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391:(AAM) beneath the fuselage. The first aircraft made its maiden flight on 19 July 1955, albeit only with its turbojets, and its first rocket-powered flight occurred on 21 December. The second prototype first flew on 4 January 1956, but was destroyed three days later when the fuel pump to the turbojets failed and the engines
351:
On 16 January 1954, test flights using the remaining
Trident I prototype were resumed, flown by test pilot Charles Goujon. On what would have been its sixth rocket-powered flight on 26 October, the rocket failed during take off and the aircraft was barely able to return to the runway and land safely.
438:
were scrapped, but the Air Force continued the flight testing until late in the year. This allowed the
Trident II to establish various unofficial records before the surviving aircraft were scrapped. These included a maximum speed of Mach 1.97 on 23 July, an altitude of 26,000 metres (85,302 ft)
413:
In May 1956 the Air Force placed an order for a batch of six pre-production aircraft, and a supplementary contract followed for four additional aircraft, although this later contract was cancelled on 24 October 1957 due to budget cutbacks. These aircraft differed from the first three prototypes by
468:
Three prototypes and six pre-production aircraft, but only three of the latter were completed. The prototypes were powered by a pair of
Dassault MD.30 Viper turbojets and a two-chamber SEPR 631 rocket engine. The pre-production aircraft were equipped with two Turbomeca Gabizo turbojets and a SEPR
197:
speeds using a single SEPR-built rocket engine in the fuselage augmented with a set of wingtip-mounted turbojets; operationally, both types of engines were to be used to perform a rapid climb and interception at high altitudes, while the jet engines alone would be used to return to base. Servanty
378:
Two prototype SO.9050 Trident IIs were ordered in 1954 and primarily differed from their predecessors by the use of a more powerful rocket as a two-chamber 29.3 kN (6,600 lbf) SEPR 631 rocket replaced the SEPR 431. Other changes included the deletion of the ailerons, a smaller wing, an
148:
The two SO.9000 Trident Is demonstrated the feasibility of the design concept despite the loss of one aircraft during flight testing and the Air Force ordered a batch of three prototype SO.9050 Trident II fighters in 1954, and a batch of six pre-production aircraft in 1956 to further develop the
268:
attain Mach 1.3, a relatively high climb rate, and the possibility of deploying the aircraft from austere airstrips. Amongst the various responses from French industry was SNCASO with their own proposal, which was based upon their earlier design studies; their design was later designated as the
267:
Encouraged by the success of the
Espadon, the Air Force issued a request to French aircraft companies for a high-speed, lightweight interceptor aircraft that harnessed either turbojet or rocket propulsion, or some combination thereof. Amongst the specified requirements given were the ability to
433:
In an unsuccessful attempt to stave off cancellation, SNACSO made efforts to establish new time-to-height and altitude records in 1958. The first pre-production aircraft set a record of 2 minutes, 37 seconds to 15,000 metres (49,213 ft) on 4 April while the third pre-production aircraft
360:
version of the
British Armstrong Siddeley Viper, were installed. The aircraft made its first flight with its new engines in March 1955. Powered by these engines, the aircraft soon proved its ability to exceed Mach 1 during a shallow dive even without the added thrust of the rocket motor.
344:, the early test flights of the SO.9000 were "hairy" prior to the installation of the rocket motor in September 1954. During the first flight of the second Trident I prototype on 1 September 1953, the aircraft crashed after struggling to gain altitude after takeoff and collided with a
369:
of 20,000 metres (65,000 ft). A total of 24 of these flights had been flown using the rocket engine. According to Pelt, the French Air Force were impressed by the performance of the
Trident, and were keen to adopt an improved operationally-capable model into service.
149:
aircraft so it could serve as a short-range interceptor. Only six of these nine aircraft were ultimately completed, of which all three prototypes were damaged or destroyed in accidents before the programme was cancelled in 1958 despite their record-setting performance.
