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67-582: The Paris was based upon an earlier proposed trainer aircraft, the MS.755 Fleuret . Following the failure of the French Air Force to select the Fleuret, Morane-Saulnier opted to develop the design into a liaison aircraft and compact business jet . The primary difference between the two designs was the altered seating arrangement, the original side-by-side seating two-seat cockpit was modified to allow for

134-456: A turboprop or piston engine . According to M. Vichou, the head of the design department of Morane-Saulnier, the decision to adopt a pair of Turbomeca Marboré jet engines had been determined to be the superior option available; studies found that a single turboprop engine capable of providing at least 2,000 hp was necessary to produce a comparable performance, which would have resulted in the additional complications of appropriately accommodating

201-679: A crucial early customer for the Paris, ordering a large batch of 50 aircraft to perform liaison duties for both the French Air Force and the French Navy, replacing older types such as the Nord Noralpha and Nord Norécrin . The securing of this order allowed Morane-Saulnier to proceed with quantity production of the type. On 27 February 1958, the first production aircraft performed its first flight. Early aircraft were provided with

268-479: A fairly large propeller in the design. Another alternative in using a pair of small turboprop engines was also less convenient than the Marboré engine, which could be positioned relatively low down in the airframe and in close proximity to the aircraft's centre-line. The all-up weight of the Paris, including a payload of four passengers and 30 kg (66 lb) of baggage, was 3,397 kg (7,470 lb) and its maximum flight speed

335-678: A fleet of six MS.760Bs were flown on training duties by the Rijksluchtvaartschool based at Groningen Airport in the north of the Netherlands. From 1958 to the early 1970s, a single MS 760 was used as a flying classroom at the "College of Aeronautics" at Cranfield , United Kingdom ; the aircraft was equipped to study stability and control together with performance as part of the MSc course. The 14 MS.760 were assigned to Flight 11.S from 9 February 1959 onwards. The last plane, No. 88,

402-407: A given speed, allowing for much tighter turns. The flaps used for this must be designed specifically to handle the greater stresses and most flaps have a maximum speed at which they can be deployed. Control line model aircraft built for precision aerobatics competition usually have a type of maneuvering flap system that moves them in an opposing direction to the elevators, to assist in tightening

469-414: A large wing area). Winds across the line of flight, known as crosswinds , cause the windward side of the aircraft to generate more lift and drag, causing the aircraft to roll, yaw and pitch off its intended flight path, and as a result many light aircraft land with reduced flap settings in crosswinds. Furthermore, once the aircraft is on the ground, the flaps may decrease the effectiveness of the brakes since

536-403: A pair of Marboré VI 480 kg engines, wingtip fuel tanks, air conditioning , and an enlarged luggage compartment. Following the bankruptcy of Morane-Saulnier in 1961, the company was acquired by aviation firm Potez , who continued development on work on the type for a time. On 24 February 1964, a six-passenger version, designated MS.760C Paris III , performed its first flight; however, there

603-456: A price of $ 210,000 for a single US-built Paris, spare parts, maintenance tooling, and a training course to familiarise operators with tending to the needs of the relatively unfamiliar jet engine; this measure was due to relatively few private companies, let alone private operators, possessing any experience with jet propulsion. However, American sales of the Paris were not forthcoming, reportedly, only two sales were made during Beechcraft's tenure as

670-581: A rebel-held radio station as well as the Punta Indio naval airfield, resulting in the destruction of several aircraft on the ground. During 2007, after 48 years of continuous service, the Argentine Air Force retired their last Paris . During 2009, a private company, JetSet International Ltd, purchased in excess of 30 retired MS760s from the French and Argentinian governments, along with

737-461: A split flaps acts much like a spoiler, adding significantly to drag coefficient. It also adds a little to lift coefficient. It was invented by Orville Wright and James M. H. Jacobs in 1920, but only became common in the 1930s and was then quickly superseded. The Douglas DC-1 (progenitor to the DC-3 and C-47) was one of the first of many aircraft types to use split flaps. A gap between the flap and

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804-411: A total of four seats, two in the front and two in the back, and a retractable tricycle landing gear. By the early 1960s, the main production focus of Morane-Saulnier firmly set on the Paris. According to Flight International , by May 1961, 100 aircraft had been completed and the type was being manufactured at a rate of four per month. At the same time, roughly 200 aircraft were reportedly on order; while

