Nord Noratlas

Source: Wikipedia, the free encyclopedia.
Noratlas
A
French Air Force
Nord Noratlas in flight
Role Military Transport
National origin France
Manufacturer Nord Aviation
First flight 10 September 1949
Introduction 6 December 1953
Retired 1989 (France)
Status Retired
Primary users France
Germany
Greece
Israel
Produced 1949-1961
Number built 425

The Nord Noratlas was a dedicated military transport aircraft, developed and manufactured by French aircraft manufacturer Nord Aviation.

Development commenced during the late 1940s with the aim of producing a suitable aircraft to replace the numerous older types that were in service with the

SNECMA-built Bristol Hercules 738/9
engines instead, which was found acceptable. Accordingly, the Noratlas was introduced to service by the Armée de l'Air on 6 December 1953.

Following its adoption by the Armée de l'Air, a number of other operators in both Europe and Africa chose to procure the Noratlas for their own military air services. Having found itself in a similar situation to France, the German Air Force of West Germany chose to adopt the same solution, procuring the type for their own purposes. The Israeli Air Force, the Hellenic Air Force, and the Portuguese Air Force all deployed the Noratlas under combat conditions. Furthermore, operators often found a wide variety of uses for the type, extensively adapting aircraft to suit secondary roles in some cases. The Noratlas was also adopted by a number of civil operators, although most aircraft were flown by military customers. As such, several hundred aircraft were produced during the Noratlas' production run, which lasted over a decade.

Development

Following the end of the

Armée de l'Air was left with two primary transport aircraft: the German Junkers Ju 52, which was produced for some time in France after the end of the conflict, and the American Douglas C-47, which had been received from US surplus.[1] While both of these types were typically known for their good service levels, they were by no means modern or particularly large in comparison with newer contemporaries. Both aircraft had suffered from a common set of flaws, such as the traditional tailwheel landing gear
configuration, which gave them a nose-up attitude when at rest that complicated the loading and unloading of cargo, relatively restrictive side-loading doors and a limited payload capacity.

In light of these apparent shortcomings, during 1947, the

BR-891R Mars and SO-30C
, respectively. The Nord 2500, which was designed with rear-opening clamshell doors to allow for easy cargo handling, was considered to be the most promising of the submissions received; according, on 27 April 1948, DTI placed an order for a pair of prototypes to be constructed for evaluation.

On 10 September 1949, the first prototype conducted its

C-82 Packet
. From these, the N2501 was found to be superior, leading to an initial production order for a batch of 34 aircraft on 10 July 1951.

Tragedy struck the development effort during 1952 when the first Nord 2501 prototype was lost in an accident during a test flight. On 9 January 1953, the Nord 2501 was baptized as the Noratlas by the widow of the pilot killed in the first prototype's crash. Despite the setback of the first prototype's loss, Nord continued the programme to schedule, fulfilling its initial contract for 34 aircraft by 25 June 1953, and the

Armée de l'Air went on to order another 174 Noratlases, for a total of 228 aircraft in French service.[1]

Several different models were developed and were proposed, but ultimately were never built. Of those built, perhaps the most distinct was the civil-orientated 2502, which featured additional engines in the form of a pair of wing-tip mounted Turbomeca Marboré turbojets, giving it improved takeoff performance. The proposed 2506 was to have further built upon the 2502, having been intended to possess airbrakes, along with re-designed flaps and height-adjustable landing gear.[2] Following an eventual production run of some 425 planes, the final Noratlas was constructed during 1961. It was succeeded and eventually replaced by the multinational Transall C-160.[3]

Design

The Nord Noratlas was a purpose-built twin-engine,

Rotol propeller.[1]

The sizable cabin of the Noratlas was capable of accommodating up to 7.5 short tons (6.8 t) of freight or a maximum of 40 passengers; when flown at a cruising speed of 200 mph (320 km/h), it could transport a 6-ton payload over a range of up to 750 miles (1,210 km).[4] Cargo was typically loaded into and unloaded from the main cabin via the rear-facing clamshell doors, which were intentionally positioned close to ground level to ease freight handling.[1]