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The fourth incomplete pre-production aircraft would have served as a prototype for the
Trident III family, all of which would have been fitted with two afterburning Turbomeca Gabizo turbojets and a SEPR 631. The IIIB would have had a lengthened fuselage and a revised
184:
received a request from the Air Staff to begin studies for rocket-powered point-defence interceptors with auxiliary turbojets in 1948. During
October, SNCASO commenced work upon a series of design studies in response. One particular design by aircraft designer
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on 6 October that was the highest altitude to be flown by a turbojet and a time-to-height of 2 minutes, 15 seconds to 15,000 metres on 8 July. None of these later accomplishments were publicised to avoid upsetting the Air Force after it had decided upon the
434:
unofficially reached 22,800 metres (74,800 ft) on 17 January and then made its officially-observed record-breaking altitude of 24,217 metres (79,452 ft) on 2 May, shortly after the programme was cancelled on 26 April. The last three incomplete
364:
In April 1956, it was decided to end flight testing with the surviving
Trident I. During the 18-month-long flight test programme, the Trident I had completed over 100 flights, having eventually reached a maximum recorded speed of Mach 1.8 and a peak
335:
On 2 March 1953, the first prototype
Trident I conducted the type's maiden flight; flown by test pilot Jacques Guignard, the aircraft used the entire length of the runway to get airborne, being powered only by its two 4 kN (900 lbf)
256:, to serve as an aerial test bed to prove the propulsion arrangement. During March 1951, the first ground tests of the rocket engine were performed; on 10 June 1952, the modified Espadon test bed performed its
395:. A third prototype had been built by SNCASO to develop a surface-to-air missile based on the Trident, but it was purchased by the Air Force to replace the destroyed aircraft and first flew on 30 March.
402:
AAM. It subsequently attained a speed of Mach 1.96 without the missile at a height of 19,100 m (62,664 ft). On 21 May 1957, the aircraft exploded in mid-air during a practice flight for the
340:
turbojet engines. It was initially flown without any rocket engine installed, relying solely upon its turbojet engines instead to evaluate its low-speed handling. According to aviation historian
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during the 1950s. As part of a wider effort to re-build French military power during the late 1940s and to furnish France with advanced, new domestically produced designs, a request for a
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while preventing control lock-ups during high speeds. Suitably impressed with the design and its projected performance, SNCASO received a contract for two prototypes on 8 April 1951.
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that was probably caused when the highly volatile Furaline and nitric acid accidentally mixed and exploded, killing the pilot. The third prototype continued flying until it made a
252:, not requiring any igniting agent. However, as manned rocket aircraft were an entirely unknown commodity within France, the Air Force decided to modify an existing aircraft, the
352:
This incident graphically demonstrated that the Trident needed more power from its turbojets and the aircraft was grounded until more powerful 7.34 kN (1,654 lbf)
30:
291:, the entire nose section could be jettisoned. Particular attention had been dedicated to the control system to ensure it would be suitable throughout the
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with the main wheels retracting into the fuselage. The design was unusual for more than just its mixed-propulsion arrangement. Instead of a conventional
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169:. According to aviation historian Michel van Pelt, French Air Force officials were against a pure rocket-powered fighter, akin to the wartime-era
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were used when flown at slow speeds, these would be locked out of use at higher speeds to prevent the formation of shock waves; instead, the
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to both the airframe and engine. The combination of Furaline, which was relatively difficult to manufacture in comparison to conventional
165:
with the indigenous development of advanced military aircraft. In this respect, one area of high interest was the relatively new field of
988:
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173:, but instead favoured a mixed-propulsion approach, using a combination of rocket and turbojet engines. During 1944, a new company,
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260:. During its test programme, improved rocket engines were trialed and the aircraft became the first European aircraft to attain
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Two aircraft built, powered by two Turbomeca Marboré II turbojet engines with a single three-chamber SEPR 481 rocket engine.
