Misplaced Pages

#638361

47-640: In 1941 the Farman brothers reestablished the firm as the " Société Anonyme des Usines Farman " (SAUF), but only three years later it was absorbed by Sud-Ouest . Maurice's son, Marcel Farman, reestablished the SAUF in 1952, but his effort proved unsuccessful and the firm was dissolved in 1956. The Farman brothers designed and built more than 200 types of aircraft between 1908 and 1941. They also built cars until 1931 and boats until 1930. In 1907, Henri Farman bought his first aircraft from Gabriel Voisin and soon began to improve

94-537: A jet-powered aircraft capable of functioning as a bomber, a low-level attack aircraft, or an all-weather interceptor. In response, SNCASO adapted its existing S.O. 4000 design to perform the desired roles. During 1951, prototype testing had demonstrated promising performance for the type, which encouraged its further development. Named the Vautour , the IIB bomber variant was used to carry France's nuclear weapons in addition to

141-579: A MF prefix. The Farman firm designed and built a number of motor car models  [ fr ] , including: During the 1920s, Farman Aviation briefly dabbled in building airboats (known generally by the French term "hydroglisseurs"). Farman's boat-building followed directly from its aircraft experience. During the First World War , Farman-built aircraft engines and propellers from Farman MF.7s were used to build airboats that were successfully used during

188-604: A conventional arsenal; as such, for some years the Vautour was an important element of the nation's nuclear deterrent . According to aviation authors Bill Gunston and Peter Gilchrist, "It would be fair to claim that in the early 1950s the Vautour was the most promising twin-jet warplane in Western Europe". SNCASO developed several variants of the Vautour for different purposes, including the interceptor role; several were proposed but ultimately unbuilt. During 1956, two years prior to

235-518: A great impetus to undertaking advanced research projects. Amongst the first new aviation projects to be launched in France during the postwar era was SNCASO's jet-powered Sud-Ouest Triton . According to aviation author John W.R. Taylor, the origins of the Triton can be traced back to a clandestine research effort conducted during 1943, headed by the French aeronautics engineer Lucien Servanty . Shortly after

282-559: A load-bearing hook . Akin to the later Aérospatiale Alouette II helicopter, the Djinn made considerable use of pneumatic systems. According to aerospace publication Flight International , considerable weight savings had been on the rotorcraft via the use of bleed air to operate various cockpit indicators and functions, including the blind-flying instruments , fuel gauges , cabin heaters , windshield demisters , trimmers , air/sea rescue hoists and crop-spraying equipment. The rotorcraft

329-558: A new factory in Déols during that same year. The company's fortunes, along with that of the wider French nation, were heavily affected by the events of the Second World War , particularly the formation of the occupation of France by German forces . Despite the country's hardship during the conflict, SNCASO continued to operate. During 1941, the Paris design bureaus of both the nationalized and

376-453: A protective cage surrounding the propeller. Farman's airboats sold for 25,000 to 50,000 francs depending on the model, a price that proved too steep for potential buyers; the company pulled out of the boat business by the end of the 1920s. SNCASO SNCASO (abbreviated from Société nationale des constructions aéronautiques du Sud-Ouest [sɔsjete nasjɔnal de kɔ̃stʁyksjɔ̃ aeʁɔnotik dy syd wɛst] , or commonly, Sud-Ouest )

423-554: A record in its class. During the late 1950s, an improved version of the Djinn, tentatively designated as the Djinn III or Super Djinn , was being studied by Sud Aviation, who held the intention of pursuing further development of the type at one point. As envisioned, the modifications present upon the projected Super Djinn variant would have included the adoption of the newer Turbomeca Palouste IV engine; alongside other changes, it would have possessed both greater power and endurance than

470-481: A spherical thrust bearing, was mounted on a steel pylon by means of a ball joint and rubber shock absorbers . Unlike some of the experimental tip-jet designs of the era, a 'cold' tip-jet approach was used: that there was no combustion activity present at the exhaust nozzles installed at the ends of the rotor blades. Consequently, the nozzles produced little noise in operation, and were claimed by Sud-Ouest to be "noiseless". The all-metal rotor blades, through which

517-443: Is a French two-seat light helicopter designed and manufactured by aircraft manufacturer Sud-Ouest (SNCASO) , which was later merged into Sud Aviation . It was the first production French helicopter, as well as being one of the first practical European helicopters to be produced. The Djinn was also the first rotorcraft to harness tip-jet propulsion to enter production, and the first production turbine powered helicopter. The Djinn

