(SNCASO) SO.6020 Espadon @·AIRCRAFTUBE

  • The SO.6020.03 later becomes the SO.6025 The SO.6020.03 later becomes the SO.6025
    The SO.6020.03 later becomes the SO.6025
  • Mockup of the SO.6020 Espadon Mockup of the SO.6020 Espadon
    Mockup of the SO.6020 Espadon
  • The SNCASO SO.6020.03 later became the SO.6025 The SNCASO SO.6020.03 later became the SO.6025
    The SNCASO SO.6020.03 later became the SO.6025
  • The SNCASO SO.6020.01 The SNCASO SO.6020.01
    The SNCASO SO.6020.01
  • The SO.6020.02 later became the SO.6026 The SO.6020.02 later became the SO.6026
    The SO.6020.02 later became the SO.6026
  • The SNCASO SO.6020.01 Espadon with its Marboré turbojets The SNCASO SO.6020.01 Espadon with its Marboré turbojets
    The SNCASO SO.6020.01 Espadon with its Marboré turbojets
  • The SNCASO SO.6021 The SNCASO SO.6021
    The SNCASO SO.6021
  • Jacques Guignard Jacques Guignard
    Jacques Guignard
  • SO.6020.02 SO.6020.02
    SO.6020.02
  • SNCASO SO.6021 Espadon SNCASO SO.6021 Espadon
    SNCASO SO.6021 Espadon
  • The SO.6020.01 The SO.6020.01
    The SO.6020.01
  • Mockup of the SO.6020 Espadon Mockup of the SO.6020 Espadon
    Mockup of the SO.6020 Espadon
  • The SO.6020.02 later became the SO.6026 The SO.6020.02 later became the SO.6026
    The SO.6020.02 later became the SO.6026
  • The Turboméca Marboré The Turboméca Marboré
    The Turboméca Marboré
  • The Rolls-Royce Nene The Rolls-Royce Nene
    The Rolls-Royce Nene
  • The SO.6020.03 later became the SO.6025 The SO.6020.03 later became the SO.6025
    The SO.6020.03 later became the SO.6025
  • SO.6025 SO.6025
    SO.6025
  • The SNCASO SO.6020.01 Espadon The SNCASO SO.6020.01 Espadon
    The SNCASO SO.6020.01 Espadon
  • SNCASO SO.6021 Espadon SNCASO SO.6021 Espadon
    SNCASO SO.6021 Espadon
  • The SO.6020.03 later became the SO.6025 The SO.6020.03 later became the SO.6025
    The SO.6020.03 later became the SO.6025
  • Mockup of the SO.6020 Espadon Mockup of the SO.6020 Espadon
    Mockup of the SO.6020 Espadon
  • The SNCASO SO.6020.01 Espadon with its Marboré turbojets The SNCASO SO.6020.01 Espadon with its Marboré turbojets
    The SNCASO SO.6020.01 Espadon with its Marboré turbojets
  • The SO.6020.02 Espadon The SO.6020.02 Espadon
    The SO.6020.02 Espadon
  • The SO.6020 Espadon The SO.6020 Espadon
    The SO.6020 Espadon
  • Michel Rétif, André Turcat, Henri Perrier and Jacques Guignard<br>(28 February 1969, the Concorde crew) Michel Rétif, André Turcat, Henri Perrier and Jacques Guignard<br>(28 February 1969, the Concorde crew)
    Michel Rétif, André Turcat, Henri Perrier and Jacques Guignard
    (28 February 1969, the Concorde crew)

SNCASO Espadon

The SNCASO Espadon (Swordfish) was a post-war prototype French interceptor designed and built by SNCASO. Several versions were built or rebuilt under the SO.6020, SO.6021, SO.6025 and SO.6026 denominations. The underpowered aircraft never entered service, and the Dassault Ouragan was preferred. It was then used for the development of engines for the SO.9000 Trident and aerodynamic studies at transonic speeds. The Espadon was the first European aircraft to pass the sound barrier in level flight.