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by moving in opposite directions. All three tail surfaces were all-moving, eliminating the requirement for separate
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279:-shaped aircraft, furnished with an aerodynamically clean fuselage and thin, straight wings in order to minimise
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was issued to SNCASO. In response, the firm designed the mixed-propulsion Trident, powered by a single
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On 16 February 1956, the first prototype reached a speed of Mach 1.7 while carrying a mockup of the
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AAM. The first pre-production aircraft (the fourth Trident II) was first flown on 3 May 1957.
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from the wings to the fuselage and the lengthening of the landing gear to accommodate a large
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177:(SEPR), had been founded for the purpose of developing France's own domestic rocket engines.
161:, France quickly set about its recovery and the rebuilding of its military, particularly the
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484:. The nose of the IIIC would have been enlarged to accommodate a larger fire-control radar.
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turbojets for the MD.30 engines. Other changes included a redesigned nose to accommodate a
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liquid-fuelled dual-chamber rocket engine, 29.42 kN (6,615 lbf) thrust total
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2,092 km/h (1,300 mph, 1,130 kn) at 24,000 m (79,000 ft)
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The first prototype of the SO.9000 has been on public display since 1956 at the
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X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974
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X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974
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366:
245:
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Société nationale des constructions aéronautiques du sud-ouest (SNCASO)
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Rocketing into the Future: The History and Technology of Rocket Planes.
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Gaillard, Pierre & Marchand, Alain (November 1975). "L'odyssée du
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Gaillard, Pierre & Marchand, Alain (April 1976). "L'odyssée du
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Gaillard, Pierre & Marchand, Alain (May 1976). "L'odyssée du
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38:
The first prototype of the SO.9000 Trident I on display in the
236:); according to Pelt, the decision to use nitric acid as the
504:
Specifications (SO.9050 Trident II (pre-production models))
1097:
History and images of the SNCASO Trident (French language)
1069:
et de la propulsion mixte (13)" [The Odyssey of the
1044:
et de la propulsion mixte (12)" [The Odyssey of the
1019:
et de la propulsion mixte (12)" [The Odyssey of the
997:
New York: Springer Science & Business Media, 2012.
414:
substituting a pair of 10.79 kN (2,430 lbf)
205:
The rocket engine selected was based that used by the
189:
was favoured by the company. This was a shoulder-wing
198:
persuaded the Air Force to fund a design study and a
581:
engines, 10.79 kN (2,425 lbf) thrust each
295:
and supersonic stages of flight; while conventional
1276:
1140:
657:
Aircraft of comparable role, configuration, and era
969:. Cambridge, UK: Patrick Stephens Limited, 1981.
624:15,000 m (49,000 ft) 2 minutes, 15 secs
175:Société d'Etudes pour la Propulsion par Réaction
157:During the late 1940s, following the end of the
1435:Cancelled military aircraft projects of France
724:
722:
1117:
941:. Manchester, UK: Hikoki Publications, 2012.
8:
983:. Shrewsbury, UK: Airlife Publishing, 1985.
953:French Secret Projects 1: Post War Fighters
523:French Secret Projects 1: Post War Fighters
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955:. Manchester, UK: Crecy Publishing, 2016.
782:
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937:Buttler, Tony and Jean-Louis Delezenne.
925:Buttler and Delezenne 2012, pp. 143, 153
443:to satisfy its interceptor requirement.
89:2 March 1953 (SNCASO SO-9000 Trident I)
889:Buttler and Delezenne 2012, pp. 150–153
690:
141:engines, and the Air Force ordered two
16:French mixed-power interceptor aircraft
853:
851:
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283:. It was equipped with a narrow-track
133:rocket engine, which was augmented by
20:
981:Combat Aircraft Prototypes since 1945
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813:Buttler and Delenne 2012, pp. 145–146
7:
1073:and Mixed Propulsion, Part 13].
1048:and Mixed Propulsion, Part 12].
736:
734:
1023:and Mixed Propulsion, Part 7].
