Editing SNCASO (section)

==History==
Following the [[Matignon Agreements (1936)|resolution]] of the 1936 [[general strike]] of French heavy industry, the government of [[Léon Blum]] introduced an act to nationalize the French war industry.<ref name = "Hartmann1" /> The act provided for the creation of seven nationalised aeronautical manufacturing companies: six for aircraft ([[SNCASE]], SNCASO, [[SNCAN]], [[SNCAO]], [[SNCAM]], [[SNCAC]]), and one for aircraft engines ([[Société nationale de Construction de Moteurs|SNCM]] - [[Lorraine-Dietrich]]).<ref name = "Hartmann1">{{citation |last1=Hartmann |first1=Gérard |title=Les réalisations de la SNCASE |url=http://www.hydroretro.net/etudegh/sncase.pdf |access-date= 15 July 2009 |date= 15 January 2005 |language=fr |quote=Alors qu’on ne sait pas très clairement si les sociétés nationales sont des « usines de production de guerre » sans indépendance et sans bureau d'études, la SNCASE est officiellement formée le 1er février 1937.}}</ref> In accordance with this agreement, SNCASO was formed on 16 November 1936 from the [[merger]] of the factories of [[Blériot Aéronautique|Blériot]] of [[Suresnes]], [[Société des Avions Marcel Bloch|Bloch]] of [[Villacoublay]] and [[Courbevoie]], SASO (''Société Aéronautique du Sud-Ouest'') of [[Bordeaux]]-[[Mérignac, Gironde|Mérignac]], UCA (''Usine de Construction Aéronautique'') of [[Bordeaux]]-[[Bègles]], [[Société Aérienne Bordelaise]] (SAB) of [[Bordeaux]]-[[Bacalan]] and [[Lioré et Olivier]] of [[Rochefort, Charente-Maritime|Rochefort]]. Additionally, SNCASO constructed a new factory in [[Châteauroux-Déols Air Base|Déols]] during that same year.<ref>[http://www.aviafrance.com/aviafrance1.php?ID_CONSTRUCTEUR=1145&ANNEE=0&ID_MISSION=0&CLE=CONSTRUCTEUR&MOTCLEF= "SNCASO."] ''Aviafrance''.</ref>

The company's fortunes, along with that of the wider French nation, were heavily affected by the events of the [[World War II|Second World War]], particularly the formation of the [[German military administration in occupied France during World War II|occupation of France by German forces]]. Despite the country's hardship during the conflict, SNCASO continued to operate. During 1941, the [[Paris]] design bureaus of both the nationalized and the private aircraft firms were relocated; according to aviation historian Gérard Hartmann, this measure was taken to avoid capture.<ref name = "Hartmann1" />{{rp|13}} That same year, SNCASO took over the assets of the ailing [[SNCAO]]. The company worked on various projects throughout the war, often under a heavy level of secrecy, including into the new field of [[jet propulsion]]. France, akin to the other [[Allies of World War II|Allied nations]] in the war, had benefitted from captured Germany high speed research; these factors combined gave a great impetus to undertaking advanced research projects.<ref name = "caygill">Caygill 2006, {{page needed|date=May 2019}}.</ref>

[[File:So6000-triton-bourget.jpg|left|thumb|SO.6000 Triton n°3]]
Amongst the first new aviation projects to be launched in France during the [[postwar]] era was SNCASO's jet-powered [[Sud-Ouest Triton]].<ref name = "caygill"/> According to aviation author John W.R. Taylor, the origins of the Triton can be traced back to a clandestine research effort conducted during 1943, headed by the French aeronautics engineer [[Lucien Servanty]]. Shortly after the end of the conflict, the new French government issued a requirement, calling for a total of five [[prototype]] aircraft to be constructed for testing purposes.<ref name="Taylor">{{cite book |last1=Taylor |date=1976 |page=231}}</ref> The development of indigenously designed jet aircraft was seen as of national importance to the government, being intended to symbolise and embody the speedy recovery of France's industrial and military strength.<ref name = "gov summ">[https://www.gouvernement.fr/partage/9703-vol-historique-du-premier-avion-a-reaction-francais-le-so-6000-triton "Vol historique du premier avion à réaction français, le "SO 6000 Triton."] ''gouvernement.fr'', Retrieved: 18 May 2019.</ref>

