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79-646: Preliminary design studies for a replacement for the Morane-Saulnier MS-760 of the Argentine Air Force started at the Fábrica Militar de Aviones (FMA) in 1978, with these studies resulting in selection of a proposal powered by a single Garrett TFE731 turbofan with high, unswept wings. At the same time the FMA signed a partnership agreement with Dornier to develop the new aircraft. Although influenced by

158-655: A crucial early customer for the Paris, ordering a large batch of 50 aircraft to perform liaison duties for both the French Air Force and the French Navy, replacing older types such as the Nord Noralpha and Nord Norécrin . The securing of this order allowed Morane-Saulnier to proceed with quantity production of the type. On 27 February 1958, the first production aircraft performed its first flight. Early aircraft were provided with

237-661: A fleet of six MS.760Bs were flown on training duties by the Rijksluchtvaartschool based at Groningen Airport in the north of the Netherlands. From 1958 to the early 1970s, a single MS 760 was used as a flying classroom at the "College of Aeronautics" at Cranfield , United Kingdom ; the aircraft was equipped to study stability and control together with performance as part of the MSc course. The 14 MS.760 were assigned to Flight 11.S from 9 February 1959 onwards. The last plane, No. 88,

316-654: A handful of instances, after being forced to ditch in water. The first recorded case was Lt. B. D. Macfarlane of the Royal Navy Fleet Air Arm when he successfully ejected under water using his Martin-Baker Mk.1 ejection seat after his Westland Wyvern had ditched on launch and been cut in two by the carrier on 13 October 1954. Documented evidence also exists that pilots of the US and Indian navies have also performed this feat. As of 20 June 2011 – when two Spanish Air Force pilots ejected over San Javier airport –

395-404: A pair of Marboré VI 480 kg engines, wingtip fuel tanks, air conditioning , and an enlarged luggage compartment. Following the bankruptcy of Morane-Saulnier in 1961, the company was acquired by aviation firm Potez , who continued development on work on the type for a time. On 24 February 1964, a six-passenger version, designated MS.760C Paris III , performed its first flight; however, there

474-457: A price of $ 210,000 for a single US-built Paris, spare parts, maintenance tooling, and a training course to familiarise operators with tending to the needs of the relatively unfamiliar jet engine; this measure was due to relatively few private companies, let alone private operators, possessing any experience with jet propulsion. However, American sales of the Paris were not forthcoming, reportedly, only two sales were made during Beechcraft's tenure as

553-447: A re-design of the MS.755 to allow it to function as a four-seat liaison aircraft instead; accordingly, the new aircraft was later given the designation of MS.760 Paris . According to aerospace publication Flight International , the adaption from the earlier Fleuret to the Paris had been largely achieved via the elimination of the former's armament, the re-design of the cabin floor to remove

632-415: A rear-mounted engine (of the twin engines powering the design) powering a pusher propeller located at the aft end of the fuselage presenting a hazard to a normal "bailout" escape—and a few late-war prototype aircraft were also fitted with ejection seats. After World War II, the need for such systems became pressing, as aircraft speeds were getting ever higher, and it was not long before the sound barrier

711-503: A rebel-held radio station as well as the Punta Indio naval airfield, resulting in the destruction of several aircraft on the ground. During 2007, after 48 years of continuous service, the Argentine Air Force retired their last Paris . During 2009, a private company, JetSet International Ltd, purchased in excess of 30 retired MS760s from the French and Argentinian governments, along with

790-422: A safe landing speed. Thus, prior to the introduction of zero-zero capability, ejections could only be performed above minimum altitudes and airspeeds. If the seat was to work from zero (aircraft) altitude, the seat would have to lift itself to a sufficient altitude. These early seats were fired from the aircraft with a cannon, providing the high impulse needed over the very short length on the cannon barrel within

869-484: A solid propellant charge to eject the pilot and seat by igniting the charge inside a telescoping tube attached to the seat. As aircraft speeds increased still further, this method proved inadequate to get the pilot sufficiently clear of the airframe. Increasing the amount of propellant risked damaging the occupant's spine, so experiments with rocket propulsion began. In 1958, the Convair F-102 Delta Dagger

