French Light Civil Aircraft & Helicopter Projects and Prototypes

Hi Hesham!
In your text it says "engine not specified". AFAIK the JP-31 was a projected variant of the JP-30 with 160hp Lycoming O-320. but it was never built.
 
walter said:
Hi Hesham!
In your text it says "engine not specified". AFAIK the JP-31 was a projected variant of the JP-30 with 160hp Lycoming O-320. but it was never built.
Click to expand...

You was right my dear Walter,and from Aviation magazine 1964.
 

Attachments

  • JP.31.png
    JP.31.png
    327.8 KB · Views: 145
blackkite said:
What is written?
Click to expand...

You are right;

J. POULLIN (PROJECT). - Jean Poullin, which we know he realized,a
few years ago, a small two-seater for tourism called Globe-Trotter,
then a single-seater powder (agricultural) JP-30. had failed to produce
the JP-31 version, more powerful. evolved from the latter. He works
currently planning a new powder aircraft, including the central engine,
a 90hp Continental C-90,would cause two large propellers lateral
diameter driven by belts.

That means he designed anther Project as agricultural aircraft,powered
by single engine,driven a two propellers,right ?.
 
Last edited:
From Aviation magazine 1967,

here is a Vintras JPV.30 Joker light aircraft,and maybe anther two Projects,JPV.40 & JPV.50.
 

Attachments

  • j-1.png
    j-1.png
    375.4 KB · Views: 77
  • j-2.png
    j-2.png
    245.8 KB · Views: 58
  • j-3.png
    j-3.png
    140.3 KB · Views: 52
Dear Hesham!
The P-40 was actually built and AFAIK 2 examples were completed, one in France (F-PBYF) and one in Belgium (OO-68). Attached a photo of the one in France.
Also some text:
single-seat sport
No.1: one 25hp VW1200 piston engine
max. speed 113 mph, cruise 98 mph, ceiling 9,500ft, range 375 miles
wingspan 19.695ft; length 8.530ft; height 3.936ft
DETAILS: The P-40 was an original design (Mr. Jean Pottier's first to be built) homebuilt aircraft and featuring a flying wing configuration. Development already started in 1968, but it was until 1976 (1975?) that the first P-40 was flown. This aircraft, which reportedly only made one brief flight and which was destroyed in an accident on the maiden flight, was built in France, by Mr. Bela Nogrady with one 25hp VW1200 engine. A second example was built in Belgium (OO-68) and that aircraft later joined the Brussels Military Museum (Musée Royale de l’Armée et d’Histoire Militaire Bruxelles) collection. No further aircraft of the type were built and Mr. Pottier concentrated on more conventional designs such as the P-70, P-80 etc.
Production: 2
 

Attachments

  • Pottier P-40.jpg
    Pottier P-40.jpg
    62.4 KB · Views: 74
walter said:
Dear Hesham!
The P-40 was actually built and AFAIK 2 examples were completed, one in France (F-PBYF) and one in Belgium (OO-68). Attached a photo of the one in France.
Also some text:
single-seat sport
No.1: one 25hp VW1200 piston engine
max. speed 113 mph, cruise 98 mph, ceiling 9,500ft, range 375 miles
wingspan 19.695ft; length 8.530ft; height 3.936ft
DETAILS: The P-40 was an original design (Mr. Jean Pottier's first to be built) homebuilt aircraft and featuring a flying wing configuration. Development already started in 1968, but it was until 1976 (1975?) that the first P-40 was flown. This aircraft, which reportedly only made one brief flight and which was destroyed in an accident on the maiden flight, was built in France, by Mr. Bela Nogrady with one 25hp VW1200 engine. A second example was built in Belgium (OO-68) and that aircraft later joined the Brussels Military Museum (Musée Royale de l’Armée et d’Histoire Militaire Bruxelles) collection. No further aircraft of the type were built and Mr. Pottier concentrated on more conventional designs such as the P-70, P-80 etc.
Production: 2
Click to expand...

