpit and had small delta [[Canard (aeronautics)|canards]] positioned at either side of this cockpit. The aircraft was fitted with an [[tricycle undercarriage]] that retracted into the wings and the underside of the air intake.<ref name="Griffon 1"/>


A key feature of the Griffon was its dual propulsion arrangement, incorporating a [[turbojet]]-[[ramjet]] powerplant. Operationally, the turbojet would enable the aircraft to perform unassisted takeoffs (ramjets cannot produce thrust at zero airspeed, and thus cannot move an aircraft from a standstill) while the ramjet would providing additional thrust once the aircraft had attained an airspeed in excess of 1,000&nbsp;km/h (600&nbsp;mph). To reduce risks in using the relatively new turbo-ramjet powerplant, the first Griffon (Nord 1500-01 Griffon I) was constructed with only the [[ATAR 101]]F turbojet engine installed, giving this prototype a maximum thrust output of only 3,800 kgf.<ref name="Griffon 2"/>
A key innovation of the Griffon was its dual propulsion arrangement, which incorporated a [[turbojet]]-[[ramjet]] powerplant.<ref>El-Sayed 2016, p. 478.</ref> Operationally, the turbojet would enable the aircraft to perform unassisted takeoffs (ramjets cannot produce thrust at zero airspeed, and thus cannot move an aircraft from a standstill) while the ramjet would providing additional thrust once the aircraft had attained an airspeed in excess of 1,000&nbsp;km/h (600&nbsp;mph). To reduce risks in using the relatively new turbo-ramjet powerplant, the first Griffon (Nord 1500-01 Griffon I) was constructed with only the [[ATAR 101]]F turbojet engine installed, giving this prototype a maximum thrust output of only 3,800 kgf.<ref name="Griffon 2"/>


==Flight testing==
==Flight testing==
Line 40: Line 40:


[[File:Nord 1500 Griffon I in flight c1956.jpg|thumb|left|Nord 1500-01 Griffon I during a test flight, circa 1956]]
[[File:Nord 1500 Griffon I in flight c1956.jpg|thumb|left|Nord 1500-01 Griffon I during a test flight, circa 1956]]
On 23 January 1957, the Griffon II performed its first flight. During April 1957, all flying of the Griffon I was ceased in favour of focusing on the ramjet-equipped Griffon II.<ref name="Griffon 2">{{cite web |url= http://jpcolliat.free.fr/griffon/griffon-2.htm |title=Griffon II |publisher= jpcolliat.free.fr |date=30 April 2003 |accessdate=16 June 2011}}</ref> During a high speed test flight conducted in 1958, the Griffon II successfully attained a peak speed of Mach 2.19 ({{convert|2330|km/h|disp=or|abbr=on}}) while being piloted by Turcat. This milestone was viewed as having proved the basic design of the aircraft to be sound.<ref name="Griffon 2"/> However, the flight test programme had revealed several technical difficulties were present in the aircraft, including concerns regarding [[kinetic]]ally-generated heat; the thermal issues were exacerbated by a lack of temperature-resistant materials, such as [[Inconel]] or [[titanium]], for portions of the airframe that encountered the highest temperatures. The ramjet was determined to have functioned well when the aircraft was flown at high speeds, but exhibited instability while flying at medium speeds.<ref name="Griffon 2"/>
On 23 January 1957, the Griffon II performed its first flight. During April 1957, all flying of the Griffon I was ceased in favour of focusing on the ramjet-equipped Griffon II.<ref name="Griffon 2">{{cite web |url= http://jpcolliat.free.fr/griffon/griffon-2.htm |title=Griffon II |publisher= jpcolliat.free.fr |date=30 April 2003 |accessdate=16 June 2011}}</ref> During a high speed test flight conducted in 1958, the Griffon II successfully attained a peak speed of Mach 2.19 ({{convert|2330|km/h|disp=or|abbr=on}}) while being piloted by Turcat. This milestone was viewed as having proved the basic design of the aircraft to be sound.<ref name="Griffon 2"/><ref>El-Sayed 2016, p. 339.</ref> However, the flight test programme had revealed several technical difficulties were present in the aircraft, including concerns regarding [[kinetic]]ally-generated heat; the thermal issues were exacerbated by a lack of temperature-resistant materials, such as [[Inconel]] or [[titanium]], for portions of the airframe that encountered the highest temperatures. The ramjet was determined to have functioned well when the aircraft was flown at high speeds, but exhibited instability while flying at medium speeds.<ref name="Griffon 2"/>