550:6.98 m (22 ft 11 in)
109:is a French jet and rocket powered
916:Buttler and Delezenne 2012, p. 294
857:Buttler and Delezenne 2012, p. 149
795:Buttler and Delezenne 2012, p. 145
544:12.7 m (41 ft 8 in)
248:, and nitric acid functioned as a
123:point-defence interceptor aircraft
14:
556:14.5 m (156 sq ft)
212:. It was powered by a mixture of
635:
240:posed some challenges as it was
29:
426:below the fuselage for a Matra
275:The Trident was a fast-looking
113:built by aircraft manufacturer
618:24,000 m (79,000 ft)
568:5,900 kg (13,007 lb)
562:5,150 kg (11,354 lb)
1:
1415:1950s French fighter aircraft
831:Buttler and Delezenne, p. 148
494:Musée de l'Air et de l'Espace
328:
40:Musée de l'Air et de l'Espace
1445:Aircraft first flown in 1953
1141:SNCASO aircraft type numbers
951:Carbonel, Jean-Christophe.
1461:
171:Messerschmitt Me 163 Komet
153:Background and description
716:Gunston 1981, pp. 218–219
327:The Trident I in flight,
37:
28:
23:
907:Carbonel 2016, pp. 71–73
898:Carbonel 2016, pp. 67–68
843:Carbonel 2016, pp. 69–70
24:SO.9000/SO.9050 Trident
1430:Rocket-powered aircraft
1277:SNCASO aircraft by name
1077:(in French) (78): 3–7.
1052:(in French) (77): 3–7.
1027:(in French) (72): 3–7.
967:Fighters of the Fifties
529:General characteristics
167:rocket-powered aircraft
1440:Shoulder-wing aircraft
822:Pelt 2012, pp. 161–162
770:Pelt 2012, pp. 160–161
761:Pelt 2012, pp. 159–160
728:Pelt 2012, pp. 158–159
673:SNCASE SE-212 Durandal
512:
422:and the addition of a
383:, the transfer of the
332:
107:SNCASO SO.9000 Trident
1075:Le Fana de l'Aviation
1050:Le Fana de l'Aviation
1025:Le Fana de l'Aviation
511:
326:
285:tricycle landing gear
264:during level flight.
250:hypergolic propellant
1425:Mixed-power aircraft
1135:(Sud-Ouest) aircraft
880:Carbonel 2016, p. 70
804:Carbonel 2016, p. 68
740:Carbonel 2016, p. 66
354:Dassault MD.30 Viper
111:interceptor aircraft
55:interceptor aircraft
866:Jackson 1986, p. 91
678:XF-91 Thunderceptor
668:Saunders-Roe SR.177
566:Max takeoff weight:
473:SO.9050 Trident III
441:Dassault Mirage III
1410:Sud-Ouest aircraft
993:Pelt, Michel van.
663:Saunders-Roe SR.53
513:
488:Surviving aircraft
462:SO.9050 Trident II
420:fire-control radar
389:air-to-air missile
374:SO.9050 Trident II
333:
1397:
1396:
1003:978-1-4614-3199-2
979:Jackson, Robert.
961:978-1-91080-900-6
947:978-1-90210-948-0
786:Pelt 2012, p. 161
752:Pelt 2012, p. 159
700:Pelt 2012, p. 158
651:Nord 1500 Griffon
622:Time to altitude:
452:SO.9000 Trident I
410:on 19 September.
338:Turbomeca Marboré
319:SO.9000 Trident I
254:Sud-Ouest Espadon
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416:Turbomeca Gabizo
358:license-produced
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202:on 7 July 1950.
