SNCAN (Nord Aviation) and Nord-SFECMAS Projects
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Hi,
Nord N-1480.
Nord N.1110 :was experimental N.1101 fitteed with Turbomeca
Astazou turboprop engine.
Nord N.1202 :was N.1201 fitted with 160 hp Potez 4DO1 engine.
And most of us know the Nord N.2500 to N.2510 variants and projects
,for example the N.2510 was ASW project version.The more interesting
the N.2520 project had 5m increased in length and 7 tonnes add to
the weight.
The Nord N.2600 was twin engined high wing 40-passenger
transport project,powered by 350 1b Rolls-Roryce Dart
turboprop engines,estimated speed was 295 mph.
Nord N-1480.
Nord N.1110 :was experimental N.1101 fitteed with Turbomeca
Astazou turboprop engine.
Nord N.1202 :was N.1201 fitted with 160 hp Potez 4DO1 engine.
And most of us know the Nord N.2500 to N.2510 variants and projects
,for example the N.2510 was ASW project version.The more interesting
the N.2520 project had 5m increased in length and 7 tonnes add to
the weight.
The Nord N.2600 was twin engined high wing 40-passenger
transport project,powered by 350 1b Rolls-Roryce Dart
turboprop engines,estimated speed was 295 mph.
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hesham said:
Sorry for the Nord 3500, I drew a blank, but I really would like to see it ;D
For Brochet aircraft there's a very good site here:
http://avions.brochet.free.fr/
The MB.130 is shown in model form, I just can see one engine,
but at least it's a twin-boom a/c.
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Hi,
I spoke about this bomber before,the Nord N.1800A B6 was six
seat piston engines heavy bomber,the N.1800B was a trubo-
prop version and the N.1800C was a jet bomber version (ATAR).
Has anyone a drawing to it ?.
I spoke about this bomber before,the Nord N.1800A B6 was six
seat piston engines heavy bomber,the N.1800B was a trubo-
prop version and the N.1800C was a jet bomber version (ATAR).
Has anyone a drawing to it ?.
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My understanding is, that the N.1800 A, B and C weren't just versions with
different engines, but really different designs. The first design got the suffix "A",
when it already was cancelled, because another, bigger design was submitted,
which later gave way to the "C" design with ATAR jet engines.
different engines, but really different designs. The first design got the suffix "A",
when it already was cancelled, because another, bigger design was submitted,
which later gave way to the "C" design with ATAR jet engines.
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The model of the 1600 (with T-tail) is shown in Cunys "Les Aviosn De Combat Francais", too,
with the additional clue, that then still Rateau jet engines with larger diameter were considered.
with the additional clue, that then still Rateau jet engines with larger diameter were considered.
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hesham said:That's a big advertising for them,as I did with Flight International.
Though you may think along those lines, remember there are some publishers who definitely do not see it that way. Think of the constant hassle on this forum with anything published by the Ian Allan Group for instance (which includes Midland, Classic, Airlife and so forth)...
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Jemiba said:
It seems quite intriguing that Nord 1601 had swept wings and its 'derivative', conceived as an operational aircraft, was to have strainght wings. Was Nord 1620 indeed a developed version of Nord 1601?
By the way the article from "Le Fana de'l Aviation" No. 436 contains single piece of information on Nord 1620: its 'total' weight was to be 14,850 kg (while that of Nord 1601 was only 5,992 kg). So it would suggest that Nord 1620 was to be significantly heavier and bigger that Nord 1601.
Piotr
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I would regard the N.1601 rather as an aerodynamic testbed, than a prototype
of a service version, comparing weights may be a bit misleading. And about chosing
a straight wing may have had , it may be a similar case, as the Douglas F3D Skyknight,
where a straight wing was used, too.
of a service version, comparing weights may be a bit misleading. And about chosing
a straight wing may have had , it may be a similar case, as the Douglas F3D Skyknight,
where a straight wing was used, too.
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If you have that volume at hand, perhaps you could check, if on page 47, as given by
the index, really the "N.2580" is mentioned ?
Looking at that list a typo otherwise seems quite natural, I think
the index, really the "N.2580" is mentioned ?
Looking at that list a typo otherwise seems quite natural, I think
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You don't even NEED to check the original volume to see it's a typo...
Check the page number: the 2508 can be found in exactly the same place in the book as the 2501-2507!!!
A typical example of getting all heated up over absolutely nothing. And typically the kind of blooper that ought to be discarded straight away, given everyone's experience in researching data here for many years in so many books and stuff.
Check the page number: the 2508 can be found in exactly the same place in the book as the 2501-2507!!!
A typical example of getting all heated up over absolutely nothing. And typically the kind of blooper that ought to be discarded straight away, given everyone's experience in researching data here for many years in so many books and stuff.
Kiltonge
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Just realised that this scan of an Aviation Magazine cover shows a lovely view of the R2800 installation on the 2508.
http://3.bp.blogspot.com/-pRLUqDAnxgU/UqX08e636KI/AAAAAAAAHdU/WJJ2vJBjYOQ/s1600/Nord+2508+AM+n%C2%B0265.jpg
http://3.bp.blogspot.com/-pRLUqDAnxgU/UqX08e636KI/AAAAAAAAHdU/WJJ2vJBjYOQ/s1600/Nord+2508+AM+n%C2%B0265.jpg
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.......................................................................Jemiba said:
N-1620 looks like it was designed by the same (German?) engineers who designed the CF-100 fighter and Jetliner for AVRO of Canada (1950s.)
