As the project evolved, the SE.2400 initiative was given up on in favor of the more promising SE.2410 and this design was eventually handed the name of "Grognard I". Gronard II was set to become another proposed form - the two-man SE.2415 - which would feature radar, a second crewman (and cockpit) to operate it and a lengthened forward fuselage section. With the longer nose it was deemed necessary to set the wing mainplane sweep to 35-degrees. In both designs the cockpit was left unpressurized as the aircraft would be operating mainly in low-to-medium altitude envelopes.
The French Air Force envisioned a fleet of 360 Grognard attack planes during its critical post-war rebuilding phase. The SE.2410 prototype finally went airborne for the first time on April 30th, 1950 and the two-seat SE.2415 followed on February 14th, 1951. Already months behind schedule, the aircraft proved airworthy and development continued which brought about the usual supply of technological and aerodynamic issues generally associated with new, advanced aircraft. Excessive vibrations at the tail unit were a continual problem and both prototypes, despite their difference in design, were given multiple fixes to help address the issue.
With mounting delays and the French Air Force beginning reviewing its ongoing needs, the Grognard program fell out of favor and was officially terminated. The ground attack requirement was fulfilled by a more conventionally-arranged aircraft in the Sud-Ouest SO.4050 "Vautour" and this design went on to find a certain level of success in French service. The Grognard's performance was never a strong point in testing and the airframe proved unable to be adapted to any role other than ground attack - which limited its future prospects. Additionally, its lack of cockpit pressurization meant that it could not serve in a true fighter role which made the French decision an easy one. Both prototypes managed rather healthy test lives for their part but both were victims of separate crash landings which ended the flying career of the first (single-seat) prototype. The Grognard became the first French jet to fire off a missile before its end but little else was had from the line - both stripped prototype airframes were expended as ground targets.
The final related vehicles of the Grognard endeavor were two proposed, though ultimately unbuilt, types in the SE.2418 and the SE.2421. The former was to carry 2 x Hispano-Suiza (Rolls-Royce) "Tay" 250 turbojet engines with the wings of Grognard I and the lengthened fuselage of Grognard II while fitting 2 x 30mm internal cannons. The latter was being brought up along the lines of a two-seat all-weather fighter. In either case, neither design was furthered into anything viable.
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