SO.6020

In the immediate post-war, the Air Force tried to catch up with the years of occupation. On March 25, 1946 a specification was emitted for an "interceptor and assault aircraft". The specifications were:

  • The aircraft must have a speed exceeding 900 km/h to 10,000 m.
  • It's range would allow a climb to 10.000 m in overpowered conditions, one hour flight at 10,000 m, of which three quarters would be flown at cruise speed and a quarter at maximum speed.
  • It should be able to take off in less than 1,200 m.
  • Its armament was to consist of 6 HS-404 20mm cannon or four 30 mm guns with ammunition for 10 seconds of shooting.
  • It would be able to carry rockets under the wings.
  • Its front and rear armor should be able to stop 12.7 mm bullets.
A contract was signed on June 28, 1946 with SNCASO for preliminary studies, mockups and the construction of three prototypes designated. At least one of the prototypes had to be powered by a French Rateau Anxionnaz GTS-65 turbojet, but it was not ready in time and the aircraft were equipped with Rolls-Royce Nene's license built by Hispano-Suiza. The Espadon was designed by Lucien Servanty around a bulky body that was to receive all weapons, all the fuel, the engine and other equipment. Swept wings were mounted in middle position. The engine was fed through a ventral air inlet.

Officials services envisaged in October 1946 to order 230 machines and even 355 a year later. A production of 20 aircraft per month was to extend until the end of 1951. However from 1948, doubts about the real performances were born and financing of the first 100 aircraft was adjourned. Marine would still order the prototype of a carrier based version to study problems related operating jet aircraft at sea, but this version was never built.

The first flight of Nr.1 prototype was to be done on March 31, 1948, however due to late delivery of radio equipment, it flew on November 12, 1948 with Daniel Rastel at the controls. The tests revealed that the flying qualities were adequate although controls were considered a bit heavy and a stability problem needed to increase the tail vertical surface. Furthermore, although the plane was not at full load (weapons and cabin pressurization were not yet installed), it showed extremely underpowered. In level flight, performance requirements were almost achieved but in the take-off, acceleration and climb phases, they were not satisfactory. The tests also revealed problems with the ventral air intake: it was less effective than expected from an aerodynamic point of view and especially its position in the axis of the front wheel increased the risk of collecting debris.

In March 1949, it became clear that the Espadon would not fulfill its interceptor role, and the official services therefore turned to the Dassault Ouragan and SNCASE Mistral.

The second prototype was to make its first flight on September 15, 1948, but significant modifications resulting from the Nr.1 tests delayed this for more than a year. It's only on September 16, 1949 that Jacques Guignard performed the first take off. To correct the problems posed by the ventral air intake, some kind of NACA side inlets were fitted, supposed to suck air to power the reactor through some fins. Despite conducting long development tests, it appeared that they were unable to provide sufficient air to the reactor. Protruding air intakes were considered but were never installed because of the resulting increased aerodynamic drag.

Meanwhile, the Nr.1 prototype was damaged on December 1, 1949, when a failure of the electrical circuit resulted in an unsafe gear that collapsed on landing, the aircraft terminating its run on its belly. It was then repaired and brought to standard prototype Nr.2. This aircraft continued the tests that had been planned for Nr.1, in addition to following its own program until February 1951, when it was decided to upgrade it as the SO.6026.

The third prototype was planned to become a reconnaissance version, following the failure of the VB.10 project in the spring of 1948. The aircraft then received cameras in the nose. However, the Ouragan was considered equally capable of performing these tasks, and as it was already produced in series, Nr.3 was turned into SO.6025 before making its first flight.

SO.6021

In 1947, it seemed clear that the Espadon was too heavy to become an effective interceptor. On the other hand, it seemed possible to make an all weather fighter out of it. SNCASO then proposed to the Air Force a lighter version with increased wing area which was named the SO.6021. A prototype was ordered by amendment to the initial contract.

This version saw its wing area increased to 26.5 m2. The cabin size was reduced and the canopy was lowered, the tail fin was enlarged and simplified and the landing gear was strengthened. The SO.6020 armament was kept, consisting of six 20mm guns and the "NACA" air inlets of the second prototype. The aircraft was equipped with under development Jacottet-Leduc servo controls on the three axes and was to receive radar or infrared detector in the nose. In all, the plane weight had been reduced by 700 kg.