Operational history

French Air Force

Operational Nord 2501 of 1/61 squadron of the 61 Escadre de Transport of the French Air Force in 1969

During its service life with the Armée de l'Air, the Noratlas was initially predominantly operated in it cargo-carrying role; however, 10 had been fitted out, as ordered, to facilitate performing passenger operations as well. However, following the conclusion of

electronic warfare
role, was perhaps the most useful as well as being the longest serving aircraft. During 1989, the final Gabriel was finally phased out of operations with the Armée de l'Air, marking the complete retirement of the wider type as well.

The Noratlas had been able to attain particular recognition and notoriety amongst the general public as a consequence of its use during the

Port Fouad in Egypt
.

German Air Force

Nord Aviation N 2501D Noratlas at the Technik Museum, Speyer, Germany

During the post-war years, the newly formed nation of West Germany was faced with a similar situation to that which had prompted France to pursue development of the Noratlas. As such, the government decided to address the German Air Force's requirement for new transport aircraft in the same manner, eventually ordered a total of 187 Noratlases from 1956.[1] Of these, the first 25 aircraft were manufactured in France, while the other 161 Noratlases were manufactured by the West German-based Flugzeugbau Nord company under contract; such aircraft were designated as N-2501D. Of these aircraft, only 173 were delivered.[5] Flugzeugbau Nord had been involved in the Noratlas programme from an early stage, which was the company's first post-war aviation project, having been responsible for the design and manufacture of the majority of the aircraft's fuselage.[6]

According to author John P. Cann, if the Noratlas in German service had a weakness, it was that the fleet was furnished with four different sets of cockpit instrumentation and electronic systems as a result of its complex procurement arrangement.[7] The favourable experience with the Noratlas gave enthusiasm for further Franco-German collaborative efforts, leading directly to the larger and more advanced Transall C-160 transport aircraft.[8] As a result of the superior Transall becoming available, the German Air Force came to consider its Noratlas fleet to have been supplanted and rendered surplus to requirements. Accordingly, as early as 1964, the German Air Force began to offer individual Noratlases for resale; in this fashion, Germany became the primary source for the various smaller national operators that came to operate the type. Portugal was a major customer for the ex-German aircraft, purchasing many for their own military requirements.[9][1]

Israeli Air Force

During 1956, the Israeli Air Force (IAF) initially purchased three examples of the N-2501IS. However, this procurement had been made under duress—the French government would only allow Israel to purchase 12 of its Dassault Ouragan jet-powered fighters if the nation also acquired at least three Noratlases in the same deal. The Israelis were upset by the terms of the offer, however, at the time, France was one of only a few countries that were willing to sell modern armaments and combat platforms to Israel; eventually, the Israeli government agreed to France's terms. However, once in service, IAF personnel quickly came to realize the utility of the Noratlas following its performance during the Suez Crisis of 1956.[10]

During 1959, having been suitably impressed by its use under combat conditions, the IAF purchased another three N-2501ISs; prior to the

USS Liberty Incident
. During 1978, the IAF retired the last of their Noratlas fleet.

Hellenic Air Force

Noratlas of the Hellenic Air Force with serial 53-228 in 1979.

During 1970, the Hellenic Air Force (HAF) received 50 surplus Noratlases from Germany as part of a compensation package for events during the Second World War, as well as being an element of

Turkish invasion of Cyprus. In spite of the aircraft's age and the adverse flying conditions present throughout, 12 of the 15 aircraft which participated in Operation Niki had managed to arrive and land at Nicosia International Airport; at least one Noratlas is believed to have been shot down by friendly fire from Greek-aligned forces.[11] Regardless, the operation had allowed the Greek 1st Rangers Squadron to help retain the Nicosia airport under the control of the United Nations
and avoid its surrender to the Turkish Brigade that had attacked it.