871-473: A wing can generate. This allows the aircraft to generate the required lift at a lower speed, reducing the minimum speed (known as stall speed) at which the aircraft will safely maintain flight. For most aircraft configurations, a useful side effect of flap deployment is a decrease in aircraft pitch angle which lowers the nose thereby improving the pilot's view of the runway over the nose of the aircraft during landing. There are many different designs of flaps, with

938-401: A wing is elliptical, and extending partial-span flaps causes a significant departure from the elliptical. This increases lift-induced drag which can be beneficial during approach and landing because it allows the aircraft to descend at a steeper angle. Extending the wing flaps increases the camber or curvature of the wing, raising the maximum lift coefficient or the upper limit to the lift

1005-546: Is required in the continuous, single-slotted flap. Interference in the go-around case while the flaps are still fully deployed can cause increased drag which must not compromise the climb gradient. The rear portion of airfoil rotates downwards on a simple hinge mounted at the front of the flap. The Royal Aircraft Factory and National Physical Laboratory in the United Kingdom tested flaps in 1913 and 1914, but these were never installed in an actual aircraft. In 1916,

1072-625: The Brazilian Air Force . On 18 July 1956, the French government requisitioned a batch of 50 aircraft, including 14 of which that were destined for the Navy, from Morane-Saulnier. The first plane was delivered on 9 February 1959 to Naval Air Station (N.A.S.) Dugny-Le Bourget , before going to the C.E.P.A. (directly translated as Aeronautical Practical Experiment Center - in English this would probably be "Flight Test Centre") in 1959–60, for

1139-574: The Fairey Aviation Company made a number of improvements to a Sopwith Baby they were rebuilding, including their Patent Camber Changing Gear, making the Fairey Hamble Baby as they renamed it, the first aircraft to fly with flaps. These were full span plain flaps which incorporated ailerons, making it also the first instance of flaperons. Fairey were not alone however, as Breguet soon incorporated automatic flaps into

1206-500: The Northrop P-61 Black Widow . The leading edge of the flap is mounted on a track, while a point at mid chord on the flap is connected via an arm to a pivot just above the track. When the flap's leading edge moves aft along the track, the triangle formed by the track, the shaft and the surface of the flap (fixed at the pivot) gets narrower and deeper, forcing the flap down. A hinged flap which folds out from under

1273-680: The Second World War , and flight trials started, the first production aircraft with blown flaps was not until the 1957 Lockheed T2V SeaStar . Upper Surface Blowing was used on the Boeing YC-14 in 1976. Also known as the FlexFoil . A modern interpretation of wing warping, internal mechanical actuators bend a lattice that changes the airfoil shape. It may have a flexible gap seal at the transition between fixed and flexible airfoils. A type of aircraft control surface that combines

1340-415: The radio , alternators , batteries and motors. Access to the engines was provided via a completely detachable tail unit; the wings could also be similarly detached without the necessity of removing the undercarriage. The sizable main canopy was a one-piece moulding , being 8 mm (0.3 lin) thick. For increased passenger comfort, the cabin was both fully pressurized and air-conditioned . On 29 July 1954,

1407-429: The 1937 Lockheed Super Electra , and remains in widespread use on modern aircraft, often with multiple slots. A slotted plain flap fixed below the trailing edge of the wing, and rotating about its forward edge. When not in use, it has more drag than other types, but is more effective at creating additional lift than a plain or split flap, while retaining their mechanical simplicity. Invented by Otto Mader at Junkers in

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1474-474: The French Air Force was still the primary customer for the type, additional export sales arrangements had been achieved with ten separate foreign countries. Flight International also reported that Morane-Saulnier had come to two separate agreements to license manufacturing of the Paris to other companies. As early as 1955, even prior to the Paris having entered into production, it was known that American manufacturer Beech Aircraft held considerable interest in

1541-480: The MS.755 to allow it to function as a four-seat liaison aircraft instead; accordingly, the new aircraft was later given the designation of MS.760 Paris . According to aerospace publication Flight International , the adaption from the earlier Fleuret to the Paris had been largely achieved via the elimination of the former's armament, the re-design of the cabin floor to remove the downward ejection hatch arrangement, and