The SO.6021 made its first flight on September 3, 1950, with Jacques Guignard at the controls. It served primarily for aerodynamic testing. In July 1951, the state launched a contract (No. 2158/51) concerning research on the Mach limit. The SO.6021, as well as the two SO.6020 prototypes participated in the systematic exploration of the high subsonic range. In these tests, Mach 0.96 was reached in a shallow dive, at a time where no French aircraft had passed the sound barrier. The SO.6021 participated in several studies to test different engines including in particular that one of the SO.9000 Trident.

In 1951, SNCASO proposed to the Air Force (Armée de l'Air) an optimized version for low level flight. The unit was re-engined with an afterburner equipped Rolls-Royce Tay. The plane was to receive two HS-603 30mm cannon and rockets. The air force did not follow on this proposal.

On 5 July 1951, contract Nr. 5037/46 was canceled, thus ending any possibility of making the Espadon a military aircraft. In September 1951, American pilots made several flights on the SO.6021. They concluded that the aircraft had good flying qualities and was a good shooting platform, but its lack of comfort, the too complicated landing gear and especially its lack of power were really problematic. It seemed to them that it was useless to go on trying to improve this machine.

However, two contracts (No 2324/51 and No 4131/52) were signed in 1951 to transform SO.6021 and SO.6020 Nr.1 prototype in engine test benches. They received light Turbomeca Marboré II jet engines mounted at the wing tips. Those engines were to be used for the interceptor program of 1953. Subsequently it was planned to equip the aircraft with Marboré III and Rolls-Royce Viper engines, licensed built by Dassault, but finally in July 1955 it was decided to install the Turbomeca Gabizo. However, when the program ended in 1956, the SO.6021 had only flown with an asymmetric setup consisting of a Gabizo and a Marboré engines.

SO.6025

The SO.6025 was actually the third SO.6020 prototype which was modified before its first flight. The aircraft had the same wings as the second prototype and was equipped with a SEPR 25 rocket engine installed under the belly behind the engine air intake. The nitric acid tank could be jettisoned and could be used for three and a half minutes. The aircraft made its first flight without rocket engine on December 28, 1948. In 1951 the contract Nr. 2316/51 was past to experiment with liquid fuel rockets on SO.6025 and the second SO.6020 that became SO.6026 on the occasion. SO.6025 made its first flight with a rocket engine on June 10, 1952 after undergoing various modifications such as the installation of servo controls, new air brakes and a SNCASO ejection seat replacing the Heinkel.

On December 15, 1953, Charles Goujon broke the sound barrier in level flight. Although unofficial, this performance made the Espadon the first European supersonic aircraft. Subsequently, between 1954 and 1955, it served mainly in the development of the main SO.9000 Trident engine, decreasing at the same time its own test program. The aircraft stopped flying in 1955.

It then served as a target on the Suippes shooting Range, but it was recovered in 1971 by the "Ailes Anciennes Alsace" (Old Wings Alsace) and then transferred to "Ailes Anciennes Toulouse" in 1987 where it is preserved.

SO.6026

In 1951 the second SO.6020 was transformed into SO.6026. It then received a SEPR 251 rocket engine in the rear fuselage, its nozzle being at the same level as that of the reactor. The nitric acid tanks were placed at the wing tips. The modified aircraft flew on October 15, 1951 but because of a long development phase, it only made its first flight using the rocket engine on 28 March 1953. SO.6026 also participated in the development of the Trident engines and stopped flying in early 1955.

Characteristics

The Espadon had median mounted wings and retractable tricycle landing gear. The fuselage was made up of three parts: The front one consisted of a beam supporting the armament, the nose landing gear and the pressurized cabin. The central part was made up of three strong frames connected with the other sections and supporting the efforts of the wings and the engine. This section also housed the fuel tanks. Shielding plates were mounted in the shell-type rear tail unit to protect the pilot and the engine.

The bolted to the fuselage wings were placed in middle position to reduce the aerodynamic disturbances. They had an elongation of 4.5, a positive dihedral angle of 5° and a deflection of 30° at 25% of the chord. They received the main landing gear fixings, and tip fairings could be replaced with marginal 400 liters tanks. The trailing edge was equipped with slot flaps and air brakes.