Portuguese Air Force

Turbomeca Marbore
auxiliary jets in 1957
Former Portuguese Air Force N-2502F

The Portuguese Air Force operated a large number of Noratlases. During 1960, Portugal decided to purchase an initial batch of six militarized N-2502A (designated N-2502F) from French airline Union Aéromaritime de Transport (UAT). This purchase was quickly followed by other six of the same model, this time directly from Nord Aviation itself. Later on, an additional 19 N-2501Ds were purchased from the German Air Force.[8] Overall, multiple units of the Portuguese Air Force operated by the Noratlas, including Esquadra 32, based at Tancos Air Base, from 1970 to 1977, Esquadra 92, based at Luanda Air Base in Portuguese Angola, from 1961 to 1975, Esquadra 102, based at Beira Air Base in Mozambique, from 1962 to 1975, and Esquadra 123, based at Bissalanca Air Base in Portuguese Guinea, from 1969 to 1974.

Between 1961 and 1975, the Portuguese Air Force extensively operated their Noratlas fleet across all three of the African theatres of operations of the lengthy Portuguese Colonial War. In this lengthy conflict, the Noratlas was primarily used to conduct the intra-theatre tactical transportation missions, as well as to transport and deliver Portuguese paratroopers during airborne assault operations. Shortly following the independence of Angola and Mozambique in 1975, a batch of six ex-Portuguese Noratlas were given to the governments of these two new countries. By September 1977, all of the remaining Noratlases had been withdrawn from Portuguese service.

Civilian operations

By 1951, a civil-orientated version of the Noratlas, was under development and had received multiple orders from domestic and overseas customers. Known as the N-2502A/B, it was designed to be suitable for the transportation of both passenger and cargo payloads; the principal difference between the military models and the civil variant was the addition of a pair of small Turbomeca Marboré IIE turbojets, installed within the wingtips, for the purpose of improving the type's performance during the takeoff phase of flight only.[12] The personnel doors normally used by paratroopers were also eliminated as it was seen as lacking value to the prospective civil customers it was aimed at.[13]

The 2502 was used primarily by civil operators such as

Aéromaritime de Transport (N-2502A) and CGTA-Air Algérie
(N-2502B). However, the Noratlas never achieved the same level of success of the military versions in the civil market; only ten aircraft of this model were ever completed. However, this model would also often end up in military service via acquisitions from civil operators; as such, it saw relatively limited service with civilian customers.