1608-468: The Paris, installed with the latest model of the Marboré engine, be dispatched to North American to perform demonstration flights totalling 500 flight hours. Later that year, this demonstration was conducted, during which the aircraft visited several major cities across both the United States and Canada . Detailed production plans were mooted by Beechcraft and Morane-Saulnier; one key difference of

1675-443: The acquisition of the type certificate , tooling, components, engineering plans and drawings from SOCATA , the successor company to Morane-Saulnier. The company reportedly had ambitions to refurbish existing airframes and to install current-generation jet engines and avionics for the purpose of selling them on to operators for approximately $ 550,000. That same year, a new two-ship aerial demonstration team, called Team MS760 Aerobatics,

1742-410: The addition of another row of two seats to accommodate passengers. The Paris retained the flight characteristics of the Fleuret along with the option for installing armaments, which maintained its potential for use as a military trainer as well for civil aviation. On 29 July 1954, the prototype performed the type's maiden flight . The primary operators of the Paris were the French air services, who used

1809-462: The aircraft type, flaps may be partially extended for takeoff . When used during takeoff, flaps trade runway distance for climb rate: using flaps reduces ground roll but also reduces the climb rate. The amount of flap used on takeoff is specific to each type of aircraft, and the manufacturer will suggest limits and may indicate the reduction in climb rate to be expected. The Cessna 172S Pilot Operating Handbook recommends 10° of flaps on takeoff, when

1876-573: The airflow becomes transonic at high speeds. Thrust gates, or gaps, in the trailing edge flaps may be required to minimise interference between the engine flow and deployed flaps. In the absence of an inboard aileron, which provides a gap in many flap installations, a modified flap section may be needed. The thrust gate on the Boeing 757 was provided by a single-slotted flap in between the inboard and outboard double-slotted flaps. The A320 , A330 , A340 and A380 have no inboard aileron. No thrust gate

1943-485: The camber. The larger lifting surface reduces wing loading , hence further reducing the stalling speed. Some flaps are fitted elsewhere. Leading-edge flaps form the wing leading edge and when deployed they rotate down to increase the wing camber. The de Havilland DH.88 Comet racer had flaps running beneath the fuselage and forward of the wing trailing edge. Many of the Waco Custom Cabin series biplanes have

2010-417: The carriers and Naval Aviation), and first and second Aerial Regions liaisons. Eight MS.760 Paris were on the unit's flightline. During October 1997, following 40 years of service, the aircraft were retired at Landivisiau Naval Air Station. The MS.760s of the Argentine Air Force performed active combat operations during the suppression of the 1963 Argentine Navy Revolt , during which they were used to bomb

2077-440: The details below. Request from 172.68.168.236 via cp1112 cp1112, Varnish XID 950307242 Upstream caches: cp1112 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 08:36:55 GMT Flap (aeronautics) A flap is a high-lift device used to reduce the stalling speed of an aircraft wing at a given weight. Flaps are usually mounted on the wing trailing edges of a fixed-wing aircraft . Flaps are used to reduce

Morane-Saulnier MS.760 Paris - Misplaced Pages Continue

2144-476: The early 1950s, the French Air Force sought a jet trainer suitable to the ab-initio training sector; in response, Morane-Saulnier produced their own submission, designated as the MS.755 Fleuret . However, the military competition was ultimately won by another bid, which was produced in large numbers as the Fouga Magister . Shortly after this failure, Morane-Saulnier decided to embark upon a re-design of

2211-651: The equivalent of a conventional airfoil. The principle was discovered in the 1930s, but was rarely used and was then forgotten. Late marks of the Supermarine Spitfire used a bead on the trailing edge of the elevators, which functioned in a similar manner. The entire leading edge of the wing rotates downward, effectively increasing camber and also slightly reducing chord. Most commonly found on fighters with very thin wings unsuited to other leading edge high lift devices. A type of Boundary Layer Control System, blown flaps pass engine-generated air or exhaust over

