Sud-Ouest SO.2400 (Grognard)

1950 COLD WAR X-PLANE

• 1 Southeast SO. 2400 (Grognard) History
• 2 Southeast SO. 2400 (Gronard) Specification
  • 2.1 Basic
  • 2.2 Production
  • 2.3 Roles
  • 2.4 Dimensions
  • 2.5 Weight
  • 2.6 Performance
  • 2.7 Performance
  • 2.8 Armor
  • 2.9 Changes

Southeast SO. 2400 (Grognard) History

During the Second World War (1939-1945) and the period after the conflict, the French aviation industry was virtually non-existent. Because of this, governments must encourage new programs and bring back once-mighty air power to the tech worldespecially as jet technology begins to take hold on a global scale.

Numerous projects emerged during this period, some successful, some memorable, and the Sud-Es "Grognard" (meaning "Grumbler") jet-powered prototype was both.

Sud-Est, commonly spelled "Sud-Ouest", also known as the acronym "SNCASO" ("Societe Nationale des Constructions Aeronautiques du Sud-Ouest"), was formed in 1941 by the merger of several French factories COMPLETED - On November 16, 1936, famous brands such as Breguet and Loire-Nieuport created the acronym SNCAO ("Societe Nationale des Constructions Aeronautiques de l'Ouest"). SNCAO's assets fell to SNCASO during the war and the name remained until 1957 when SNCASO merged with SNCASE ("Societe Nationale de Constructions Aeronautiques de Sud-Est") to form "Sud Aviation".

As this happened, the French Air Force was adopting a 1948 specification calling for the introduction of new jet ground attack aircraft. Sud-Est developed a design that engineers have been working on since 1945. The aircraft is a large and ambitious creature designed to take advantage of state-of-the-art aerodynamics. One of its main qualities is its "stacked" approach, overlapping (and slightly ahead of) each other. This encourages more external internal volume for key systems (including the internal bomb bay), while emphasizing more inline thrust capability - if an engine fails, another can keep up by maintaining thrust symmetry.

A single rear air intake (mounted behind the cockpit) is used to aspirate both engines, while a split exhaust system is used in the stern. The main-wing aircraft are centrally mounted on both sides of the fuselage, with a sweep angle of 47 degrees. The horizontal stabilizer is mounted very low on the tail so as not to be affected by the air coming from the main aircraft in front.

A tricycle chassis was used for a cutting-edge look.

Aircraft design is designated SE. 2400 and wind tunnel testing have successfully validated some aspects of the model. Its "composite fuselage" resulted in it being given the unflattering "hunchback" name due to the pronounced hump created by the rear air intakes and the upper engine mount. Overall, however, the design was largely seen as an aerodynamic improvement, as were the jets of the 1940s and 1950s.

Power comes from 2 SOCEMA TGAR 1008 series turbojets.

Basic SE. The 2400 was developed into SE. 2410 Official request for the French Air Force and several modifications welcome this offer for possible service use. Due to the jet's high-speed approach on landing, the design now gains an expandable "drag" chute to limit runway "running." Flap assemblies were added to the leading edge of the wing, and various high-lift devices were installed.

The cockpit does away with traditional control columns and flight sticks, using "elbow controls" to show forward visibility. All of these features were first in any French aircraft at the time and would influence jet design for decades to come.

The cockpit is positioned forward of the central mass of the aircraft, further improving the pilot's visibility. A "greenhouse-style" canopy was installed, an interesting design choice for such a modern fighter.

The two engines in the game are Rolls-Royce "Nene" turbojets, each rated at 5,000 pounds of thrust, built under license from local brand Hispano-Suiza. Developed under a veil of secrecy, Grognad remained that way for many years before it was first shown to the public at the 1949 Paris Air Show.

A full-scale version was shown at the 1953 Paris Air Show.

As the project evolves, SE. The 2400 initiative was abandoned in favor of the more promising SE. 2410, the design was eventually named "Grognard I". Gronard II will be another proposed form - the two-person SE. 2415 - Equipped with radar, second crew (and cockpit) operation and an extended forward fuselage section.

Due to the long nose, it was deemed necessary to adjust the main aircraft sweep of the wings to 35 degrees. In both designs, the cockpit is not pressurized, as the aircraft will operate primarily in the low to mid-altitude envelope.

The French Air Force plans a fleet of 360 Grognard fighter jets during its critical post-war reconstruction phase. this. The 2410 prototype finally flew for the first time on April 30, 1950 with the two-seater SE. 2415 followed, on February 14, 1951.

The aircraft has been proven airworthy, and development continues, bringing with it the technical and aerodynamic issues typically associated with new advanced aircraft. Excessive rear wing vibration was an ongoing issue, and despite the different designs, both prototypes received some fixes to address the issue.

As delays increased and the French Air Force began to review ongoing requirements, the Grognard program fell out of favor and was officially discontinued. A conventionally deployed aircraft of Sud-Ouest SE met the requirements for ground attack. The 4050 "Vautour", this design saw some success in French service. The Grognard's performance was never a strong point in testing, and the airframe proved unfit for any role other than ground attack -- limiting its future prospects.

Also, the lack of cockpit pressurization meant it couldn't play a real combat role, making the decision easy for the French. Both prototypes had their own fairly healthy test lives, but both experienced separate crash landings that ended the flight of the first (single-seat) prototype.

The Grognard was the first French jet to fire missiles before its demise, but there was little else to snag from the production lineboth stripped-down prototype airframes were used as ground targets.

The last relevant vehicle for the Grognard joint venture was the two types proposed in the SE, although not ultimately built. 2418 and SE. 2421. The former will carry 2 x Hispano-Suiza (Rolls-Royce) "Tay" 250 turbojets with the wings of the Grognard I and the elongated fuselage of the Grognard II, with 2 x 30mm internal guns installed. The latter was proposed on a model of a two-seat all-weather fighter.

In both cases, neither design developed into anything useful.

Southeast SO. 2400 (Gronard) Specification

Basic

Production

Roles

Dimensions

Weight

Performance

Performance

Armor

Changes