Variants

N2500
Prototype powered by a pair of Gnome et Rhône 14R 1600-hp engines, one built.
N2501
Production version for the
SNECMA-manufactured Hercules
739 radial piston engines with 2,068 PS each (1521 kW), five prototypes and 208 production aircraft built.
Nord 2501A
Civil transport version for
UTA
, fitted with two 1,650-hp (1230-kW) SNECMA 758/759 Hercules radial piston engines, four built later converted to N2502.
Nord 2501D
Production version for the German Air Force, replaced some systems components of the N2501 with their equivalent from German manufacturers, 186 built (25 French built and 161 German built).
Nord 2501E
The redesignation of one standard Nord 2501 for flight testing, the aircraft was used to test two Turbomeca Marbore II auxiliary turbojet engines.
Nord 2501IS
Replaced some systems components of the N-2501, 6 produced, purchased by the Israeli Air Force.
N-2501 Gabriel
electronic warfare
platforms, 8 produced, probably modified N-2501s; operated by the Armée de l'Air.
Nord 2501TC
Nord 2501 modified for civil use by Transvalair, 3 produced.
Nord 2501
Civil transport version for
Turbomeca Marbore II
auxiliary turbojet engines.
Nord 2502A
Civil transport version for
Marboré II auxiliary turbojets and two 1650-hp Bristol Hercules
758/759 radial engines. Five built and two conversions from N2501A.
Nord 2502B
Civilian cargo transport version for
Marboré II auxiliary turbojets and two 1650-hp Bristol Hercules
758/759 radial engines. 2 conversions from N2501A and one built.
Nord 2502C
Civilian cargo transport version, similar to Nord 2502A/B. Intended for purchase by an Indian airline, only one prototype was built.
Nord 2502F
Militarized version of the Nord 2502 for Portuguese Air Force, 6 conversions.
Nord 2503
Re-engined version with two 2,500 hp (1,900 kW)
Pratt & Whitney R-2800-CB17 radial piston engines. One conversion from one of the Nord 2501 prototypes. Rebuilt as Nord 2508.[14][15]
Nord 2504
Modification of the Nord 2502 intended for
antisubmarine warfare training role with the French Navy,[16] 24 ordered but only one built.[14]
Nord 2505
Modified Nord 2502 intended for
antisubmarine warfare, cancelled not built.[14]
Nord 2506
Special modification of Nord 2502 to improve STOL performance and performance under heavy load for use as an assault transport, one conversion and one built from new.[14]
Nord 2507
Modified Nord 2502 intended for search and rescue role, with 12-hour endurance or greater, never passed the planning stage.[14]
Nord 2508
Modified Nord 2503, powered by two 1864-kW (2,500-hp) Pratt & Whitney R-2800-CB17 radial piston engines and two Turbomeca Marboré IIE auxiliary turbojets added; highly capable, but none were ordered; the prototypes were sold to Germany, one conversion and one built.
Nord 2508B
Cargo transport version of the N.2508.
Nord 2509
Unbuilt version. Not built.
Nord 2510
Unbuilt anti-submarine warfare version. Not built.
Nord 2520
Enlarged Nord 2502 with better cargo capacity, never passed the planning stage.

Operators

Military operators

 Angola
 Republic of the Congo
 Djibouti
 France
  • French Air Force
 Germany
 Greece
 Israel
 Mozambique
 Niger
 Nigeria
 Portugal
 Rwanda
 Uganda
  • Ugandan Air Force

Civilian operators

 Algeria
 Ecuador
 France

Surviving aircraft

Cyprus

  • 52-128 (painted as 52-133) - 2501D on display at the Makedonitissa Tomb, the place where a similar aircraft crashed killing nearly all on board during the Turkish invasion of 1974.[21][22]

France

Germany

Israel

Portugal

Specifications (Nord 2501)

Data from Jane's All the World's Aircraft 1958-59 [34]

General characteristics

  • Crew: 4-5
  • Capacity: 45 soldiers, 36 paratroopers, 18 patients with medics, or 8,458 kg (18,647 lb) cargo
  • Length: 21.962 m (72 ft 1 in)
  • Wingspan: 32.5 m (106 ft 8 in)
  • Height: 6 m (19 ft 8 in)
  • Wing area: 101.2 m2 (1,089 sq ft)
  • Aspect ratio: 10.5
  • Empty weight: 13,075 kg (28,825 lb)
  • Max takeoff weight: 20,603 kg (45,422 lb)
  • Fuel capacity: 5,090 L (1,344.6 US gal; 1,119.6 imp gal)
  • Powerplant: 2 ×
    sleeve-valve
    radial piston engines, 1,558 kW (2,089 hp) each without torquemeters
Hercules 739 with torquemeters
Hercules 758 / 759 with reversible-pitch propellers
  • Propellers: 4-bladed constant-speed fully-feathering non-reversible propellers (Hercules 738 / 739)

Performance

  • Maximum speed: 440 km/h (270 mph, 240 kn) at 21,000 kg (46,297 lb) AUW
405 km/h (252 mph; 219 kn) fully loaded
  • Cruise speed: 324 km/h (201 mph, 175 kn) at 1,500 m (4,900 ft)
335 km/h (208 mph; 181 kn) at 3,000 m (9,800 ft)
  • Range: 2,500 km (1,600 mi, 1,300 nmi)
  • Service ceiling: 7,500 m (24,600 ft)
  • Rate of climb: 6.25 m/s (1,230 ft/min) at sea level
4.75 m/s (935 ft/min) at 3,000 m (9,800 ft)
1 m/s (200 ft/min) at 1,500 m (4,900 ft)
  • Wing loading: 207.5 kg/m2 (42.5 lb/sq ft)
  • Take-off run: 660 m (2,170 ft)
  • Take-off distance to 15 m (49 ft): 820 m (2,690 ft)
  • Landing run: 420 m (1,380 ft) with reverse pitch
  • Landing distance from 15 m (49 ft): 790 m (2,590 ft)