2278-419: The extended position, it could be angled up (to a negative angle of incidence) so that the aircraft could be dived vertically without needing excessive trim changes. The Zap flap was invented by Edward F. Zaparka while he was with Berliner/Joyce and tested on a General Airplanes Corporation Aristocrat in 1932 and on other types periodically thereafter, but it saw little use on production aircraft other than on

2345-451: The flaps also increases the drag coefficient of the aircraft. Therefore, for any given weight and airspeed, flaps increase the drag force. Flaps increase the drag coefficient of an aircraft due to higher induced drag caused by the distorted spanwise lift distribution on the wing with flaps extended. Some flaps increase the wing area and, for any given speed, this also increases the parasitic drag component of total drag. Depending on

2412-438: The flaps at mid- chord on the underside of the top wing. The general airplane lift equation demonstrates these relationships: where: Here, it can be seen that increasing the area (S) and lift coefficient ( C L {\displaystyle C_{L}} ) allow a similar amount of lift to be generated at a lower airspeed (V). Thus, flaps are extensively in use for short takeoffs and landings ( STOL ). Extending

2479-489: The flaps to increase lift beyond that attainable with mechanical flaps. Types include the original (internally blown flap) which blows compressed air from the engine over the top of the flap, the externally blown flap, which blows engine exhaust over the upper and lower surfaces of the flap, and upper surface blowing which blows engine exhaust over the top of the wing and flap. While testing was done in Britain and Germany before

2546-477: The flight tests necessary to develop training programs and materials. The type was also purchased by several countries such as Brazil and Argentina; 36 planes were license-built by Fabrica Militar de Aviones (FMA) in Argentina. The MS.760B Paris II, with various systems improvements and integral fuel tanks in the leading edges of the wing, first flew on 12 December 1960. Between September 1962 and November 1974,

2613-451: The functions of both flaps and ailerons . As of 2014, U.S. Army Research Laboratory (ARL) researchers at NASA's Langley Research Center developed an active-flap design for helicopter rotor blades. The Continuous Trailing-Edge Flap (CTEF) uses components to change blade camber during flight, eliminating mechanical hinges in order to improve system reliability. Prototypes were constructed for wind-tunnel testing. A team from ARL completed

2680-499: The ground is soft or it is a short runway, otherwise 0 degrees is used. Flaps may be fully extended for landing to give the aircraft a lower stall speed so the approach to landing can be flown more slowly, which also allows the aircraft to land in a shorter distance. The higher lift and drag associated with fully extended flaps allows a steeper and slower approach to the landing site, but imposes handling difficulties in aircraft with very low wing loading (i.e. having little weight and

2747-590: The late 1920s, they were most often seen on the Junkers Ju 52 and the Junkers Ju 87 Stuka , though the same basic design can also be found on many modern ultralights, like the Denney Kitfox . This type of flap is sometimes referred to as an external-airfoil flap. A type of split flap that slides backward along curved tracks that force the trailing edge downward, increasing chord and camber without affecting trim or requiring any additional mechanisms. It

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2814-477: The leading edge of the slotted flap. Any flap that allows air to pass between the wing and the flap is considered a slotted flap. The slotted flap was a result of research at Handley-Page , a variant of the slot that dates from the 1920s, but was not widely used until much later. Some flaps use multiple slots to further boost the effect. A split flap that slides backwards, before hinging downward, thereby increasing first chord, then camber. The flap may form part of

2881-455: The lift, and the outboard half to supply a reduced proportion of the lift. Reducing the proportion of the lift supplied by the outboard half of the wing is accompanied by a reduction in the angle of attack on the outboard half. This is beneficial because it increases the margin above the stall of the outboard half, maintaining aileron effectiveness and reducing the likelihood of asymmetric stall, and spinning . The ideal lift distribution across

2948-445: The lower wing of their Breguet 14 reconnaissance/bomber in 1917. Owing to the greater efficiency of other flap types, the plain flap is normally only used where simplicity is required. The rear portion of the lower surface of the airfoil hinges downwards from the leading edge of the flap, while the upper surface stays immobile. This can cause large changes in longitudinal trim, pitching the nose either down or up. At full deflection,