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948-586: A test pilot. The purpose of an ejection seat is pilot survival. The pilot typically experiences an acceleration of about 12–14 g . Western seats usually impose lighter loads on the pilots; 1960s–70s era Soviet technology often goes up to 20–22  g (with SM-1 and KM-1 gunbarrel-type ejection seats). Compression fractures of vertebrae are a recurrent side effect of ejection. It was theorised early on that ejection at supersonic speeds would be unsurvivable; extensive tests, including Project Whoosh with chimpanzee test subjects, were undertaken to determine that it

1027-413: A total of four seats, two in the front and two in the back, and a retractable tricycle landing gear. By the early 1960s, the main production focus of Morane-Saulnier firmly set on the Paris. According to Flight International , by May 1961, 100 aircraft had been completed and the type was being manufactured at a rate of four per month. At the same time, roughly 200 aircraft were reportedly on order; while

1106-557: Is a French four-seat jet trainer and liaison aircraft designed and manufactured by Morane-Saulnier . The Paris was based upon an earlier proposed trainer aircraft, the MS.755 Fleuret . Following the failure of the French Air Force to select the Fleuret, Morane-Saulnier opted to develop the design into a liaison aircraft and compact business jet . The primary difference between the two designs

1185-481: Is also used in the T-6 Texan II and F-35 Lightning II . Through-Canopy Penetration is similar to Canopy Destruct, but a sharp spike on the top of the seat, known as the " shell tooth ", strikes the underside of the canopy and shatters it. The A-10 Thunderbolt II is equipped with canopy breakers on either side of its headrest in the event that the canopy fails to jettison. The T-6 is also equipped with such breakers if

1264-433: Is designed to safely extract upward and land its occupant from a grounded stationary position (i.e., zero altitude and zero airspeed ), specifically from aircraft cockpits. The zero-zero capability was developed to help aircrews escape upward from unrecoverable emergencies during low-altitude and/or low-speed flight, as well as ground mishaps. Parachutes require a minimum altitude for opening, to give time for deceleration to

1343-512: Is equipped with the NPP Zvezda K-36DM ejection seat and the pilot is wearing the КО-15 protective gear, they are able to eject at airspeeds from 0 to 1,400 kilometres per hour (870 mph) and altitudes of 0 to 25 km (16 mi or about 82,000 ft). The K-36DM ejection seat features drag chutes and a small shield that rises between the pilot's legs to deflect air around the pilot. Pilots have successfully ejected from underwater in

1422-571: Is of no use on or near the ground if aircraft is in level flight at the time of the ejection. Aircraft designed for low-level use sometimes have ejection seats which fire through the canopy, as waiting for the canopy to be ejected is too slow. Many aircraft types (e.g., the BAE Hawk and the Harrier line of aircraft) use Canopy Destruct systems, which have an explosive cord (MDC – Miniature Detonation Cord or FLSC – Flexible Linear Shaped Charge) embedded within

1501-480: Is similar to that of a conventional fixed-wing aircraft; however the main rotors are equipped with explosive bolts to jettison the blades moments before the seat is fired. The only commercial jetliner ever fitted with ejection seats was the Soviet Tupolev Tu-144 . However, the seats were present in the prototype only, and were only available for the crew and not the passengers. The Tu-144 that crashed at

1580-607: The Brazilian Air Force . On 18 July 1956, the French government requisitioned a batch of 50 aircraft, including 14 of which that were destined for the Navy, from Morane-Saulnier. The first plane was delivered on 9 February 1959 to Naval Air Station (N.A.S.) Dugny-Le Bourget , before going to the C.E.P.A. (directly translated as Aeronautical Practical Experiment Center - in English this would probably be "Flight Test Centre") in 1959–60, for

1659-518: The Convair F-106 Delta Dart . Six pilots have ejected at speeds exceeding 700 knots (1,300 km/h; 810 mph). The highest altitude at which a Martin-Baker seat was deployed was 57,000 ft (17,400 m) (from a Canberra bomber in 1958). Following an accident on 30 July 1966 in the attempted launch of a D-21 drone , two Lockheed M-21 crew members ejected at Mach 3.25 at an altitude of 80,000 ft (24,000 m). The pilot

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1738-594: The Dassault/Dornier Alpha Jet design, the Pampa differs in being a smaller aircraft, it is also single-engined and has straight supercritical wings rather than the swept ones of the Alpha Jet. It is constructed mainly of aluminium alloy, with carbon-fibre used for components such as the air intakes. The crew of two sit in tandem under a single-piece clamshell canopy. The avionics systems are also simpler than