SECTION 10

#1732876167639

564-718: The Mesopotamian Campaign fought by Britain and her colonial subjects against the forces of the Ottoman Empire in Mesopotamia (modern day Iraq ). Following the success of these improvised airboats, Britain began ordering purpose-built airboats from Farman and Charles de Lambert 's company for use on the Tigris and Euphrates rivers. Farman Aircraft began producing civilian airboats in the 1920s. Its first non-military airboat sailed in 1920, though its first civilian airboat for sale

611-457: The Sud-Ouest Djinn . On 1 March 1957, SNCASO merged with another French nationalised aviation company, SNCASE , ( Société nationale des constructions aéronautiques du Sud-Est ), to form Sud Aviation . Following the resolution of the 1936 general strike of French heavy industry, the government of Léon Blum introduced an act to nationalize the French war industry. The act provided for

658-535: The Ariel, the type did rely upon the same basic concept of feeding compressed air, which was generated by an onboard pump, to the tips of the vehicle's rotor blades to drive the movement of the blades. A single seat prototype, designated SO.1220 , was constructed to function as an aerial test bed for the rotorcraft's propulsion concept. On 2 January 1953, the SO.1220, which was a simple uncovered structure with an exposed seat for

705-423: The Triton was ultimately abandoned during the early 1950s; it was never use in any operational circumstance. The design had been rendered obsolete by the rapid pace of advancements, both in terms of jet propulsion specifically and wider aerospace capabilities generally, with numerous jet-powered designs being produced around this timeframe. SNCASO also branched out into helicopters. It gained useful experiences from

752-533: The Triton, which would become the first French jet-powered aircraft to fly, it was decided to use the German -designed Junkers Jumo 004 -B2 engine after severe development issues were encountered with the indigenously developed Rateau-Anxionnaz GTS-65 turbojet engine. The British Rolls-Royce Nene turbojet engine was also adopted for multiple of the prototypes. On 11 November 1946, the first prototype Triton performed its maiden flight . However, further development of

799-408: The Vautour even entering squadron service, France issued a more demanding requirement for a supersonic replacement aircraft. The Vautour was viewed as a stop-gap measure for the nuclear deterrent role, as its performance in this role was typically thought to be limited at best, while this more capable follow-on aircraft was under development. While the newer bomber requirement would ultimately result in

846-479: The airframe, work on the project was abandoned. According to Gunston and Gilchrist, the SO.4000 was a very heavy aircraft, which only compounded the weakness of possessing relatively little engine power, giving it an extremely poor thrust-to-weight ratio even when empty; they also criticised it as possessing "useless capabilities". During June 1951, the French Armée de l'Air (AdA) issued a separate requirement for

893-447: The compressed air travelled to be ejected at the blade tips, consist of a spar of tapering thickness, a honeycomb -filled trailing edge , and feature faired roots to the increase their lift coefficient. It was claimed that the blades possessed a highly homogenous structure, a highly finished surface and a constant profile, and could be easily dismantled to facilitate inspection of the main spar. The blade had no risk of icing owing to

940-655: The creation of seven nationalised aeronautical manufacturing companies: six for aircraft ( SNCASE , SNCASO, SNCAN , SNCAO , SNCAM , SNCAC ), and one for aircraft engines ( SNCM - Lorraine-Dietrich ). In accordance with this agreement, SNCASO was formed on 16 November 1936 from the merger of the factories of Blériot of Suresnes , Bloch of Villacoublay and Courbevoie , SASO ( Société Aéronautique du Sud-Ouest ) of Bordeaux - Mérignac , UCA ( Usine de Construction Aéronautique ) of Bordeaux - Bègles , Société Aérienne Bordelaise (SAB) of Bordeaux - Bacalan and Lioré et Olivier of Rochefort . Additionally, SNCASO constructed

987-476: The design of the aircraft; as a result it was known as either Farman I or Voisin-Farman I . In 1908, after further modifications which included re-covering it with Continental rubberized fabric and the addition of side-curtains, the aircraft was re-designated Farman I-bis . Ailerons were fitted after Wilbur Wright's flying demonstration at Le Mans in August 1908. A second aircraft, to be called Farman II ,

SECTION 20

#1732876167639

1034-464: The earlier Ariel experimental tip jet helicopter had given French aviation company Sud-Ouest a strong desire to pursue development of a practical light helicopter that would harness this technology. Out of their efforts towards this aim emerged the design of a light twin-seat rotorcraft, which was promptly designated as the SO.1221 Djinn . While this newer design did not share an identical tip jet system to