The front landing gear was falling backwards under the front frame. The main one retracted inwards, swiveled by 90° before entering the fuselage.

The Nene Rolls-Royce engine was attached to the central body via a tube frame. It was fed with air through an inlet located below the body on the first prototype and on the SO.6025, while on the second prototype and SO.6021, the air came in through lateral inlets located under the rear wings. The five fuel cells were located in the fuselage and their total capacity was 2,600 liters (without marginal cans). The SO.6025 and SO.6026 received in addition a SEPR 25 or SEPR 251 nitric acid/TX operated rocket engine (TX was a mixture of triethylamine and xylidine). The pumps were actuated from the main engine.

The originally planned armament included four 30mm heavy guns and four 12.7mm machine guns. There was also projects for the installation of four 30mm guns or six 20mm HS-404 guns or six HS-420 15mm machine guns. This armament could be supplemented by a shooting control radar or replaced by reconnaissance cameras.

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SNCASO Espadon

SO.6020

  • Role : Interceptor.
  • Constructor : SNCASO.
  • Statut : Prototype.
  • First flight : 12 November 1948.
  • Number built : 3.
  • Crew : 1 pilot.
  • Wingspan : 10.60 m.
  • Length : 15 m.
  • Height : 4.55 m.
  • Wing area : 25.2 m².
  • Empty weight : 5,354 kg.
  • Fuel : 2,100 kg.
  • Operational weight : 7,454 kg.
  • Maximum Take-off weight : 8,064 kg.
  • Maximum speed : 967 km/h.
  • Ceiling : 12,000 m.
  • Climb speed : 1,860 m/min.
  • Endurance : 1 h 30 min.
  • Powerplant : One simple-flux Nene 100-102 without post-combustion. licence built by Hispano-Suiza.
  • Thrust : 22.3 kN.
  • Armament (forecast) : Four 20 mm Hispano-Suiza HS-404 cannon.
  • Avionics : 1 radar (forecast).

SO.6021

  • First flight : 3 September 1950.
  • Retired : 1956.
  • Number built : 1.
  • Wingspan : 10.60 m.
  • Length : 15.00 m.
  • Height : 4.715 m.
  • Wing area : 26.5 m².
  • Empty weight : 4,715 kg.
  • Fuel : 2,100 kg.
  • Operational weight : 6,870 kg.
  • Maximum Take-off weight : 8,350 kg.
  • Maximum speed : 860 km/h.
  • Ceiling : 13,000 m.
  • Climb speed : 1,620 m/min.
  • Endurance : 2 h 30 min.
  • Powerplant : One simple-flux Nene 100-102 without post-combustion. licence built by Hispano-Suiza.
  • Thrust : 22.3 kN.
  • Armament (forecast) : Four 20 mm Hispano-Suiza HS-404 cannon.
  • Avionics : 1 radar (forecast)

  • SO.6025

    • First flight : 28 December 1949.
    • Number built : 1.
    • Wingspan : 10.60 m.
    • Length : 15 m.
    • Height : 4,715 m.
    • Wing area : 26.5 m².
    • Empty weight : 4,275 kg.
    • Maximum Take-off weight : 9,040 kg.
    • Powerplant : One simple-flux Nene 100-102 without post-combustion. licence built by Hispano-Suiza + one SEPR 25 rocket engine.
    • Thrust : 22.3 kN + 14.7 kN.
    • Avionics : Reconnaissance cameras (forecast).

    SO.6026

    • First flight : 15 October 1951.
    • Date de retrait : 1955.
    • Number built : 1.
    • Wingspan : 10.60 m.
    • Length : 15 m.
    • Height : 4,715 m.
    • Wing area : 26.5 m².
    • Maximum Take-off weight : 9,360 kg.
    • Climb speed : 1,320 m/min.
    • Powerplant : One simple-flux Rolls-Royce RB.44 Tay with post-combustion + one SEPR 251 rocket engine.
    • Thrust : 34.3 kN + 14.7 kN.

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