Nord envisioned the refinement of the design into an operational aircraft, which it occasionally referred to as the ''Super Griffon''.<ref name="Griffon 3"/> However, no such production version of the design would ever be constructed; this was principally due to officials recognising that less complex and cheaper aircraft were capable of not only satisfying all of the outlined requirements, but of also exceeding several of them. Ultimately, the French aircraft company [[Dassault Aviation]] fulfilled the role via its newly-developed [[Dassault Mirage III|Mirage III]] fighter instead.<ref name="Griffon 3">{{cite web |url= http://jpcolliat.free.fr/griffon/griffon-3.htm |title=Griffon derivatives |publisher= jpcolliat.free.fr |date=30 April 2003 |accessdate=16 June 2011}}</ref><ref name="Mirage III">[https://web.archive.org/web/20151218081714/http://www.dassault-aviation.com/fr/passion/avions/dassault-militaires/mirage-iii/?xtmc=mirage-iii&xtrc=0%20Mirage%20III "Mirage III."] ''Dassault Aviation'', 18 December 2015.</ref>
Nord envisioned the refinement of the design into an operational aircraft, which it occasionally referred to as the ''Super Griffon''.<ref name="Griffon 3"/> However, no such production version of the design would ever be constructed; this was principally due to officials recognising that less complex and cheaper aircraft were capable of not only satisfying all of the outlined requirements, but of also exceeding several of them. Ultimately, the French aircraft company [[Dassault Aviation]] fulfilled the role via its newly-developed [[Dassault Mirage III|Mirage III]] fighter instead.<ref name="Griffon 3">{{cite web |url= http://jpcolliat.free.fr/griffon/griffon-3.htm |title=Griffon derivatives |publisher= jpcolliat.free.fr |date=30 April 2003 |accessdate=16 June 2011}}</ref><ref name="Mirage III">[https://web.archive.org/web/20151218081714/http://www.dassault-aviation.com/fr/passion/avions/dassault-militaires/mirage-iii/?xtmc=mirage-iii&xtrc=0%20Mirage%20III "Mirage III."] ''Dassault Aviation'', 18 December 2015.</ref>
Line 159: Line 159:
===Bibliography===
===Bibliography===
{{refbegin}}
{{refbegin}}
* El-Sayed, Ahmed F. ''Fundamentals of Aircraft and Rocket Propulsion.'' Springer, 2016. {{ISBN|1-447-16796-1}}.
* Hirschel, Ernst Heinrich., Horst Prem and Gero Madelung. ''Aeronautical Research in Germany: From Lilienthal until Today.'' Springer Science & Business Media, 2012. {{ISBN|3-642-18484-7}}.
* Hirschel, Ernst Heinrich., Horst Prem and Gero Madelung. ''Aeronautical Research in Germany: From Lilienthal until Today.'' Springer Science & Business Media, 2012. {{ISBN|3-642-18484-7}}.
* Pelt, Michel van. ''Rocketing into the Future: The History and Technology of Rocket Planes.'' Springer Science & Business Media, 2012. {{ISBN|1-461-43200-6}}.
* Pelt, Michel van. ''Rocketing into the Future: The History and Technology of Rocket Planes.'' Springer Science & Business Media, 2012. {{ISBN|1-461-43200-6}}.

Revision as of 00:11, 8 November 2020

Nord 1500 Griffon
Griffon II
Role Experimental interceptor
National origin France
Manufacturer Nord Aviation
First flight 20 September 1955 (Griffon I), 23 January 1957 (Griffon II)
Number built 2

The Nord 1500 Griffon was an experimental ramjet-powered interceptor aircraft designed and built by French state-owned aircraft manufacturer Nord Aviation.

The Griffon was developed during in the mid-1950s out of a series of competing programs to fulfill a 1948 specification for an advanced interceptor aircraft, capable of speeds of around Mach 2, to equip the French Air Force. Development of the aircraft begun in earnest after the receipt of a latter of intent in 1953 for a pair of unarmed research aircraft. The design featured an innovative dual propulsion turbojet-ramjet configuration; the former being used to takeoff unassisted and attain sufficient speed for the use of the latter.

On 20 September 1955, the first prototype, dubbed Griffon I, performed its maiden flight, being piloted by Major André Turcat. As it lacked the ramjet engine, this prototype was largely used to explore the aircraft's aerodynamic properties and its systems. On 23 January 1957, the improved Griffon II performed its first flight, leading to all flying of the Griffon I being ceased three months later to concentrate on the ramjet-equipped Griffon II. This aircraft attained a recorded maximum speed of Mach 2.19 (2,330 km/h or 1,450 mph), which was hailed as a major milestone of the programme. However, plans to produce an operational aircraft, sometimes referred to as the Super Griffon, never came to pass due to competition from Dassault Aviation's Mirage III, a cheaper and less complex fighter which ultimately went on to be built in vast numbers.

