The Early Going
During the early phases of the project, the Model 1301 and Model 2301 gliders were used to test the validity of certain elements of the Griffon program (including the delta-wing arrangement). in these early days, the "Griffon" was also known as the "Cheetah" ("Guepard") prior to the merging of SFECMAS and SNCAN (giving rise to Nord Aviation).
Griffon I
With the combination powerplant in play, the turbojet engine was to be used to achieve take-off and cruise to the required speed for the ramjet to takeover. Once cruising, the aircraft could rely on both powerplants to achieve excellent intercepting speeds. The initial Griffon prototype, 1500-01 "Griffon I", flew with just an Atar 101F G2 afterburning turbojet in place. A first-flight was achieved on September 20th, 1955. This specimen managed a maximum speed of Mach 1.17 but fell way short of the intended Mach 2 performance originally envisioned. Later in its test life, it was re-engined with the Atar E turbojet of 8,400lb thrust.
Because of the rough-field operation requirement from the French Air Force, the first prototype was deliberately run on grass on June 19th, 1956, suffering a collapsed nose wheel as a result. It returned to the air after repairs in late-July. This example continued to fly until April 16th, 1957 and never had its intended ramjet engine installed. For its time in the air, the control and handling of the Griffon I were deemed to be quite good.
Griffon II
The Griffon II was the only other entry into the Griffon test program with the key difference being that this example had its ramjet engine installed. It carried the Atar 101 F series afterburning turbojet engine of 7,735lb thrust exhausted through a new, larger-diameter port under the tail fin. An early-form computer system was also introduced to better regulate fuel to the ramjet unit. First-flight of this Griffon variant was recorded on January 23rd, 1957. In December of that year, the aircraft recorded a speed of Mach 1.85 - inching ever-closer to the required Mach 2 speed envelope. Mach 2 was finally achieved in October of 1958 but the aircraft's structure was soon found to limit maximum speeds to Mach 2.1. The aircraft was also put on display at the 1959 Paris Air Show.
End of the Line
Interest in the Mach 2-capable Griffon began to wane by the end of the decade and financing on the project followed suit. On June 5th, 1961, the program was officially ended as all parties went their separate ways. The Griffon prototypes managed some 337 total flights for their time and served in furthering the concepts and theories of high-speed flight for future designs. Nord was also working on a Mach 3-capable Griffon to be known as the "Griffon III" or "Super Griffon" but this only ended as studies. It would have carried the "Super Atar" engine of 19,850lb thrust.
The second prototype is today (2018) preserved at the Musee de l'Air et de l'Espace at the Le Bourget Airport near Paris.
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