To speed up development of the Triton, which would become the first French jet-powered aircraft to fly, it was decided to use the [[Germany|German]]-designed [[Junkers Jumo 004]]-B2 engine after severe development issues were encountered with the indigenously developed [[Rateau-Anxionnaz GTS-65]] [[turbojet]] engine. The [[United Kingdom|British]] [[Rolls-Royce Nene]] turbojet engine was also adopted for multiple of the prototypes. On 11 November 1946, the first prototype Triton performed its [[maiden flight]].<ref name = "gov summ"/> However, further development of the Triton was ultimately abandoned during the early 1950s; it was never use in any operational circumstance. The design had been rendered obsolete by the rapid pace of advancements, both in terms of jet propulsion specifically and wider aerospace capabilities generally, with numerous jet-powered designs being produced around this timeframe.<ref name = "caygill"/>

SNCASO also branched out into helicopters. It gained useful experiences from the experimental [[Sud-Ouest Ariel]], a [[tip jet]] helicopter, that enabled the firm's design team to pursue development of a practical light helicopter that would harness this technology. They designed a compact and lightweight twin-seat rotorcraft, which was promptly designated as the [[Sud-Ouest Djinn]].<ref name = "mcgow 74"/><ref name = "boyne 101">Boyne 2011, p. 101.</ref> While this newer design did not share an identical tip jet system to the Ariel, the type did rely upon the same basic concept of feeding compressed air, which was generated by an onboard pump, to the tips of the vehicle's rotor blades to drive the movement of the blades.<ref name = "popu air">[https://books.google.com/books?id=3y0DAAAAMBAJ&pg=PA128 "Helicopter Runs On Air."] ''Popular Science'', April 1953.</ref><ref>[http://www.flightglobal.com/pdfarchive/view/1953/1953%20-%201657.html "Hot Air Whirler"] ''Flight'', 18 December 1953. p. 8.</ref><ref>Boyne 2011, p. 74.</ref> First flying in January 1953, the Djinn proved itself to be a viable design; after several further prototypes were completed and tested, the type went into mass production.<ref name = "mcgow 74">McGowen 2005, p. 74.</ref> The Djinn was the first indigenously developed French helicopter, as well as being one of the first practical European helicopters to be produced.<ref>Boyne 2011, pp. 73–74.</ref> It was also the first [[tip-jet]] propelled rotorcraft to enter production.<ref name = "flight 512">[https://www.flightglobal.com/pdfarchive/view/1959/1959%20-%201053.html "Hew French Helicopters."] ''Flight International'', 17 April 1959. p. 512.</ref>

