Sud-Ouest Triton
The Sud -Ouest SO.6000 Triton was an experimental aircraft from the French manufacturer SNCASO ( Société Nationale des Constructions Aéronautiques du Sud -Ouest ). It was the first French aircraft with jet propulsion, however, should the lack of available own French engines to perform the first flights with a German Jumo 004- B2- jet engine. Triton referred to in Greek mythology, a sea god.
History
Already in 1943, even during the German occupation of France, a group led by the aircraft designer Servanty got together in secret, which began to design a two-seat all-metal jet aircraft. The construction of the aircraft then began despite a glaring lack of tools and equipment immediately after the war.
After its maiden flight in November 1946, the French Air Ministry ordered 54 copies of the Triton optimistically. Were built in total, however, only five machines. In addition to the originally intended use as training aircraft, the type should also serve as a flying testbed for the planned first French jet engine Rateau SRA -1, which should deliver a thrust of 16 kN.
However, the completion of the power plant was delayed so that for the first flight was necessary to look for alternatives. Finally, a captured Junkers Jumo 004B and modified was used. This, however, brought two problems: First, the engine only delivered a thrust of 9.7 kN, on the other hand, the reliability was low. The poor performance led to the first flight, only a height of about 300 m and a speed of 250 km / h were achieved. The flight lasted only a few minutes, after which Triton had to stay for about six months on the ground to fix various problems encountered.
In the second flight on 26 April 1947 which lasted 12 minutes, although the amount was only 220 m, but the achieved speed increased to at least 350 km / h With the Jumo 004 seven more flights were performed, which showed all the technical shortcomings of the drive and also the aerodynamic properties of the Triton. So led eg strong vibrations to the fact that often opened body flaps during flight. The total time of flight of the first prototype was only two hours.
Installation of the Rolls -Royce Nene
When looking for a new engine first procuring the Rolls- Royce Derwent was considered, but ultimately the choice fell on the built by Hispano-Suiza licensed Rolls-Royce Nene, whose production had just begun in France. The available thrust thus rose to 23.8 kN. The Nene was built in the fourth airframe, the second and third cell were kept for the still planned installation of Rateaus. The Rateau was never delivered. The larger air flow rate of Nene also meant that in addition had to be installed next to the air inlet at the front of the hull sides other smaller ear-shaped enemas.
Increase in flight performance
The fourth Triton was then transferred to Orléans - Bricy, where on March 19, 1949 took place the first flight with the new engine. The flight performance increased significantly, there were 950 km / h at sea level, achieved a climb rate of 3,000 m / min and a peak altitude of nearly 12,000 m. Short term was even thought to attack the existing speed record, but which by the French flight test center CEV (Centre d' Essais en Vol) was discouraged. The fifth cell was fitted with the Nene, and flew on 23 May 1949 for the first time, but made already in the eighth flight due to fuel shortages, a crash landing, after which the machine had to be written off as economic total loss.
Flight testing of the Triton was set on November 3, 1950 after the 129th flight of the fourth machine when the engine overheated and bearing damage occurred.
Construction
The " corpulent " hull shape was mainly due to the two adjacent seats in the cockpit; matters further, the air intake of the engine was in the bow and led through between the two seats. The wings, which had a distinct V- position, had compared to the fuselage rather small. The long-legged tricycle landing gear was retractable, the start of the occupation took place over two otherwise typical for car doors. Ejection seats were installed only in the course of testing. The fuel tanks preconceived maximum of 2100 liters.
Whereabouts
The third -built copy is on display in the Musée de l'Air et de l' Espace at Le Bourget. This machine, in April and May 1950 respectively by a short flight. When both flights problems suspension occurred, no further tests were performed more flights.