1817-604: The Lexan polycarbonate canopy used on the F-16. Soviet VTOL naval fighter planes such as the Yakovlev Yak-38 were equipped with ejection seats which were automatically activated during at least some part of the flight envelope. Drag Extraction is the lightest and simplest egress system available, and has been used on many experimental aircraft. Halfway between simply "bailing out" and using explosive-eject systems, Drag Extraction uses

1896-550: The 1960s more advanced variants were developed such as the MS.760B Paris II and the six-seat MS.760C Paris III ; the latter would not enter production however. While four-seat propeller planes are commonplace, jet-powered aircraft with this seating arrangement, such as the Grumman EA-6B Prowler combat aircraft, have remained comparatively rare. The Paris has its origins within an earlier jet trainer aircraft developed by French aircraft manufacturer Morane-Saulnier . During

1975-576: The Advanced Concept Ejection Seat model 2 (ACES II), perform both functions as a single action. The ACES II ejection seat is used in most American-built fighters. The A-10 uses connected firing handles that activate both the canopy jettison systems, followed by the seat ejection. The F-15 has the same connected system as the A-10 seat. Both handles accomplish the same task, so pulling either one suffices. The F-16 has only one handle located between

2054-483: The Franco-German aircraft, which has an important secondary combat role. The Pampa prototype first flew on 6 October 1984. Data from Jane's All The World's Aircraft 1988–89 and Air Force Technology General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Morane-Saulnier MS-760 The Morane-Saulnier MS.760 Paris

2133-476: The French Air Force was still the primary customer for the type, additional export sales arrangements had been achieved with ten separate foreign countries. Flight International also reported that Morane-Saulnier had come to two separate agreements to license manufacturing of the Paris to other companies. As early as 1955, even prior to the Paris having entered into production, it was known that American manufacturer Beech Aircraft held considerable interest in

2212-555: The French Patent Office. The design was perfected during World War II . Prior to this, the only means of escape from an incapacitated aircraft was to jump clear ("bail out"), and in many cases this was difficult due to injury, the difficulty of egress from a confined space, g forces , the airflow past the aircraft, and other factors. The first ejection seats were developed independently during World War II by Heinkel and SAAB . Early models were powered by compressed air and

2291-447: The MDC fails to detonate. In ground emergencies, a ground crewman or pilot can use a breaker knife attached to the inside of the canopy to shatter the transparency. The A-6 Intruder and EA-6B Prowler seats were capable of ejecting through the canopy, with canopy jettison a separate option if there is enough time. CD and TCP systems cannot be used with canopies made of flexible materials, such as

2370-541: The Paris Air Show in 1973 was a production model, and did not have ejection seats. The Lunar Landing Research Vehicle , (LLRV) and its successor Lunar Landing Training Vehicle (LLTV), used ejection seats. Neil Armstrong ejected on 6 May 1968, following Joe Algranti and Stuart M. Present. The only spacecraft ever flown with installed ejection seats were Vostok , Gemini , and the Space Shuttle . Early flights of

2449-410: The Paris contained much of the avionics and electrical systems, including the radio , alternators , batteries and motors. Access to the engines was provided via a completely detachable tail unit; the wings could also be similarly detached without the necessity of removing the undercarriage. The sizable main canopy was a one-piece moulding , being 8 mm (0.3 lin) thick. For increased passenger comfort,

FMA IA-63 Pampa - Misplaced Pages Continue

2528-427: The Paris, including a payload of four passengers and 30 kg (66 lb) of baggage, was 3,397 kg (7,470 lb) and its maximum flight speed was 650 km/h (400 mph). According to the manufacturer, it was able to ascend to an altitude of 7,000m (22,900ft) in 18 minutes; at this altitude and at maximum continuous thrust, the aircraft had a flight endurance of 2 hours 45 minutes and a maximum range of 930 miles. In terms of fuel,

2607-512: The Paris, installed with the latest model of the Marboré engine, be dispatched to North American to perform demonstration flights totalling 500 flight hours. Later that year, this demonstration was conducted, during which the aircraft visited several major cities across both the United States and Canada . Detailed production plans were mooted by Beechcraft and Morane-Saulnier; one key difference of