1081-405: The end of the conflict, the new French government issued a requirement, calling for a total of five prototype aircraft to be constructed for testing purposes. The development of indigenously designed jet aircraft was seen as of national importance to the government, being intended to symbolise and embody the speedy recovery of France's industrial and military strength. To speed up development of

1128-408: The experimental Sud-Ouest Ariel , a tip jet helicopter, that enabled the firm's design team to pursue development of a practical light helicopter that would harness this technology. They designed a compact and lightweight twin-seat rotorcraft, which was promptly designated as the Sud-Ouest Djinn . While this newer design did not share an identical tip jet system to the Ariel, the type did rely upon

1175-422: The first practical European helicopters to be produced. It was also the first tip-jet propelled rotorcraft to enter production. Almost immediately after the war, the resurgent French Air Force also produced a requirement for a jet bomber with a takeoff weight of roughly 25–30 tonnes and capable of flying at high- subsonic speeds; its development was viewed as a major technological challenge as it called for

1222-433: The internal current of warm air. The Djinn used relatively standard flight controls, such as the collective pitch control (upon which the throttle was positioned) and adjustable friction trims. Apart from its method of propulsion, the Djinn was a relatively conventional helicopter, featuring a two-seat side-by-side configuration in an enclosed cabin. The cockpit is provided with an array of plexiglas panels, which provide

1269-524: The manufacturer claimed the combination to be extremely difficult for an opposing tank to sight its adversary and to defend itself during the anticipated rapid speed of engagements. Having observed the development of the Djinn with considerable interest, the French Army encouraged the construction of a pre-production batch of 22 helicopters, which were used for evaluation purposes. The first of these pre-production aircraft flew on 23 September 1954. Three of

1316-484: The nationalised Aircraft Industry during the 1950s, SNCASO was merged with SNCASE to form Sud Aviation on 1 March 1957. Over the subsequent decades, Sud Aviation was in turn was amalgamated into French defense conglomerate Aérospatiale and eventually became a part of the multinational EADS group, today trading as the Airbus Group. Sud-Ouest Djinn The Sud-Ouest SO.1221 Djinn (alternatively written S.O.1221)

1363-409: The occupants with a high level of all-round visibility. Directly to the rear of the cockpit was the rotorcraft's single Palouste engine. The engine lacked any electronics and had to be hand-started via a crank handle located on the starboard side of the fuselage. The Djinn possessed the ability to fly at high overload weights for around 5 sec by correctly harnessing the accumulated kinetic energy of

1410-423: The original production model. The Sud-Ouest Djinn was the first tip-jet propelled rotorcraft to enter production. As such, the propulsion system involved a Turbomeca Palouste gas turbine engine that drove a pump to produce compressed air, which was in turn fed into the aircraft's hollow rotor blades to exit at their tips, causing the blades to rotate. The rotor hub assembly, which freely oscillated around

1457-410: The pilot, conducted its maiden flight ; early test flights of the rotorcraft proved the viability of the propulsion system. Accordingly, it was decided to proceed with the production of five two-seat prototypes, designated as the SO.1221 ; the first of these flew on 16 December 1953. Within a few days, one of the prototypes had climbed to a recorded altitude of 4,789 m (15,712 ft) to establish

Farman Aviation Works - Misplaced Pages Continue

1504-630: The pre-production helicopters were subsequently acquired by the United States Army , designating it as the YHO-1 , for the purpose of participating in their own series of trials; according to aviation author Stanley S. McGowen, the US Army held little interest in the type. According to author Wayne Mutza, the US Army had found the YHO-1 to be an excellent weapons platform, but had been compelled to abandon interest in

1551-489: The private aircraft firms were relocated; according to aviation historian Gérard Hartmann, this measure was taken to avoid capture. That same year, SNCASO took over the assets of the ailing SNCAO . The company worked on various projects throughout the war, often under a heavy level of secrecy, including into the new field of jet propulsion . France, akin to the other Allied nations in the war, had benefitted from captured Germany high speed research; these factors combined gave

1598-408: The production of France's first jet bomber. SNCASO was amongst several French aircraft manufacturers to tender, submitting its SO.4000 ; it received a development order for a pair of manned scale models and a full-sized prototype . During 1947, as a result of the rapid advances made in aviation technologies made around this time, plans for the SO.4000's production run were abandoned; nevertheless, it

1645-466: The programme by political opposition to the procurement of a rotorcraft that had non-American origins. The French Army ordered a total of 100 helicopters. The Djinn was operated by the French Army in variety of mission roles, such as liaison, observation, training purposes; when flown with a single pilot, it could be outfitted with two external litters for the casualty evacuation mission. In addition to