See also

Aircraft of comparable role, configuration, and era

References

Citations

  1. ^ a b c d e f g Cann 2015, p. 134.
  2. ^ a b "Commercial aircraft of the world." Flight International, 28 November 1963. p. 892.
  3. ^ Wilson, Michael. "Transall C-160." Flight International, 25 April 1968. p. 614.
  4. ^ "Transport Aircraft, 1955." Flight International, 11 March 1955. p. 331.
  5. ^ Jackson 1974, p. 98.
  6. ^ "Hamburger Flugzeugbau." Flight International, 19 October 1961. pp. 619-620.
  7. ^ Cann 2015, p. 135.
  8. ^ a b Lopes 2014, p. 81.
  9. ^ Lopes 2014, pp. 81-82.
  10. ^ Norton 2004, p. 163.
  11. ^ "Cypriot officials say they may have found Greek aircraft shot down in 1974." The Guardian, 6 August 2015.
  12. ^ "Commercial aircraft of the world." Flight International, 26 November 1964. p. 934.
  13. ^ Cann 2015, pp. 134-135.
  14. ^ a b c d e Chillon, Dubois & Wegg 1980, p. 111
  15. ^ Bridgman 1957, p. 160
  16. ^ Bridgman 1958, p. 162
  17. ^ Fontanellaz, Cooper & Matos 2020, pp. 10–13
  18. ^ Delalande, Arnaud (15 March 2018). "Niger's desert warriors". Key Aero.
  19. ^ Fontanellaz, Cooper & Matos 2020, pp. 10–12
  20. ^ Hayes 2008, pp. 150–152
  21. ^ "Cypriot officials say they may have found Greek aircraft shot down in 1974". The Guardian. 6 August 2015. Retrieved 20 July 2019.
  22. ^ "52-133 - Hellanic Air Force - Nord 2501D Noratlas - Makedonitissa Tomb, Nicosia". Flickr. 24 November 2018. Retrieved 20 July 2019.
  23. ^ "L'Historique du 105". Le Nortales de Provence. Retrieved 5 November 2018.
  24. ^ "Aviation Photo #5028609: Nord 2501F Noratlas - France - Air Force". Airliners.net.
  25. ^ "5237 Nord 2501D Noratlas - Germany - Air Force". Airliners. Retrieved 5 November 2018.
  26. ^ "9914 Nord 2501D Noratlas - Germany - Air Force". Airliners. Retrieved 5 November 2018.
  27. ^ "154 Nord 2501F Noratlas - France - Air Force". Airliners. Retrieved 5 November 2018.
  28. ^ "D-ACUT Nord 2501D Noratlas - Untitled". Airliners. Retrieved 5 November 2018.
  29. ^ "D-NORA Nord 2501F Noratlas - Untitled". Airliners. Retrieved 5 November 2018.
  30. ^ "055 - Nord 2501D Noratlas - Israel - Air Force". JetPhotos. Retrieved 21 July 2019.
  31. ^ "Code Number: 4X-FAW". ABPic. Retrieved 21 July 2019.
  32. ^ "4X-FAE Nord 2501D Noratlas - Israel - Air Force". Airliners. Retrieved 5 November 2018.
  33. ^ "6403 Nord 2502A Noratlas - Portugal - Air Force". Airliners. Retrieved 5 November 2018.
  34. ^ Bridgman 1958, pp. 161–163

Bibliography

Further reading

External links

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