2686-463: The Space Shuttle, which used Columbia , were with a crew of two, both provided with ejector seats ( STS-1 to STS-4 ), but the seats were disabled and then removed as the crew size was increased. Columbia and Enterprise were the only two Space Shuttle orbiters fitted with ejection seats. The Buran-class orbiters were planned to be fitted with K-36RB (K-36M-11F35) seats, but as the program

2765-445: The acquisition of the type certificate , tooling, components, engineering plans and drawings from SOCATA , the successor company to Morane-Saulnier. The company reportedly had ambitions to refurbish existing airframes and to install current-generation jet engines and avionics for the purpose of selling them on to operators for approximately $ 550,000. That same year, a new two-ship aerial demonstration team, called Team MS760 Aerobatics,

2844-478: The acrylic plastic of the canopy. The MDC is initiated when the eject handle is pulled, and shatters the canopy over the seat a few milliseconds before the seat is launched. This system was developed for the Hawker Siddeley Harrier family of VTOL aircraft as ejection may be necessary while the aircraft was in the hover, and jettisoning the canopy might result in the pilot and seat striking it. This system

2923-471: The aircrew to escape at airspeeds and altitudes high enough to otherwise cause bodily harm. These seats were designed to allow the pilot to control the plane even with the clamshell closed, and the capsule would float in case of water landings. Some aircraft designs, such as the General Dynamics F-111 , do not have individual ejection seats, but instead, the entire section of the airframe containing

3002-441: The airflow past the aircraft (or spacecraft) to move the aviator out of the cockpit and away from the stricken craft on a guide rail. Some operate like a standard ejector seat, by jettisoning the canopy, then deploying a drag chute into the airflow. That chute pulls the occupant out of the aircraft, either with the seat or following release of the seat straps, who then rides off the end of a rail extending far enough out to help clear

3081-484: The cabin was both fully pressurized and air-conditioned . On 29 July 1954, the prototype MS.760, registered F-WGVO (F-BGVO), took off on its maiden flight . Various features of its design, such as its T-shaped vertical stabilizer , low wing, and two Turbomeca Marboré II 400 kg turbojets internally mounted side by side within the aft fuselage, led to the aircraft being largely characterized for its inherent stability during flight. The French military emerged as

3160-418: The carriers and Naval Aviation), and first and second Aerial Regions liaisons. Eight MS.760 Paris were on the unit's flightline. During October 1997, following 40 years of service, the aircraft were retired at Landivisiau Naval Air Station. The MS.760s of the Argentine Air Force performed active combat operations during the suppression of the 1963 Argentine Navy Revolt , during which they were used to bomb

3239-570: The crew can be ejected as a single capsule . In this system, very powerful rockets are used, and multiple large parachutes are used to bring the capsule down, in a manner similar to the Launch Escape System of the Apollo spacecraft . On landing, an airbag system is used to cushion the landing, and this also acts as a flotation device if the Crew Capsule lands in water. A zero-zero ejection seat

FMA IA-63 Pampa - Misplaced Pages Continue

3318-437: The downward ejection hatch arrangement, and the repositioning of the cabin's rear bulkhead slightly aft. To avoid a reduction of the aircraft's available fuel tankage as a result of the latter change, the tank was re-profiled in other areas to expand it. In spite of these changes, the Paris still retained the favourable flying characteristics and did not entirely foreclose its use as a trainer aircraft. The Paris differed from

3397-455: The early 1950s, the French Air Force sought a jet trainer suitable to the ab-initio training sector; in response, Morane-Saulnier produced their own submission, designated as the MS.755 Fleuret . However, the military competition was ultimately won by another bid, which was produced in large numbers as the Fouga Magister . Shortly after this failure, Morane-Saulnier decided to embark upon

3476-615: The exception of the Kaman design, the pilot would still be required to parachute to the ground after reaching a safety-point for rescue. The AERCAB project was terminated in the 1970s with the end of the Vietnam War. The Kaman design, in early 1972, was the only one which was to reach the hardware stage. It came close to being tested with a special landing-gear platform attached to the AERCAB ejection seat for first-stage ground take offs and landings with

3555-635: The first aircraft to be fitted with such a system was the Heinkel He 280 prototype jet-engined fighter in 1940. One of the He 280 test pilots, Helmut Schenk, became the first person to escape from a stricken aircraft with an ejection seat on 13 January 1942 after his control surfaces iced up and became inoperative. The fighter was being used in tests of the Argus As 014 impulse jets for V-1 flying bomb development. It had its usual Heinkel HeS 8A turbojets removed, and

