N262 North-aviation

The Northern N262 is a Avion biturbopropulsé of transport French mail short-means. Developed with the beginning of the year 1960 starting from the max-Holste MH.250 Super Broussard, it was used by civil and military operators.

In the Naval air force, the N262E is indicated by the letter Y .

Design

max-Holste MH.250 Super Broussard

Logical successor of MH-1521 Broussard, the MH.250 wanted to be a general-purpose twin-engine able to transport 14 to 17 passengers out of 2000 km to 250 km/h of average in areas having summary infrastructures. Resulting from an official program of 1957, the prototype was the subject of a market of state on August 5th, 1958, whereas the construction of the prototype was already launched to Rheims.

Tractor drawn by two radial engines Pratt & Whitney R-1340-S3H1-G of 600 ch, prototype (MH-250-001 F-WJDA) accomplished its first flight the May 20th, 1959 with Rheims, controlled by André Moynet assisted of max Holste and the engineer of Jouannet tests. Presented the next month to the Paris airshow, it turned over in workshop after having added up 100 hours of flight, and took again the air after a building site of modifications on September 20th, 1959. Entered with CEV on February 15th, 1960, it was used for various tests before disappearing as by enchantment.

max-Holste MH.260 Super Broussard

As of 1958 several operators expressed their interest for the MH.250 which, potentially, was presented in the form of a successor interesting for puncture-proof DC-3, but the twin-engine needed to be reduced. Max Holste thus preferred to give up it with the profit of a turboprop version, three propeller turbines being considered: Turboméca Bastan (MH.260), Armstrong-Siddeley P182 (MH.270) or Lycoming T-53 (MH.280). But max Holste could hope for a support of the French Official Authorities only if he chose Bastan and the two other versions were never developed. Moreover the Société of the Planes max Holste did not have indutrial resource allowing him to consider only the series production. October 5th, 1959 was thus signed a first industrial agreement with North-Aviation.

Prototype (MH.260-01 F-WJDV) accomplished its first flight with Rheims on July 29th, 1960 with Turboméca Bastan IIIA of 930 ch, whereas was finalized convention between the Société of the Planes max Holste and North-Aviation. The latter dealt with in-flight tests until certification, the production and the marketing of the apparatus. After a first series of in-flight tests (150 hours), the prototype returned in workshop to receive from Bastan IV of 1000 ch. Les in-flight tests took again in October and at the beginning of December the apparatus entered again in workshop to receive its final installations. During this new building site it became North-Aviation N260 and finished its career with the CEV like testing ground of the engines of North 262.

North-Aviation N260

A preproduction of 10 apparatuses with engines Bastan IV of 1.000 CH was carried out, but 9 apparatuses only were completed, the last being used like stock of spare parts for the other machines and the prototype. These apparatuses, which suffered from the lack of pressurization, the low potential of the first versions of Bastan and a certain under-motorization, laboriously obtained their Navigability certificate in November 1962, one month hardly before the first flight of pressurized N262. They were used by the company Air Inter, CEV and the Norwegian company Wideröe.

N261 North-aviation

Answering a program known as of plane of co-operation, this military version was to ensure of the missions of observation, fire support, transport, dropping of parachutists or medical transport. Equip with Bastan V of 1100 ch, this apparatus was not born because of the evolution of the Algerian conflict.

N262 North-aviation

In May 1961 were published new aeronautical standards in France (AIR 2051) as with the the United States (BECAUSE 4 B). In parallel North-Aviation was aware that it was necessary to improve the profitability of the apparatus, while passing to the pressurization, become essential for a commercial aircraft with beginning of the year 60. Thus the fuselage was entirely redrawn, adopting a circular section adapted better to the pressurization. Built with Châtillon-under-Bagneux and assembled with Melun - Villaroche, the prototype (N262-01 F-WKVR) took the air the December 24th, 1962, controlled by Armand Jacquet, assisted of Jean Pierron and Jean Boutes. This apparatus, motorized with of Bastan IVB to reducers of 1080 ch, was presented to the press on February 8th, 1963 then a few months later with the Paris airshow with the first of the three planes of preproduction (N262 n° 1 F-WLKA), which was to receive from Bastan VI of 1000 ch, but took the air only on April 8th, 1964. This last was characterized by the reappearance from an edge from drift, removed on (It will be installed during the tests) and a final commercial installation: 2 pilots and a cabin for 26 to 29 passengers. Certification was obtained on July 16th, 1964.

The production had been launched as of May 1961, distributed between the factories North-Aviation of Bourges (fuselage before and exchange), Méaulte (plane exchange and external), Mureaux (built and cap-engines) and max-Holste with Rheims (back fuselage, empennage, shutters, ailerons and cérènage of train). The final assembly was ensured by the factory of Bourges. The reactions of industry to the presentation of the plane to the Le Bourget in 1963 had been very favorable and the second apparatus of preproduction (N262 n° 2 F-WLKQ) carried out a round of presentations for the needs of which one replaced the central tank of wing by an additional tank in cabin. A provision suitable to cool the heats of potential customers, the more so as the installation of cabin was at the very least sober. The order book was thus not with the height of the hopes of the manufacturer. In 1970 Southern Aviation and North-Aviation amalgamated to form the Aérospatiale, which continued the production of North 262, renamed Frégate. 110 apparatuses were built until 1976, including three apparatuses of preproduction.