Photo of the second example on show at Brussels Military Museum.
This P-40 was built by Jean d’Otreppe de Bouvette.
 

Attachments

  • IMG_0465.JPG
    IMG_0465.JPG
    684.1 KB · Views: 78
Dear Retrofit!
Thank you for the information on the Belgian P-40:). Would you know what engine is installed in OO-68?
 
Dear Walter,
I just have the information that it was a two-stroke engine, but nothing else.
 
From Aviation magazine 1959,

I never heard about this SOCEPA or SCEPA 145 light aircraft,and was
it related to Scintex 145 or not ?.
 

Attachments

  • Aviation_magazine___président-directeur_général_[...]_bpt6k53234225_29.jpeg
    Aviation_magazine___président-directeur_général_[...]_bpt6k53234225_29.jpeg
    2.1 MB · Views: 82
Last edited:
From Aviation magazine 1963,

the first time to know Gazuit had a Project for twin engined high-wing light monoplane ?.
 

Attachments

  • 1.png
    1.png
    950.8 KB · Views: 84

Attachments

  • Delannoy.png
    Delannoy.png
    111.1 KB · Views: 70
  • 2.png
    2.png
    97.6 KB · Views: 55
From Georges Messier's site;

the Société d'Atude et de Construction Aéronavale Le Grix in
Marseille associated with AVIA to produce a number of its gliders
and sailplanes,this Info from TU magazine,but they also mentioned
that,there was a few Projects,but no details are known about them,
and maybe they were contained a normal aircraft,such like this,Le
Grix LG-40 ?,as I think,who heard about it ?.

¤ A C A M ¤ Association des anCiens et des Actifs des sociétés Messier

acam, Association des anCiens et des Actifs des sociétés Messier
www.acam.asso.fr www.acam.asso.fr
 

Attachments

  • 1.png
    1.png
    1.4 KB · Views: 80
Last edited:
From JAWA 1991/92,

the little known aircraft,Lucas L10.
 

Attachments

  • 1-1991.png
    1-1991.png
    72.7 KB · Views: 76
  • 2-1991.png
    2-1991.png
    69.7 KB · Views: 72
Hoping that this is not too off topic. In mid-1970, a Montréal, Québec, company founded that same year, Mondair Aviation, announced plans to produce the Gazuit-Valladeau GV-103 Gazelle, a French three-seat private aircraft flight tested in 1969. The company intended to build a $ 3 million factory in Sherbrooke, Québec, which would export the bulk (up to 80%) of its production. This factory would eventually employ 150 or so people. Mondair Aviation was confident it could undersell its competitors. A consortium of four European companies would oversee the sale of the Québec-made machines - 400 or so during the first year after the inauguration of the factory it was said.

The firm's choice of location resulted from the fact that Sherbrooke and its region were among the special zones designated as such by the federal government. Indeed, Mondair Aviation hoped to obtain a grant from Regional Economic Expansion Canada to finance the construction of the plant. The granting of that sum of money, however, depended on the conclusion of arrangements with Canadian and European interests.

Mondair Aviation's project evolved over time, possibly as a result of a visit to Sherbrooke made by the engineer Georges Gazuit, in November 1970. In any event, the firm got a subsidy of almost $ 425 000 in March 1971. It claimed to have 600 or so orders on hand. By the spring of 1971, Mondair Aviation also wanted to produce the Gazuit-Valladeau GV-1020 two-seater and GV-1031 four-seater. Also possibly known as Gazelles, these aircraft were flight tested in 1971 and 1974 (?). Mondair Aviation allegedly purchased the worldwide production rights for the GV-103, GV-1020 and GV-1031, which were renamed Mondair 115, 130 and 150.

Interestingly, Mondair Aviation indicated it intended to enter the prototype of the Mondair 150 in the London to Victoria, British Columbia, air race held in July 1971 - if that aircraft could be spared for the duration of the event. That did not happen.

Mondair Aviation was said to be a subsidiary of Canidec, a Montréal management company. The truth was that both companies were pretty much one and the same, and there was not much to either of them. By the spring of 1972, the big advertising panel put up near Sherbrooke's small airport was showing signs of wear and tear.