Bill Walker
Per Ardua ad Nauseum
Slightly off topic but:
The Avro Canada design team early post war was mostly British, with a smattering of Canucks and European refugees. The reason designs from this era look similar is because all the designers around the world were reading the same texts and using the same design and analysis tools. The same thing goes on today.
The Avro Canada design team early post war was mostly British, with a smattering of Canucks and European refugees. The reason designs from this era look similar is because all the designers around the world were reading the same texts and using the same design and analysis tools. The same thing goes on today.
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The 2200 appears to be an F-86 clone.
Foo Fighter said:
The Nord 2200 was one of the three naval fighter competitors - for a PA-28 Clemenceau (not the one we knew, an earlier one) in 1949. Of the three, it was the better of the lot... in the sense it did not killed any pilot and had good flight characterstics. Except it was way too heavy for its Nene and its climb rate was abysmal.
The two competitors were
- Arsenal VG-90, two build, two crashed, Decroo and Dellys killed
- NC-1080 (Centre) one build, one crashed, Pierre Gallay killed.
Overall, a disaster. And the PA-28 was not even build ! A total waste of money and pilots.
https://www.google.com/search?q=%22Nord+2200%22&client=firefox-b-ab&source=lnms&tbm=isch&sa=X&ved=0ahUKEwij3Pqop6TdAhWNzYUKHee5A34Q_AUICigB&biw=1680&bih=936
What was left of the Nord 2200 until recently. Unfortunately the wreck was beyond repair or restoration and was scrapped.
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From Aviation magazine 1953,
here is a good Info about Nord N-3000 jet airliner Project,in two variants;
Under the designation of Nord-3000, S.N.C.A.N. presented two Projects. The first concerns an airplane
with three S.N.E.C.M.A. Jets Atar or Rolls-Royce Avon, airfoil low, soaring. The two reactors lateral
are drowned in the wing, but,unlike the Bréguet solution,they are moved away from the fuselage and
located inside the resistant box of sails. The position of the rear reactor has not yet been determined.
He can be placed either above the fuselage, either in this one. The air intakes of the side reactors,
provided in the leading edge, cross the front spar, while that the exhaust nozzles pass through the rear
spar.
The external breakdowns of the sails are in box construction, while the central part is made up of two
beams crossing the fuselage. The two trains main consist of two simple diabolos. retractable in the
fuselage, behind the wing.
The second Project from the Nord concerns a low-wing, arrowless monoplane, the four double-flow
Jets of which are arranged in two pods glued under the lower surface.
here is a good Info about Nord N-3000 jet airliner Project,in two variants;
Under the designation of Nord-3000, S.N.C.A.N. presented two Projects. The first concerns an airplane
with three S.N.E.C.M.A. Jets Atar or Rolls-Royce Avon, airfoil low, soaring. The two reactors lateral
are drowned in the wing, but,unlike the Bréguet solution,they are moved away from the fuselage and
located inside the resistant box of sails. The position of the rear reactor has not yet been determined.
He can be placed either above the fuselage, either in this one. The air intakes of the side reactors,
provided in the leading edge, cross the front spar, while that the exhaust nozzles pass through the rear
spar.
The external breakdowns of the sails are in box construction, while the central part is made up of two
beams crossing the fuselage. The two trains main consist of two simple diabolos. retractable in the
fuselage, behind the wing.
The second Project from the Nord concerns a low-wing, arrowless monoplane, the four double-flow
Jets of which are arranged in two pods glued under the lower surface.
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blackkite
Don't laugh, don't cry, don't even curse, but.....
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"The 1405 prototype went to serve as a purely experimental machine, notably acquiring a prominent radar nose as part of the testing undertaken for the Nord1503 (5103?) supersonic air-to-air missile."
Page92, FRENCH SECRET PROJECTS Post War Fighters, J-C Carbonel-san, crecy.co.uk, ISBN 978-1-91080-900-6
And
https://forum.warthunder.com/index.php?/topic/466700-various-datas-on-french-aircrafts-weapons/
Page92, FRENCH SECRET PROJECTS Post War Fighters, J-C Carbonel-san, crecy.co.uk, ISBN 978-1-91080-900-6
And
https://forum.warthunder.com/index.php?/topic/466700-various-datas-on-french-aircrafts-weapons/
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blackkite
Don't laugh, don't cry, don't even curse, but.....
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Vortex generator!!
Without a vortex generator, the airflow could separate here, creating turbulence and increasing resistance.
The designer tried to improve the efficiency of the engine by arranging the air intake to the engine exhaust in a straight line and shortening the fuselage length, but the fuselage became a cramped shape.
Without a vortex generator, the airflow could separate here, creating turbulence and increasing resistance.
The designer tried to improve the efficiency of the engine by arranging the air intake to the engine exhaust in a straight line and shortening the fuselage length, but the fuselage became a cramped shape.
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