Design and development

During the late 1940s, following the end of the Second World War, France quickly set about its recovery and the rebuilding of its military, particularly the French Air Force. During this time, the French Air Staff sought both to become a strong military force once again and to foster the indigenous development of advanced military aircraft. In this respect, one area of high interest for prospective development was the relatively new field of rocket-powered aircraft.[1] According to author Michel van Pelt, French Air Force officials were against a pure rocket-powered fight, akin to the wartime-era Messerschmitt Me 163 Komet, but instead favoured a mixed-propulsion approach, using a combination of rocket and turbojet engines. During 1944, a new company, Société d'Etudes pour la Propulsion par Réaction (SEPR), was founded for the purpose of developing France's own domestic rocket engines.[1]

The specific origins of the Griffon can be traced back to a requirement issued by the French Air Staff during the late 1940s calling for an advanced point defence interceptor aircraft capable of relatively high speeds.[1] Various aviation companies took an interest in this requirement and elected to pursue responses. Engineers at Arsenal de l'Aéronautique instigated studies into swept and delta wings using supersonic gliders, the Arsenal 1301 and Arsenal 2301. Results from these flight tests favoured the delta configuration, which was incorporated into design studies using a variety of powerplants. By this time Arsenal had been privatised as SFECMAS - Société Française d'Etude et de Construction de Matériel Aéronautiques Spéciaux. Powered by a large ramjet with turbojet sustainer, the Griffon was renamed from the SFECMAS 1500 Guépard (Cheetah) after SFECMAS was merged with SNCAN to form Nord Aviation.[2]

On 24 August 1953, a pair of prototypes were initially ordered in writing, although the final contract (No. 2003/55) would not be issued until 1955. Although intended to eventually fulfil a requirement for a light interceptor capable of operation from 1,000m grass runways, these two prototypes were ordered without any military equipment installed, being intended for research purposes only.[3] Nord was not alone in producing such prototypes, as the rival French aircraft company SNCASO had also received instructions to produce such an aircraft for flight testing, which emerged as the competing SNCASO Trident.[1] Nord also benefitted from international expertise to aid in honing its design, such as the Austrian aerospace engineer Eugen Sänger.[4]

In terms of its basic configuration, the Griffon comprised a large tubular fuselage which supported the middle set delta wings, fin with rudder and the forward fuselage, which extended forwards over the turbo-ramjet air intake.[3] It was primarily constructed of various lightweight alloys. The forward fuselage accommodated the single-seat cockpit and had small delta canards positioned at either side of this cockpit. The aircraft was fitted with an tricycle undercarriage that retracted into the wings and the underside of the air intake.[3]

A key innovation of the Griffon was its dual propulsion arrangement, which incorporated a turbojet-ramjet powerplant.[5] Operationally, the turbojet would enable the aircraft to perform unassisted takeoffs (ramjets cannot produce thrust at zero airspeed, and thus cannot move an aircraft from a standstill) while the ramjet would providing additional thrust once the aircraft had attained an airspeed in excess of 1,000 km/h (600 mph). To reduce risks in using the relatively new turbo-ramjet powerplant, the first Griffon (Nord 1500-01 Griffon I) was constructed with only the ATAR 101F turbojet engine installed, giving this prototype a maximum thrust output of only 3,800 kgf.[6]

Flight testing

On 20 September 1955, the Griffon I performed its maiden flight, being piloted by Major André Turcat.[3] Flight testing quickly proved the aircraft to be underpowered, a determination that was compounded by the cancellation of plans to install the planned ramjet propulsion system. Despite this reported lack of power, the Griffon I still managed to attain a recorded maximum speed of Mach 1.17.[3] The Griffon I was largely similar to the later ramjet-equipped Griffon II; amongst the few visible differences between the two aircraft were the smaller intake and two-position exhaust nozzle used only on the Griffon I. The principal contribution of the Griffon I was to validate the aerodynamic aspects and onboard systems of the design.[6]

Nord 1500-01 Griffon I during a test flight, circa 1956

On 23 January 1957, the Griffon II performed its first flight. During April 1957, all flying of the Griffon I was ceased in favour of focusing on the ramjet-equipped Griffon II.[6] During a high speed test flight conducted in 1958, the Griffon II successfully attained a peak speed of Mach 2.19 (2,330 km/h or 1,450 mph) while being piloted by Turcat. This milestone was viewed as having proved the basic design of the aircraft to be sound.[6][7] However, the flight test programme had revealed several technical difficulties were present in the aircraft, including concerns regarding kinetically-generated heat; the thermal issues were exacerbated by a lack of temperature-resistant materials, such as Inconel or titanium, for portions of the airframe that encountered the highest temperatures. The ramjet was determined to have functioned well when the aircraft was flown at high speeds, but exhibited instability while flying at medium speeds.[6]