SNIAS seriously planned at the end them years 1970 to start again the production of the Frégate for the needs for the Air force and of the National marine (Connections, drive and maritime surveyance) but the Northern project 262 AII were rejected by the French government with the profit of the Embraer EMB-121 Xingu.

Versions

  • Northern 262A: First version of series, equipped with Bastan VIC of 1 080 ch. Outre the civil operators, like Japan Domestic, Cimber Air or Tunis Air, this model was bought by SFACT for the training of the crews of transport, the Naval Aéronautique French and the Air force.

  • Northern 262B: 4 aircraft intended for Air Inter, always equipped with Bastan VIC. Air Inter received its first apparatus on July 24th, 1964

  • Northern 262C Frigate: New version equipped with Bastan VIIC of 1 145 ch and an increased scale. Intended for the civil market, this apparatus found only outlets military (Gabon, Kenya, Congo,…). A specimen was also bought by the National marine and several were used by SFACT.

  • Northern 262D Frigate: Version of preceding intended for the training of the navigators and officers systems of weapon of the Air force.

  • Mohawk 298 : In the middle of the Seventies Mohawk Air Services, subsidiary of the group of third American level Allegheny Airlines, undertook to make modernize its fleet of N-262A: Assembly of turbopropellers Pratt & Whitney Canada PT6A-45 (having maintenance costs definitely less low than Bastan) actuating propellers 5 Hartzell blades, new avionics, new APU, system of air conditioning Standard Hamilton….These modifications made it possible the French twin-engine to answer certification FAR Part 298, from where the designation of this conversion which was sub-contracted with the industrial sphere by Mohawk with Frakes Aviation. First Mohawk 298 took the air on January 7th, 1975, the ninth and the last left factory in 1978.

  • Aerospace N262E Frigate: Twelve ex-North 262A of the Naval Aéronautique were transformed into North 262E, to ensure of the maritime surveillance missions and the training of the young pilots and flight engineers.

Military users

  • Angola: 4 NR 262A were bought with the airline company Air Algérie in 1986.
  • Burkina Faso: The flotilla of Transport, based with Ouagadougou, received 2 NR 262C in 1974.
  • Congo: 1 NR 262C in service in 1986.
  • France:
    • the Air force used until 2004 its North 262 within Escadrilles of Air link (ELA), become thereafter Escadron of Transport and Drive (BE) 041 (Metz - Frescaty), 042 (Mount-with-Marsan), 043 (Bordeaux - Mérignac) and 044 (Aix-the-Miles, then Living room-of-Provence as from 2000) and the Squadron of Transport 1/65 Vendôme of the GAEL (Velizy- Villacoublay). The last apparatuses were reformed on July 1st, 2004.
    • the Naval Aéronautique acquired 15 North 262A, a 262C and 4 machines of second hand as from 1967. They equipped the following units: Escadriles 2S (Lann-Bihoué) and 3S (Hyères) for transport, 10S (dissolved on August 1st, 1973) in support of the center of tests of Saint-Raphaël, 11S (Le Bourget) for the transport of staff, 55S (Aspretto) for the drive of the pilots of Bréguet Atlantic, 56S (Nimes - Let us park) for the drive of the mechanic-flying personnel and navigators and the flotillas 24F and 28F. This last unit, reactivated with Hyères on March 31st, 2000 by dissolution of the 3S, gathers today the last apparatuses of this type used by the National marine.

It remains today in service only North 262E. This version confers operational equipment to him such Radar, table of navigation, transmitter-receiver HF/BLU thus allowing him an active participation with the operational missions of the Naval Aéronautique the such maritime surveyance and the contests the buildings of the National marine.

Passed since with the ROUND OF APPLAUSE Nimes-Let us park, the flotilla 28F (maritime surveyance and ripening of the young pilots). have 12 North 262E. The EPV of Nimes-Let us park uses 262E of the 28F for the training of the flight engineers (" Mecbo"), of the radar operators air navigator (DENAE) and of the officers aeronautical tactic (TACAE). The apparatuses also take part in the monitoring of the field of fire of the center of tests of the Mediterranean. They are also used for the missions of connection and the calibration of the radars of the buildings of the national marine, by playing the part of drill plate.

Where necessary, it can also ensure of the missions of transport of personnel or material; this versatility was checked at the time of the recent events which touched cruelly the country at the beginning of year 2000: the shipwreck of the tanker Erika and great bad weather.

The majority of the arriving N262E of the National marine at the end of the lifetime, ALAVIA decided to withdraw them gradually active service. The substitute of the N262E remains mysterious with the center even of the flotilla 28F. Certain rumors speak about ATR 42, others of the Q400, but ALAVIA remains quiet on the official choice of the successeur.
The last N262E should be withdrawn of the active service in the neighborhoods of 2011.

  • Gabon: 3 NR 262C were in service in 1986.

Others

The N262E of the flotilla 28F raise a blue band on the sides to recall the participation of the 28F to the battle of Điện Biên Phủ

Sources

  • Note of current maintenance of the N262E: JCE Manual YEAR 106-10
  • of maintenance of the N262E: BEC YEAR 106
  • Personal experiences of the flotilla 28F

External bonds

  • Net-Navy

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