Almost immediately after the war, the resurgent [[French Air Force]] also produced a requirement for a jet bomber with a takeoff weight of roughly 25–30 [[tonne]]s and capable of flying at high-[[wikt:subsonic|subsonic]] speeds; its development was viewed as a major technological challenge as it called for the production of France's first jet bomber.<ref name = "bomber 68">Gunston and Gilchrist 1993, p. 68.</ref> SNCASO was amongst several French aircraft manufacturers to tender, submitting its [[SNCASO SO.4000|SO.4000]]; it received a development order for a pair of manned scale models and a full-sized [[prototype]].<ref>{{cite book |last1=Griehl |first1=Manfred |last2=Dressel |first2=Joachim |title=Heinkel He 177 - 277 - 274 |year=1998 |publisher=Airlife Publishing |location=Shrewsbury, UK |isbn=1-85310-364-0 |pages=208–209 }}</ref> During 1947, as a result of the rapid advances made in aviation technologies made around this time, plans for the SO.4000's production run were abandoned; nevertheless, it was decided to complete the two scale models and the full size prototype for experimental purposes.<ref>[http://xplanes.free.fr/so4000/so4000-5.htm "Le Sud-Ouest SO-4000: V. Essai et abandon du SO-4000"].  ''Le Sit des Projets et Prototypes d'Avions'', 14 May 2003. Retrieved 15 May 2011.{{in lang|fr}}<!--French--></ref> Both scale models provided valuable data on features such as [[swept wing]]s, pilot escape systems, [[spoiler (aeronautics)|spoiler]] control, and [[leading edge]] [[slat (aircraft)|slat]]s.<ref name = "bomber 69"/> On 5 March 1950, the SO.4000 was rolled out; by this point, it was already obsolete and lacking in capabilities compared to its contemporaries.<ref name = "bomber 69"/> Following an accident that damaged the airframe, work on the project was abandoned.<ref name="AI Jan86 p46">''Air International'' January 1986, p. 46.</ref> According to Gunston and Gilchrist, the SO.4000 was a very heavy aircraft, which only compounded the weakness of possessing relatively little engine power, giving it an extremely poor thrust-to-weight ratio even when empty; they also criticised it as possessing "useless capabilities".<ref name = "bomber 69">Gunston and Gilchrist 1993, p. 69.</ref>

[[File:Vautour II N.JPG|thumb|Vautour II N]]
During June 1951, the French ''Armée de l'Air'' (AdA) issued a separate requirement for a [[jet propulsion|jet-powered]] aircraft capable of functioning as a bomber, a low-level attack aircraft, or an all-weather interceptor.<ref name="bomber 124">Gunston and Gilchrist 1993, p. 124.</ref> In response, SNCASO adapted its existing ''S.O. 4000'' design to perform the desired roles. During 1951, prototype testing had demonstrated promising performance for the type, which encouraged its further development.<ref name="jew virt lib">[http://www.jewishvirtuallibrary.org/sud-ouest-s-o-4050-vautour "IAF Aircraft Inventory: Sud-Ouest S.O. 4050 Vautour."] Jewish Virtual Library, Retrieved: 16 September 2017.</ref> Named the [[Sud Aviation Vautour|Vautour]], the IIB bomber variant was used to carry France's [[nuclear weapon]]s in addition to a conventional arsenal; as such, for some years the Vautour was an important element of the nation's [[nuclear deterrent]]. According to aviation authors Bill Gunston and Peter Gilchrist, "It would be fair to claim that in the early 1950s the Vautour was the most promising twin-jet warplane in Western Europe".<ref name="bomber 125">Gunston and Gilchrist 1993, p. 125.</ref>

SNCASO developed several variants of the Vautour for different purposes, including the [[interceptor aircraft|interceptor]] role; several were proposed but ultimately unbuilt. During 1956, two years prior to the Vautour even entering squadron service, France issued a more demanding requirement for a supersonic replacement aircraft. The Vautour was viewed as a stop-gap measure for the nuclear deterrent role, as its performance in this role was typically thought to be limited at best, while this more capable follow-on aircraft was under development.<ref name="gun 104" /> While the newer bomber requirement would ultimately result in the selection, development and manufacture of the [[Dassault Mirage IV]] bomber; SNCASO chose to respond to the requirement, producing their own proposal of an envisioned ''Super Vautour''. According to aviation author Bill Gunston, the unbuilt 'stretched' Super Vautour would have featured an increased combat radius of 1,700 miles as well as the ability to attain at least [[Mach number|Mach]] 0.9.<ref name="gun 104">Gunston 1973, p. 104.</ref>

During the rationalisation of the nationalised Aircraft Industry during the 1950s, SNCASO was merged with SNCASE to form [[Sud Aviation]] on 1 March 1957. Over the subsequent decades, Sud Aviation was in turn was amalgamated into French defense conglomerate [[Aérospatiale]] and eventually became a part of the multinational [[EADS]] group, today trading as the Airbus Group.