1692-457: The proof-of-concept SO.1220 performed its maiden flight ; it was followed by the first of the SO.1221 Djinn prototypes on 16 December 1953. During the subsequence test program, one of the prototypes was recorded as having achieved a world altitude record. Having been suitably impressed by the performance of the Djinn during testing, both the French Army and the German Army chose to procure

1739-484: The rotor; this 'jump' technique was successfully used to achieve certification for it to be operated to carry heavy payloads, some of which could represent up to 54% of the rotorcraft's overall gross weight. The Djinn featured a two-seat cockpit as standard, which accommodated a pilot and passenger. A range of specialised equipment could be outfitted to suit mission roles, such as stretcher carriers, spray bars, radio sets, electrical systems, additional fuel tanks, and

1786-485: The same basic concept of feeding compressed air, which was generated by an onboard pump, to the tips of the vehicle's rotor blades to drive the movement of the blades. First flying in January 1953, the Djinn proved itself to be a viable design; after several further prototypes were completed and tested, the type went into mass production. The Djinn was the first indigenously developed French helicopter, as well as being one of

1833-475: The selection, development and manufacture of the Dassault Mirage IV bomber; SNCASO chose to respond to the requirement, producing their own proposal of an envisioned Super Vautour . According to aviation author Bill Gunston, the unbuilt 'stretched' Super Vautour would have featured an increased combat radius of 1,700 miles as well as the ability to attain at least Mach 0.9. During the rationalisation of

1880-434: The type, as well as a number of other customers. Operationally, the type was used for various purposes, including liaison , aerial observation , training , and casualty evacuation . The Djinn was phased out of production during the 1960s as a consequence of the greater success of the comparably more conventional Aérospatiale Alouette II and Aérospatiale Alouette III helicopters. Positive experiences that had gained from

1927-524: Was Le Ricocheur (pictured at right), a closed-cabin prototype capable of carrying 12 passengers at speeds of up to 125 kilometres per hour (67 kn). Farman marketed airboats for use as water taxis and as light cargo vessels or patrol boats for French colonial governments, particularly on the Mekong and Niger rivers. These later airboats were open-cabin, like the airboats of today, though they tended to be somewhat larger, had higher freeboards , and lacked

Farman Aviation Works - Misplaced Pages Continue

1974-481: Was a French aircraft manufacturer . Created during 1936 as one of seven nationalised aeronautical manufacturing companies, SNCASO became a key French aircraft manufacturer following the end of the Second World War . It produced numerous innovation aircraft; amongst the company's more notable projects was the first French jet aircraft , the Sud-Ouest Triton , and the first indigenously-developed French helicopter,

2021-561: Was built by the Voisin brothers incorporating design refinements to Farman's specification. Voisin sold this aircraft to J.T.C. Moore-Brabazon , who exported it to England, where it was renamed the Bird of Passage . This episode angered Farman, who in early 1909 ended his association with Voisin and started building his own aircraft. Aircraft designed and built by Henri Farman had a HF prefix, while examples designed and built by his brother Maurice carried

2068-426: Was decided to complete the two scale models and the full size prototype for experimental purposes. Both scale models provided valuable data on features such as swept wings , pilot escape systems, spoiler control, and leading edge slats . On 5 March 1950, the SO.4000 was rolled out; by this point, it was already obsolete and lacking in capabilities compared to its contemporaries. Following an accident that damaged

2115-404: Was developed to function as a practical implementation of the earlier experimental Sud-Ouest Ariel rotorcraft. Atypically, the rotor was driven by compressed-air jets at the end of each blade, which had the benefit of eliminating the need for an anti-torque tail rotor. The compressed air was bled from the turbine engine, and the engine exhaust was use for directional control. On 2 January 1953,

2162-407: Was equipped with an uncovered tail boom, fitted with twin fins and a rudder ; both directional control and stability were provided by the controlled deflection of exhaust gases from the engine. As a consequence of the torque-free method of rotor propulsion, the Djinn did not require the presence of an anti-torque tail rotor . A simplistic wheel-equipped twin-skid arrangement was also present; this

2209-416: Was retractable by the same manually-operated crank handle used for engine start. The Djinn could also be deployed with multiple armaments. In the ground-attack role, it could be equipped with a single machine gun , which was manned from the second seat of the cockpit. For performing anti-tank warfare , the Djinn was able to carry a guided missile . When deployed in an effective manner against an adversary,

#638361