3634-491: The first operational military jet in late 1944 to ever feature one, the winner of the German Volksjäger "people's fighter" home defense jet fighter design competition; the lightweight Heinkel He 162 A Spatz , featured a new type of ejection seat, this time fired by an explosive cartridge. In this system, the seat rode on wheels set between two pipes running up the back of the cockpit . When lowered into position, caps at

3713-472: The flight tests necessary to develop training programs and materials. The type was also purchased by several countries such as Brazil and Argentina; 36 planes were license-built by Fabrica Militar de Aviones (FMA) in Argentina. The MS.760B Paris II, with various systems improvements and integral fuel tanks in the leading edges of the wing, first flew on 12 December 1960. Between September 1962 and November 1974,

3792-545: The hazard of the T-tail . In order to make this work, the pilot was equipped with "spurs" which were attached to cables that would pull the legs inward so the pilot could be ejected. Following this development, some other egress systems began using leg retractors as a way to prevent injuries to flailing legs, and to provide a more stable center of gravity . Some models of the F-104 were equipped with upward-ejecting seats. Similarly, two of

3871-492: The late 1960s. Three companies submitted papers for further development: A Rogallo wing design by Bell Systems; a gyrocopter design by Kaman Aircraft ; and a mini-conventional fixed wing aircraft employing a Princeton Wing (i.e. a wing made of flexible material that rolls out and then becomes rigid by means of internal struts or supports etc. deploying) by Fairchild Hiller . All three, after ejection, would be propelled by small turbojet engine developed for target drones. With

3950-503: The losses in men and aircraft in attempts to rescue them. Both services began a program titled Air Crew Escape/Rescue Capability or Aerial Escape and Rescue Capability (AERCAB) ejection seats (both terms have been used by the US military and defence industry), where after the pilot ejected, the ejection seat would fly them to a location far enough away from where they ejected to where they could safely be picked up. A Request for Proposals for concepts for AERCAB ejection seats were issued in

4029-502: The main fuselage tank contained up to 1,000 litres (220 gal), while a further 250 litres (55 gal) could be accommodated in each tip-tank. A feature that was intended to be used in emergency situations was the provisioning of the tip-tanks with electrically actuated valves, which enabled the rapid dumping of any remaining fuel. Actuation of the flaps , dive-brake and undercarriage was provided using electric motors delivering power via flexible shafts and Lear electric motors. The nose of

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4108-409: The majority of liaison aircraft then in service by its use of jet propulsion , instead of a turboprop or piston engine . According to M. Vichou, the head of the design department of Morane-Saulnier, the decision to adopt a pair of Turbomeca Marboré jet engines had been determined to be the superior option available; studies found that a single turboprop engine capable of providing at least 2,000 hp

4187-403: The number of lives saved by Martin-Baker products was 7,402 from 93 air forces. The company runs a club called the "Ejection Tie Club" and gives survivors a unique tie and lapel pin. The total figure for all types of ejection seats is unknown, but may be considerably higher. Early models of the ejection seat were equipped with only an overhead ejection handle which doubled in function by forcing

4266-527: The pilot to assume the right posture and by having them pull a screen down to protect both their face and oxygen mask from the subsequent air blast. Martin Baker added a secondary handle in the front of the seat to allow ejection even when pilots weren't able to reach upwards because of high g-force. Later (e.g. in Martin Baker's MK9) the top handle was discarded because the lower handle had proven easier to operate and

4345-556: The pilot's knees, since the cockpit is too narrow for side-mounted handles. Non-standard egress systems include Downward Track (used for some crew positions in bomber aircraft, including the B-52 Stratofortress ), Canopy Destruct (CD) and Through-Canopy Penetration (TCP), Drag Extraction, Encapsulated Seat, and even Crew Capsule . Early models of the F-104 Starfighter were equipped with a Downward Track ejection seat due to

4424-509: The programme, and was reportedly considered options for producing the type in North America under licence from Morane-Saulnier. For a time, the Paris was the only twin-jet civil aircraft and there was no direct competitors available. In response to this interest, senior design staff at the French company spent considerable time in the United States during the development phase of the programme. Reportedly, by 1955, Beechcraft had requested that

