{"id":23221867,"date":"2026-09-18T12:08:16","date_gmt":"2026-09-18T10:08:16","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/breguet-960-vultur-turboprop-turbojet-aeronavale-alize\/"},"modified":"2026-09-18T12:58:34","modified_gmt":"2026-09-18T10:58:34","slug":"breguet-960-vultur-turboprop-turbojet-aeronavale-alize","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/es\/breguet-960-vultur-turboprop-turbojet-aeronavale-alize\/","title":{"rendered":"Br\u00e9guet Br.960 Vultur: The French Jet That Also Carried a Propeller"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n\r\n\r\n<p>In November 1947 the French naval air arm wrote a specification for a carrier aircraft that could do two things. It had to loiter for four hours at low level hunting submarines, and it had to be able to dash at 700 km\/h.<\/p>\r\n\r\n\r\n\r\n<p>Those are not two requirements. They are two aeroplanes.<\/p>\r\n\r\n\r\n\r\n<p>Br&eacute;guet&rsquo;s response was to build both of them into one airframe. The Br.960 Vultur had an Armstrong Siddeley Mamba turboprop in the nose, driving a propeller, and a Rolls-Royce Nene turbojet in the tail, breathing through ducts in the wing roots. Two built. Neither entered service. And yet the second one ended up flying, in a manner of speaking, until the year 2000.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 22px;margin:24px 0\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#1a1a1a\">Quick Facts<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Aircraft:<\/strong> Br&eacute;guet Br.960 Vultur (&ldquo;Vulture&rdquo;), carrier attack and anti-submarine prototype<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Origin:<\/strong> A&eacute;ronavale specification of 12 November 1947<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Layout:<\/strong> Turboprop in the nose, turbojet in the tail. Side-by-side crew of two<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Nose engine:<\/strong> Armstrong Siddeley Mamba. 970 shp on the first prototype, 1,320 shp on the second<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Tail engine:<\/strong> Rolls-Royce Nene, 4,900 to 5,000 lbf, fed through wing-root ducts<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>First flight:<\/strong> 4 August 1951. Second prototype 15 September 1952<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Built:<\/strong> Two<\/p><p style=\"margin:5px 0;font-size:15px;line-height:1.6\"><strong>Fate:<\/strong> The second prototype was rebuilt as the Br.965 &Eacute;paulard, then led to the Br.1050 Aliz&eacute;<\/p><\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A Specification That Argued With Itself<\/h2>\r\n\r\n\r\n\r\n<p>The A&eacute;ronavale wanted an aircraft that could carry bombs, depth charges, guided missiles, rockets and torpedoes, take off with rocket assistance, stay airborne for four hours at sea level, reach anything between 300 and 700 km\/h, land at under 155 km\/h, and carry armour for the crew.<\/p>\r\n\r\n\r\n\r\n<p>Br&eacute;guet looked at that list and concluded, correctly, that no single powerplant available in 1947 could deliver both ends of the speed range. A turboprop is efficient at low speed and runs out of usefulness as it goes faster. A turbojet of the period was thirsty at low level and hopeless at loitering. Pick one and you fail half the specification.<\/p>\r\n\r\n\r\n\r\n<p>So Br&eacute;guet picked both.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/breguet-vultur-mixed-power-layout-diagram.jpg\" alt=\"Diagram of the Breguet Br.960 Vultur mixed-power layout\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Vultur carried its two engines at opposite ends of the fuselage. The turboprop gave endurance, the turbojet gave speed, and the aircraft used whichever the mission required.<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The Shape of the Compromise<\/h2>\r\n\r\n\r\n\r\n<p>The Vultur was a low-wing monoplane with an oval monocoque fuselage and tricycle landing gear. Its two-spar wing had a swept leading edge and a straight trailing edge, and folded vertically on hydraulics for carrier stowage. The tailplane was swept too, with 16 degrees of dihedral. The pilot and copilot sat side by side under a framed canopy.<\/p>\r\n\r\n\r\n\r\n<p>Fuel went into a 600-litre self-sealing tank in the fuselage and a 350-litre self-sealing tank in each outer wing panel. A single hardpoint under the fuselage could carry 1,000 kg, or a container holding a more powerful search radar. Four underwing launchers took two rockets each.<\/p>\r\n\r\n\r\n\r\n<p>The first prototype flew on 4 August 1951 with a 970 shp Mamba I and a Nene 101 of 21.6 kN. It was badly underpowered. It could not be flown at full load at all unless the jet was running, which rather undermined the point of having a fuel-efficient turboprop in the nose.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/breguet-960-vultur-paris-air-show-1953.jpg\" alt=\"Breguet 960 Vultur on static display at the 1953 Paris Air Show\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Vultur at Le Bourget in 1953, with BREGUET Vultur painted on the nose. The propeller and the jet pipe belonged to the same aeroplane. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The Second One Worked<\/h2>\r\n\r\n\r\n\r\n<p>The second prototype flew on 15 September 1952 with a 1,320 shp Mamba III and a 22.2 kN Nene. It carried small nacelles on the wingtips: fuel to port, an attack radar to starboard.<\/p>\r\n\r\n\r\n\r\n<p>It met every requirement of the specification. And here the story produces one of those details that says more about post-war European aviation than any amount of analysis.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;The second aircraft demonstrated satisfactory catapulting and arrested landing qualities at the Royal Aircraft Establishment at Farnborough, because no French facility was equipped to evaluate those things at that time.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Where the Vultur was tested<\/strong> &mdash; On the carrier trials of the second prototype, early 1953<\/div><\/div><\/div>\r\n\r\n\r\n\r\n<p>France was designing a carrier-borne strike aircraft and had to send it to England to find out whether a catapult would break it.<\/p>\r\n\r\n\r\n\r\n<p>Both prototypes shared one genuinely alarming trait: neither gave any warning of an approaching stall. On a carrier aircraft, whose entire working life is spent flying slowly towards a moving deck, that is not a footnote.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/lQvxRuugEjg\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p><em style=\"font-size:14px;color:#777\">The Br.960 Vultur and the reasoning behind its mixed powerplant.<\/em><\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The Navy Changed Its Mind<\/h2>\r\n\r\n\r\n\r\n<p>In 1953 and 1954 the A&eacute;ronavale went off the whole idea of a turboprop attack aircraft. What it now wanted was a dedicated submarine hunter. The Vultur, built to satisfy a contradiction, had watched the contradiction dissolve.<\/p>\r\n\r\n\r\n\r\n<p>The first prototype was modified as the Br.963 to test engine air blown through slots in the upper wing surface, an early attempt at blown-flap lift augmentation.<\/p>\r\n\r\n\r\n\r\n<p>The second prototype was rebuilt into something else entirely. The Nene came out and its tailpipe was blanked off. The turboprop was upgraded to a Mamba VI. A retractable AN\/APS-15 search radar went into the fuselage, the wingtip nacelles came off, extra fuel replaced the now-redundant engine air ducts, and the landing gear was reworked to retract forward into nacelles on the wing leading edges.<\/p>\r\n\r\n\r\n\r\n<p>Renamed the Br.965 &Eacute;paulard, or Killer Whale, it first flew on 26 March 1956. It had a landing accident on 2 May and was reduced to a source of spares for the first prototype. Five weeks of flying.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/breguet-vultur-epaulard-alize-lineage.jpg\" alt=\"Diagram showing the lineage from Breguet Vultur to Epaulard to Alize\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A programme that produced two prototypes and no production aircraft became the direct ancestor of one that served for forty-four years.<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Forty-Four Years Later<\/h2>\r\n\r\n\r\n\r\n<p>Those five weeks mattered. The &Eacute;paulard was the immediate forerunner of the Br&eacute;guet Br.1050 Aliz&eacute;, which first flew on 6 October 1956 and went on to have one of the longest and least celebrated careers of any Cold War naval aircraft.<\/p>\r\n\r\n\r\n\r\n<p>Eighty-nine were built between 1957 and 1962. Seventy-five went to the A&eacute;ronavale, flying from the carriers Arromanches, Cl&eacute;menceau and Foch. Twelve went to the Indian Navy, which operated them from shore bases and from the light carrier INS Vikrant.<\/p>\r\n\r\n\r\n\r\n<p>Indian Aliz&eacute;s flew reconnaissance during the 1961 annexation of Goa, maritime patrol and electronic intelligence in the 1965 war, and anti-submarine patrols in 1971. During that last conflict an Aliz&eacute; was shot down by a Pakistan Air Force <a href=\"https:\/\/migflug.com\/aircraft\/f-104-starfighter\/\">F-104 Starfighter<\/a>. The type also sank three gunboats and flew some 300 sorties, being the only night-capable aircraft aboard Vikrant.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;French Aliz&eacute;s flew from the carrier Foch during the NATO air campaign over Kosovo in early 1999. The type was withdrawn from service in 2000, forty-nine years after the first Vultur prototype left the ground.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>The end of the line<\/strong> &mdash; The last operational flights of the Vultur\u2019s descendant<\/div><\/div><\/div>\r\n\r\n\r\n\r\n<p>The Indian Navy retired its Aliz&eacute;s in 1991. One is preserved at the Naval Aviation Museum in Goa. In France a single airworthy example survives and still appears at airshows.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/nwprpbwpL0I\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p><em style=\"font-size:14px;color:#777\">A French Navy Aliz&eacute; operating from the carrier Foch in 1968.