Nord envisioned the refinement of the design into an operational aircraft, which it occasionally referred to as the Super Griffon.[8] However, no such production version of the design would ever be constructed; this was principally due to officials recognising that less complex and cheaper aircraft were capable of not only satisfying all of the outlined requirements, but of also exceeding several of them. Ultimately, the French aircraft company Dassault Aviation fulfilled the role via its newly-developed Mirage III fighter instead.[8][9]

Variants

SFECMAS 1500 Guépard
The original designation and name of the initial design studies carried out at SFECMAS.[2]
Nord 1500-01 Griffon I
The first aircraft completed with only the SNECMA Atar 101F afterburning turbojet component of the planned turbo-ramjet powerplant.[3]
Nord 1500-02 Griffon II
The second aircraft fitted with the definitive turbo-ramjet powerplant.[6]
Nord Super Griffon
A projected scaled up operational development of the Griffon II, with a 2m diameter ramjet and retractable canards, intended to reach M3, constructed mainly of stainless steel.[8]

Aircraft on display

Forward view of the preserved 1500-02 Griffon II. Note the large air intake beneath the cockpit

The Nord 1500-02 Griffon II was preserved following its retirement. The aircraft is presently on display in the French Air and Space Museum, at Le Bourget, near Paris.[10]

Specifications (Nord 1500-2 Griffon II)

SNECMA ATAR 101E-3 turbojet engine and Nord Stato-Réacteur ramjet on static display

Data from Jane's Pocket Book of Research and Experimental Aircraft[11]

General characteristics

  • Crew: 1
  • Length: 14.54 m (47 ft 8 in)
  • Wingspan: 8.1 m (26 ft 7 in)
  • Height: 5 m (16 ft 5 in)
  • Wing area: 32 m2 (340 sq ft)
  • Gross weight: 6,745 kg (14,870 lb)
  • Powerplant: 1 × SNECMA ATAR 101E-3 turbojet engine, 34.3 kN (7,700 lbf) thrust
  • Powerplant: 1 × Nord Stato-Réacteur ramjet, 68.0 kN (15,300 lbf) thrust

Performance

  • Maximum speed: 2,330 km/h (1,450 mph, 1,260 kn)
  • Maximum speed: Mach 2.19
  • Wing loading: 210 kg/m2 (43 lb/sq ft)

See also

Related development

Aircraft of comparable role, configuration, and era

References

  1. ^ a b c d Pelt 2012, p. 158.
  2. ^ a b "L'Arsenal de l'aéronautique" (PDF). www.hydroretro.net. 18 August 2007. Retrieved 16 June 2011.
  3. ^ a b c d e f "Griffon overview". jpcolliat.free.fr. 30 April 2003. Retrieved 16 June 2011.
  4. ^ Hirschel, Prem and Madelung 2012, p. 331.
  5. ^ El-Sayed 2016, p. 478.
  6. ^ a b c d e f "Griffon II". jpcolliat.free.fr. 30 April 2003. Retrieved 16 June 2011.
  7. ^ El-Sayed 2016, p. 339.
  8. ^ a b c "Griffon derivatives". jpcolliat.free.fr. 30 April 2003. Retrieved 16 June 2011.
  9. ^ "Mirage III." Dassault Aviation, 18 December 2015.
  10. ^ "Nord-Aviation Nord 1500-02 Griffon II". museeairespace.fr. Retrieved 7 November 2020.
  11. ^ Taylor 1976, p. 167.

Bibliography

  • El-Sayed, Ahmed F. Fundamentals of Aircraft and Rocket Propulsion. Springer, 2016. ISBN 1-447-16796-1.
  • Hirschel, Ernst Heinrich., Horst Prem and Gero Madelung. Aeronautical Research in Germany: From Lilienthal until Today. Springer Science & Business Media, 2012. ISBN 3-642-18484-7.
  • Pelt, Michel van. Rocketing into the Future: The History and Technology of Rocket Planes. Springer Science & Business Media, 2012. ISBN 1-461-43200-6.
  • Taylor, John W.R. Jane's Pocket Book of Research and Experimental Aircraft, London: Macdonald and Jane's Publishers, 1976. ISBN 0-356-08409-4.

External links

Wikimedia Commons has media related to Nord 1500.
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