3015-514: The programme, and was reportedly considered options for producing the type in North America under licence from Morane-Saulnier. For a time, the Paris was the only twin-jet civil aircraft and there was no direct competitors available. In response to this interest, senior design staff at the French company spent considerable time in the United States during the development phase of the programme. Reportedly, by 1955, Beechcraft had requested that

3082-698: The projected American-built aircraft was the adoption of the US-built Teledyne CAE J69 engine, a licence-built development of the Marboré, to take the place of the French-built powerplants. Beechcraft led approaches to both the United States Navy and the Royal Canadian Air Force , offering the Paris to meet their requirements for a jet-propelled trainer aircraft. During January 1958, the company announced

3149-401: The prototype MS.760, registered F-WGVO (F-BGVO), took off on its maiden flight . Various features of its design, such as its T-shaped vertical stabilizer , low wing, and two Turbomeca Marboré II 400 kg turbojets internally mounted side by side within the aft fuselage, led to the aircraft being largely characterized for its inherent stability during flight. The French military emerged as

3216-450: The radius of a maneuver. Manufactured most often from PH steels and titanium, flap tracks control the flaps located on the trailing edge of an aircraft's wings. Extending flaps often run on guide tracks. Where these run outside the wing structure they may be faired in to streamline them and protect them from damage. Some flap track fairings are designed to act as anti-shock bodies , which reduce drag caused by local sonic shock waves where

3283-480: The repositioning of the cabin's rear bulkhead slightly aft. To avoid a reduction of the aircraft's available fuel tankage as a result of the latter change, the tank was re-profiled in other areas to expand it. In spite of these changes, the Paris still retained the favourable flying characteristics and did not entirely foreclose its use as a trainer aircraft. The Paris differed from the majority of liaison aircraft then in service by its use of jet propulsion , instead of

3350-476: The six-seat MS.760C Paris III ; the latter would not enter production however. While four-seat propeller planes are commonplace, jet-powered aircraft with this seating arrangement, such as the Grumman EA-6B Prowler combat aircraft, have remained comparatively rare. The Paris has its origins within an earlier jet trainer aircraft developed by French aircraft manufacturer Morane-Saulnier . During

3417-435: The specific choice depending on the size, speed and complexity of the aircraft on which they are to be used, as well as the era in which the aircraft was designed. Plain flaps, slotted flaps , and Fowler flaps are the most common. Krueger flaps are positioned on the leading edge of the wings and are used on many jet airliners. The Fowler, Fairey-Youngman and Gouge types of flap increase the wing area in addition to changing

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3484-438: The stall speed so that the glider can be flown more slowly and thereby reduce the rate of sink, which lets the glider use the rising air of the thermal more efficiently, and to turn in a smaller circle to make best use of the core of the thermal . At higher speeds a negative flap setting is used to reduce the nose-down pitching moment . This reduces the balancing load required on the horizontal stabilizer , which in turn reduces

3551-429: The take-off distance and the landing distance. Flaps also cause an increase in drag so they are retracted when not needed. The flaps installed on most aircraft are partial-span flaps; spanwise from near the wing root to the inboard end of the ailerons . When partial-span flaps are extended they alter the spanwise lift distribution on the wing by causing the inboard half of the wing to supply an increased proportion of

3618-475: The trim drag associated with keeping the glider in longitudinal trim. Negative flap may also be used during the initial stage of an aerotow launch and at the end of the landing run in order to maintain better control by the ailerons . Like gliders, some fighters such as the Nakajima Ki-43 also use special flaps to improve maneuverability during air combat, allowing the fighter to create more lift at

3685-467: The type for liaison purposes between 1959 and 1997. During 1955, Morane-Saulnier and American aviation company Beech Aircraft formed a joint venture to market the Paris as the first business jet on the North American market, but the venture was dissolved a few years later due to a lack of customer interest. During the 1960s more advanced variants were developed such as the MS.760B Paris II and

3752-553: The type's distributor; by early 1961, when Beechcraft chose to abandon all distribution activities involving the type, a number of more advanced business jets , such as the Lockheed JetStar and the North American Sabreliner , had become available and gained traction in the market. During 1961, production commenced on an improved variant of the type, designated as the MS.760B Paris II , fitted with