Mondair Aviation having failed to obtain the necessary funds, it had to give up its projects. Both it and Canidec faded into the sunset. That said, a Gazelle had been shipped to Canada / Québec but seemingly did not fly there.
 
I guess that sign fell down, because I do not remember it from the winter of 1977 -1978 when I visited Sherbrooke Airport dozens of times in the process of earning my private pilot license.
Nor do I remember hearing anything about the project in the print or electronic media.

There were numerous similar production proposals throughout Canada, but all depended upon massive infusions of federal money to get the projects off the ground. Little federal money was invested in small aircraft production.
 
riggerrob: An article about Mondair Aviation appeared in The Sherbrooke Record on 29 May 1970 (although the company wasn't incorporated - as Federal Corporation #521574 - until 09 July 1970). Paul Rivard - the President of Mondair Aviation Ltd. - was announcing plans to produce 400 aircraft in Sherbrooke during 1970.

This article said that "plans are on the drawing board for a full line of aircraft, including four-place, six-place and twin-engined models" - all Gazuit-Valladeau designs as fortrena has noted..

On 29 July 1970, La Tribune noted that "le président de la compagnie Mondair, M. Paul Rivard, celui-là même qui projette l'établissement d’une avionnerie civile à l’aéroport municipal de Sherbrooke, est le neveu de Me Albert Rivard, l’ ex-procureur en chef de la cité de Sherbrooke."

'Me' is the French abbreviation for Maitre (avocat) - in this case a prosecutor. La Tribune detects a whiff of depotism but stops short of accusing Rivard of any wrong-doing - probably wise since Oncle Albert is a lawyer). Whatever they were trying to fling doesn't seem to have stuck.

On 23 Nov. 1972 a photo appeared in the The Sherbrooke Record of Rivard with Georges Gazuit. Also in attendance were Sherbrooke Mayor Marc Bureau and Liberal MP Paul Mullins Gervais (another 'Me'). No article accompanied the image but obviously the earlier La Tribune innuendo hadn't taken the shine off of Rivard for the politicos.

The caption to that 1972 photo says that Mondair production was now set to begin in the Spring of 1973. Anyone alive back in '73 remembers what happened next - I mean, beside the release of Dark Side of the Moon ;)
 

Attachments

  • Sherbrooke-Record-Mondair.jpg
    Sherbrooke-Record-Mondair.jpg
    89.6 KB · Views: 17
  • Sherbrooke-Record-Mondair-72.jpg
    Sherbrooke-Record-Mondair-72.jpg
    45.7 KB · Views: 19
The following may be of interest. Canidec was still trying to raise money for... something in mid 74. That effort seemingly did not lead to much of anything.
 

Attachments

  • Canidec.jpg
    Canidec.jpg
    131.6 KB · Views: 42
From Avition magazine 1975,

what was this version of Lucas LC-6 ?.
 

Attachments

  • 1.png
    1.png
    936.5 KB · Views: 58
From Aviation magazine 1976,

the Leopoldoff aircraft.
 

Attachments

  • 1.png
    1.png
    1.7 MB · Views: 44
  • 2.png
    2.png
    1.9 MB · Views: 38
  • 3.png
    3.png
    1.9 MB · Views: 35
From JAWA 1972,

the Rigault-Deproux RD-2 and RD-3 Autogyros.
 

Attachments

  • 1.png
    1.png
    834.7 KB · Views: 24
From Avions Francais 1944-1964,

the Glanard monoplane.
 

Attachments

  • 600.png
    600.png
    152.1 KB · Views: 44
From Aviation magazine 1979,

what was this ?, a French design ?.
 

Attachments

  • 3.png
    3.png
    1.4 MB · Views: 48
  • 4.png
    4.png
    1.7 MB · Views: 38
  • 5.png
    5.png
    1.9 MB · Views: 27
From Aviation magazine 1987,

I want to know if this Vent d'Autan remained a project or built ?,it was intended
to achieve 850 km/h !.
 