4503-664: The projected American-built aircraft was the adoption of the US-built Teledyne CAE J69 engine, a licence-built development of the Marboré, to take the place of the French-built powerplants. Beechcraft led approaches to both the United States Navy and the Royal Canadian Air Force , offering the Paris to meet their requirements for a jet-propelled trainer aircraft. During January 1958, the company announced

4582-456: The seat from the aircraft, then the under-seat rocket pack fires to lift the seat to altitude. As the rockets fire for longer than the cannon, they do not require the same high forces. Zero-zero rocket seats also reduced forces on the pilot during any ejection, reducing injuries and spinal compression. The Kamov Ka-50 , which entered limited service with Russian forces in 1995, was the first production helicopter with an ejection seat. The system

4661-553: The seat is propelled out of the aircraft by an explosive charge or rocket motor , carrying the pilot with it. The concept of an ejectable escape crew capsule has also been tried (see B-58 Hustler ). Once clear of the aircraft, the ejection seat deploys a parachute . Ejection seats are common on certain types of military aircraft. A bungee -assisted escape from an aircraft took place in 1910. In 1916, Everard Calthrop , an early inventor of parachutes , patented an ejector seat using compressed air . Compression springs installed under

4740-542: The seat were tested. The modern layout for an ejection seat was first introduced by Romanian inventor Anastase Dragomir in the late 1920s. The design featured a parachuted cell (a dischargeable chair from an aircraft or other vehicle). It was successfully tested on 25 August 1929 at the Paris-Orly Airport near Paris and in October 1929 at Băneasa , near Bucharest . Dragomir patented his "catapult-able cockpit" at

4819-451: The seat. This limited the total energy, and thus the additional height possible, as otherwise the high forces needed would crush the pilot. Modern zero-zero technology use small rockets to propel the seat upward to an adequate altitude and a small explosive charge to open the parachute canopy quickly for a successful parachute descent, so that proper deployment of the parachute no longer relies on airspeed and altitude. The seat cannon clears

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4898-487: The six ejection seats on the B-52 Stratofortress fire downward, through hatch openings on the bottom of the aircraft; the downward hatches are released from the aircraft by a thruster that unlocks the hatch, while gravity and wind remove the hatch and arm the seat. The four seats on the forward upper deck (two of them, EWO and Gunner, facing the rear of the airplane) fire upwards as usual. Any such downward-firing system

4977-456: The structure. In the case of the Space Shuttle, the astronauts would have ridden a long, curved rail, blown by the wind against their bodies, then deployed their chutes after free-falling to a safe altitude. Encapsulated Seat egress systems were developed for use in the B-58 Hustler and B-70 Valkyrie supersonic bombers. These seats were enclosed in an air-operated clamshell, which permitted

5056-402: The technology of helmets had advanced to also protect from the air blast. The "standard" ejection system operates in two stages. First, the entire canopy or hatch above the aviator is opened, shattered, or jettisoned, and the seat and occupant are launched through the opening. In most earlier aircraft this required two separate actions by the aviator, while later egress system designs, such as

5135-461: The top of the seat fitted over the pipes to close them. Cartridges, basically identical to shotgun shells, were placed in the bottom of the pipes, facing upward. When fired, the gases would fill the pipes, "popping" the caps off the end, and thereby forcing the seat to ride up the pipes on its wheels and out of the aircraft. By the end of the war, the Dornier Do 335 Pfeil —primarily from it having

5214-483: The type's maiden flight . The primary operators of the Paris were the French air services, who used the type for liaison purposes between 1959 and 1997. During 1955, Morane-Saulnier and American aviation company Beech Aircraft formed a joint venture to market the Paris as the first business jet on the North American market, but the venture was dissolved a few years later due to a lack of customer interest. During

5293-535: The type's distributor; by early 1961, when Beechcraft chose to abandon all distribution activities involving the type, a number of more advanced business jets , such as the Lockheed JetStar and the North American Sabreliner , had become available and gained traction in the market. During 1961, production commenced on an improved variant of the type, designated as the MS.760B Paris II , fitted with

5372-526: Was broken. Manual escape at such speeds would be impossible. The United States Army Air Forces experimented with downward-ejecting systems operated by a spring , but it was the work of James Martin and his company Martin-Baker that proved crucial. The first live flight test of the Martin-Baker system took place on 24 July 1946, when fitter Bernard Lynch ejected from a Gloster Meteor Mk III jet. Shortly afterward, on 17 August 1946, 1st Sgt. Larry Lambert