3819-513: The upper surface of the wing, like a plain flap, or it may not, like a split flap, but it must slide rearward before lowering. As a defining feature – distinguishing it from the Gouge Flap – it always provides a slot effect. The flap was invented by Harlan D. Fowler in 1924, and tested by Fred Weick at NACA in 1932. First used on the Martin 146 prototype in 1935, it entered production on

3886-483: The wing chord, mounted on the high pressure side of the trailing edge of an airfoil. It was named for racing car driver Dan Gurney who rediscovered it in 1971, and has since been used on some helicopters such as the Sikorsky S-76B to correct control problems without having to resort to a major redesign. It boosts the efficiency of even basic theoretical airfoils (made up of a triangle and a circle overlapped) to

3953-414: The wing forces high pressure air from below the wing over the flap helping the airflow remain attached to the flap, increasing lift compared to a split flap. Additionally, lift across the entire chord of the primary airfoil is greatly increased as the velocity of air leaving its trailing edge is raised, from the typical non-flap 80% of freestream, to that of the higher-speed, lower-pressure air flowing around

4020-465: The wing is still generating lift and preventing the entire weight of the aircraft from resting on the tires, thus increasing stopping distance, particularly in wet or icy conditions. Usually, the pilot will raise the flaps as soon as possible to prevent this from occurring. Some gliders not only use flaps when landing, but also in flight to optimize the camber of the wing for the chosen speed. While thermalling , flaps may be partially extended to reduce

4087-530: The wing's leading edge while not forming a part of the leading edge of the wing when retracted. This increases the camber and thickness of the wing, which in turn increases lift and drag. This is not the same as a leading edge droop flap, as that is formed from the entire leading edge. Invented by Werner Krüger in 1943 and evaluated in Goettingen, Krueger flaps are found on many modern swept wing airliners. A small fixed perpendicular tab of between 1 and 2% of

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4154-447: Was 650 km/h (400 mph). According to the manufacturer, it was able to ascend to an altitude of 7,000m (22,900ft) in 18 minutes; at this altitude and at maximum continuous thrust, the aircraft had a flight endurance of 2 hours 45 minutes and a maximum range of 930 miles. In terms of fuel, the main fuselage tank contained up to 1,000 litres (220 gal), while a further 250 litres (55 gal) could be accommodated in each tip-tank. A feature that

4221-622: Was delivered on 27 July 1961. In 1965, MS.760 No. 48 was briefly assigned to Flight 3.S based at N.A.S Hyères . From 1970 onwards, all the 12 remaining MS.760s were assigned to Flight 2.S based at N.A.S. Lann-Bihoué. During May 1972, these aircraft were dispatched to the S.R.L. On 1 September 1981, this unit became Flight 57.S. Their missions were to provide various forms of training, such as Dassault Super Étendard and Vought F-8 Crusader pilot instrument flight rules (IFR) flight, all-weather flights, advanced training for new pilots, proficiency training for other pilots and A.L.P.A. (admirals commanding

4288-498: Was formed, intending to use a pair of the refurbished aircraft. Data from Jane's All The World's Aircraft 1961–62 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Morane-Saulnier MS.755 Fleuret Too Many Requests If you report this error to the Wikimedia System Administrators, please include

4355-421: Was intended to be used in emergency situations was the provisioning of the tip-tanks with electrically actuated valves, which enabled the rapid dumping of any remaining fuel. Actuation of the flaps , dive-brake and undercarriage was provided using electric motors delivering power via flexible shafts and Lear electric motors. The nose of the Paris contained much of the avionics and electrical systems, including

4422-569: Was invented by Arthur Gouge for Short Brothers in 1936 and used on the Short Empire and Sunderland flying boats, which used the very thick Shorts A.D.5 airfoil. Short Brothers may have been the only company to use this type. Drops down (becoming a Junkers Flap) before sliding aft and then rotating up or down. Fairey was one of the few exponents of this design, which was used on the Fairey Firefly and Fairey Barracuda . When in

4489-614: Was ultimately no production of this variant. Production of the Paris II ceased, and production of the Paris III never started as hopes of a substantial order to support its launch went unfulfilled. During the type's production run, a total of 153 aircraft (of both Paris I and Paris II variants) were manufactured for several different operators, including the French Air Force, the French Navy, the Argentinian Air Force , and

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