Attachments

  • 7.png
    7.png
    974.6 KB · Views: 28
  • 8.png
    8.png
    959.7 KB · Views: 27
fortrena said:
Hoping that this is not too off topic. In mid-1970, a Montréal, Québec, company founded that same year, Mondair Aviation, announced plans to produce the Gazuit-Valladeau GV-103 Gazelle, a French three-seat private aircraft flight tested in 1969. The company intended to build a $ 3 million factory in Sherbrooke, Québec, which would export the bulk (up to 80%) of its production. This factory would eventually employ 150 or so people. Mondair Aviation was confident it could undersell its competitors. A consortium of four European companies would oversee the sale of the Québec-made machines - 400 or so during the first year after the inauguration of the factory it was said.

The firm's choice of location resulted from the fact that Sherbrooke and its region were among the special zones designated as such by the federal government. Indeed, Mondair Aviation hoped to obtain a grant from Regional Economic Expansion Canada to finance the construction of the plant. The granting of that sum of money, however, depended on the conclusion of arrangements with Canadian and European interests.

Mondair Aviation's project evolved over time, possibly as a result of a visit to Sherbrooke made by the engineer Georges Gazuit, in November 1970. In any event, the firm got a subsidy of almost $ 425 000 in March 1971. It claimed to have 600 or so orders on hand. By the spring of 1971, Mondair Aviation also wanted to produce the Gazuit-Valladeau GV-1020 two-seater and GV-1031 four-seater. Also possibly known as Gazelles, these aircraft were flight tested in 1971 and 1974 (?). Mondair Aviation allegedly purchased the worldwide production rights for the GV-103, GV-1020 and GV-1031, which were renamed Mondair 115, 130 and 150.

Interestingly, Mondair Aviation indicated it intended to enter the prototype of the Mondair 150 in the London to Victoria, British Columbia, air race held in July 1971 - if that aircraft could be spared for the duration of the event. That did not happen.

Mondair Aviation was said to be a subsidiary of Canidec, a Montréal management company. The truth was that both companies were pretty much one and the same, and there was not much to either of them. By the spring of 1972, the big advertising panel put up near Sherbrooke's small airport was showing signs of wear and tear.

Mondair Aviation having failed to obtain the necessary funds, it had to give up its projects. Both it and Canidec faded into the sunset. That said, a Gazelle had been shipped to Canada / Québec but seemingly did not fly there.
Click to expand...
Yes, I am familiar with the "SHERBROOKE RECORD daily newspaper. My first job - as a young teenager - was delivering the SHERBROOKE RECORD door to door in Lennoxville. Lennoxville is an English-language town a bare 3 miles south of Sherbrooke.
 
Hi,

I want to asl if there was a projec,develoed from SEACN SUC-10 or SUC-11G
or not ?.
 
hesham said:
I want to asl if there was a projec,develoed from SEACN SUC-10 or SUC-11G or not ?.
Click to expand...

Wiki claims that a S.U.C. 10 was trial-fitted "with a 220 hp (164 kW) Mathis engine" - which, if true, might be the 220 cv Mathis G8-20 (8G20?) IV-8. However, I suspect that this is Wiki confusion regarding the S.U.C. 10 with 220 cv Renault 6Q10 inline-6.

BTW, there is some online confusion claiming that S.E.C.A.N. sub-contracted assembly work to Chausson. This is nonsense, of course. S.E.C.A.N. was the aircraft subsidiary of the Société des usines Chausson - hence the S.U.C. designation.

In his article, En vol, aux commandes du S.U.C. 11 G "Courlis" (Aviation Magazine n°310 novembre 1960), Jacques Noetinger says that the Courlis was created "avec le concours industriel de la S.N.C.A.N." although he doesn't say what the nature of that industrial assistance was. I presume that S.N.C.A.N. involvement had more to do with establishing production than with F. Vinsonneau's design.

-- http://rsaetampes.free.fr/images/suc11_courlis.pdf
 

Similar threads

Please donate to support the forum.

Back
Top Bottom