163:French Air Force
159:Second World War
127:French Air Force
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628:
623:
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602:
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598:
590:
586:
583:
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573:
570:
567:
564:
561:
560:Gross weight:
558:
555:
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549:
546:
543:
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537:
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533:
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530:
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408:belly landing
405:
401:
396:
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382:
373:
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368:
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355:
349:
347:
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325:
318:
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306:
302:
298:
294:
290:
289:ejection seat
286:
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278:
273:
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265:
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258:maiden flight
255:
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196:
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180:Accordingly,
178:
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136:
132:
128:
125:to equip the
124:
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116:
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108:
98:
93:
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88:
86:First flight
85:
84:
81:
78:
76:Manufacturer
75:
74:
71:
68:
63:
62:
56:
52:
49:
48:
45:
41:
36:
32:
27:
22:
19:
1378:
1373:
1368:
1252:
1247:
1074:
1070:
1066:
1049:
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1041:
1024:
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1016:
994:
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966:
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938:
932:Bibliography
921:
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862:
827:
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766:
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682:
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491:
478:
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397:
385:speed brakes
377:
363:
350:
346:utility pole
342:Bill Gunston
334:
274:
269:
266:
204:
179:
156:
147:
106:
104:
95:Number built
18:
1379:Trident III
1354:Ferblantine
597:Performance
585:Powerplant:
572:Powerplant:
356:engines, a
303:controlled
230:nitric acid
193:capable of
1404:Categories
1374:Trident II
686:References
554:Wing area:
393:flamed out
207:Matra M.04
195:supersonic
143:prototypes
119:supersonic
1369:Trident I
1334:Deltaviex
1329:Deauville
1319:Cassiopée
1304:Bellatrix
1294:Ariel III
1083:0757-4169
1058:0757-4169
1033:0757-4169
612:Mach 1.92
548:Wingspan:
516:Data from
436:airframes
424:hardpoint
400:Matra 052
379:enlarged
309:elevators
301:tailplane
293:transonic
242:corrosive
191:monoplane
137:-mounted
121:-capable
53:Research
1349:Farfadet
1314:Bretagne
1309:Biarritz
1289:Ariel II
629:See also
589:SEPR 631
579:turbojet
447:Variants
367:altitude
297:ailerons
246:kerosene
214:Furaline
139:turbojet
1420:Trijets
1389:Vautour
1344:Espadon
1299:Bayonne
1284:Ariel I
1253:SO.9050
1248:SO.9000
1243:SO.8000
1238:SO.7060
1233:SO.7056
1228:SO.7055
1223:SO.7050
1218:SO.7010
1213:SO.6020
1208:SO.6000
1203:SO.4050
1198:SO.4000
1193:SO.3050
1188:SO.1310
1183:SO.1220
1178:SO.1120
1173:SO.1110
1168:SO.1100
1071:Trident
1067:Trident
1046:Trident
1042:Trident
1021:Trident
1017:Trident
542:Length:
496:, near
381:cockpit
313:rudders
228:O) and
210:missile
135:wingtip
1384:Triton
1364:PĂ©gase
1359:Narval
1268:SO.P-1
1263:SO.M-2
1258:SO.M-1
1163:SO.177
1081:
1056:
1031:
1001:
987:
973:
959:
945:
482:canopy
277:bullet
262:Mach 1
200:mockup
182:SNCASO
115:SNCASO
80:SNCASO
70:France
1339:Djinn
1324:Corse
1158:SO.90
1153:SO.80
1148:SO.30
536:Crew:
498:Paris
469:631.
428:R.511
50:Role
44:Paris
1079:ISSN
1054:ISSN
1029:ISSN
999:ISBN
985:ISBN
971:ISBN
957:ISBN
943:ISBN
587:1 Ă—
574:2 Ă—
331:1956
311:and
305:roll
281:drag
232:(HNO
131:SEPR
105:The
1406::
871:^
848:^
836:^
775:^
745:^
733:^
721:^
705:^
693:^
521:;
500:.
329:c.
272:.
222:12
218:13
216:(C
145:.
99:8
42:,
1125:e
1118:t
1111:v
1085:.
1060:.
1035:.
538:1
234:3
226:2
224:N
220:H
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