5451-623: Was delivered on 27 July 1961. In 1965, MS.760 No. 48 was briefly assigned to Flight 3.S based at N.A.S Hyères . From 1970 onwards, all the 12 remaining MS.760s were assigned to Flight 2.S based at N.A.S. Lann-Bihoué. During May 1972, these aircraft were dispatched to the S.R.L. On 1 September 1981, this unit became Flight 57.S. Their missions were to provide various forms of training, such as Dassault Super Étendard and Vought F-8 Crusader pilot instrument flight rules (IFR) flight, all-weather flights, advanced training for new pilots, proficiency training for other pilots and A.L.P.A. (admirals commanding

5530-648: Was feasible. The capabilities of the NPP Zvezda K-36 were unintentionally demonstrated at the Fairford Air Show on 24 July 1993 when the pilots of two MiG-29 fighters ejected after a mid-air collision. The minimal ejection altitude for ACES II seat in inverted flight is about 140 feet (43 m) above ground level at 150 KIAS, while the Russian counterpart – K-36DM has the minimal ejection altitude from inverted flight of 100 feet (30 m) AGL. When an aircraft

5609-475: Was formed, intending to use a pair of the refurbished aircraft. Data from Jane's All The World's Aircraft 1961–62 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Ejection seat In aircraft , an ejection seat or ejector seat is a system designed to rescue the pilot or other crew of an aircraft (usually military) in an emergency. In most designs,

5688-434: Was necessary to produce a comparable performance, which would have resulted in the additional complications of appropriately accommodating a fairly large propeller in the design. Another alternative in using a pair of small turboprop engines was also less convenient than the Marboré engine, which could be positioned relatively low down in the airframe and in close proximity to the aircraft's centre-line. The all-up weight of

5767-457: Was recovered successfully, but the launch control officer drowned after a water landing. Despite these records, most ejections occur at fairly low speeds and altitudes, when the pilot can see that there is no hope of regaining aircraft control before impact with the ground. Late in the Vietnam War, the U.S. Air Force and U.S. Navy became concerned about its pilots ejecting over hostile territory and those pilots either being captured or killed and

5846-453: Was the Heinkel He 219 Uhu night fighter in 1942. In Sweden, a version using compressed air was tested in 1941. A gunpowder ejection seat was developed by Bofors and tested in 1943 for the Saab 21 . The first test in the air was on a Saab 17 on 27 February 1944, and the first real use occurred by Lt. Bengt Johansson on 29 July 1946 after a mid-air collision between a J 21 and a J 22. As

5925-422: Was the altered seating arrangement, the original side-by-side seating two-seat cockpit was modified to allow for the addition of another row of two seats to accommodate passengers. The Paris retained the flight characteristics of the Fleuret along with the option for installing armaments, which maintained its potential for use as a military trainer as well for civil aviation. On 29 July 1954, the prototype performed

6004-452: Was the first aircraft to be fitted with a rocket-propelled seat. Martin-Baker developed a similar design, using multiple rocket units feeding a single nozzle. The greater thrust from this configuration had the advantage of being able to eject the pilot to a safe height even if the aircraft was on or very near the ground. In the early 1960s, deployment of rocket-powered ejection seats designed for use at supersonic speeds began in such planes as

6083-473: Was the first live U.S. ejectee. Lynch demonstrated the ejection seat at the Daily Express Air Pageant in 1948, ejecting from a Meteor. Martin-Baker ejector seats were fitted to prototype and production aircraft from the late 1940s, and the first emergency use of such a seat occurred in 1949 during testing of the jet-powered Armstrong Whitworth A.W.52 experimental flying wing . Early seats used

6162-571: Was towed aloft from the Erprobungsstelle Rechlin central test facility of the Luftwaffe in Germany by a pair of Messerschmitt Bf 110 C tugs in a heavy snow-shower. At 7,875 ft (2,400 m), Schenk found he had no control, jettisoned his towline, and ejected. The He 280 was never put into production status. The first operational type built anywhere to provide ejection seats for the crew

6241-596: Was ultimately no production of this variant. Production of the Paris II ceased, and production of the Paris III never started as hopes of a substantial order to support its launch went unfulfilled. During the type's production run, a total of 153 aircraft (of both Paris I and Paris II variants) were manufactured for several different operators, including the French Air Force, the French Navy, the Argentinian Air Force , and

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