<\/em><\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/FJ8mDU7Runc\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p><em style=\"font-size:14px;color:#777\">The sole airworthy Br&eacute;guet 1050 Aliz&eacute; displaying at Duxford.<\/em><\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What the Vultur Was For<\/h2>\r\n\r\n\r\n\r\n<p>Judged as a product, the Br.960 was a failure. Two aircraft, no orders, a layout nobody repeated.<\/p>\r\n\r\n\r\n\r\n<p>Judged as an argument, it was correct. Br&eacute;guet was asked for something impossible and, rather than pretending otherwise, built an aeroplane that demonstrated exactly why it was impossible, and in the process worked out the wing, the fuselage, the folding mechanism, the radar installation and the deck handling for the aircraft that actually mattered.<\/p>\r\n\r\n\r\n\r\n<p>The Aliz&eacute; flew for forty-four years. It could not have done so without a vulture that carried a propeller and a jet pipe and never quite decided which one it was.<\/p>\r\n\r\n\r\n\r\n<p><em>Sources: Wikipedia entries on the Br&eacute;guet Vultur and the Br&eacute;guet Aliz&eacute;, drawing on the A&eacute;ronavale specification of 12 November 1947 and published Br&eacute;guet prototype records; Indian Navy operational histories of the Aliz&eacute;<\/em><\/p>\r\n\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What was the Br&eacute;guet Br.960 Vultur?<\/summary><div class=\"a\">A French prototype two-seat carrier-based attack and anti-submarine aircraft of the early 1950s. To meet a specification demanding both long low-speed endurance and high dash speed, it carried an Armstrong Siddeley Mamba turboprop in the nose and a Rolls-Royce Nene turbojet in the tail. Two were built.<\/div><\/details><details><summary>Why did the Vultur have both a propeller and a jet?<\/summary><div class=\"a\">Because the A&eacute;ronavale specification of 12 November 1947 asked for four hours of endurance at sea level and speeds up to 700 km\/h. No single engine of the period could do both. Br&eacute;guet used the turboprop for loiter and the turbojet for speed, a layout known as mixed power.<\/div><\/details><details><summary>When did the Br&eacute;guet Vultur first fly?<\/summary><div class=\"a\">The first prototype flew on 4 August 1951 and proved badly underpowered, unable to fly at full load without the jet running. The second prototype, with a 1,320 shp Mamba III and a 22.2 kN Nene, first flew on 15 September 1952 and met the specification in full.<\/div><\/details><details><summary>How many Br&eacute;guet Vulturs were built?<\/summary><div class=\"a\">Two. Neither entered production. The first was later modified as the Br.963 to test air blown over the wing upper surface, and the second was rebuilt as the Br.965 &Eacute;paulard anti-submarine demonstrator.<\/div><\/details><details><summary>Why was the Vultur catapult-tested in England?<\/summary><div class=\"a\">Because no French facility in early 1953 was equipped to evaluate catapult launches and arrested landings. The second prototype was taken to the Royal Aircraft Establishment at Farnborough, where it demonstrated satisfactory carrier handling.<\/div><\/details><details><summary>What did the Br&eacute;guet Vultur turn into?<\/summary><div class=\"a\">The second prototype was rebuilt as the Br.965 &Eacute;paulard, which first flew on 26 March 1956 and was damaged in a landing accident on 2 May. It was the immediate forerunner of the Br&eacute;guet Br.1050 Aliz&eacute;, of which 89 were built and which served until 2000.<\/div><\/details><details><summary>Was a Br&eacute;guet Aliz&eacute; ever shot down in combat?<\/summary><div class=\"a\">Yes. During the Indo-Pakistani War of 1971 an Indian Navy Aliz&eacute; was shot down by a Pakistan Air Force F-104 Starfighter. Indian Aliz&eacute;s flew around 300 sorties in that conflict and sank three gunboats, operating as the only night-capable aircraft aboard INS Vikrant.<\/div><\/details><details><summary>When was the Br&eacute;guet Aliz&eacute; retired?<\/summary><div class=\"a\">The Indian Navy retired its aircraft in 1991. French Aliz&eacute;s flew from the carrier Foch during the NATO campaign over Kosovo in 1999 and the type was withdrawn from French service in 2000. One airworthy example survives in France and another is preserved in Goa.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What was the Br\u00e9guet Br.960 Vultur?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A French prototype two-seat carrier-based attack and anti-submarine aircraft of the early 1950s. To meet a specification demanding both long low-speed endurance and high dash speed, it carried an Armstrong Siddeley Mamba turboprop in the nose and a Rolls-Royce Nene turbojet in the tail. Two were built.\"}},{\"@type\":\"Question\",\"name\":\"Why did the Vultur have both a propeller and a jet?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because the A\u00e9ronavale specification of 12 November 1947 asked for four hours of endurance at sea level and speeds up to 700 km\/h. No single engine of the period could do both. Br\u00e9guet used the turboprop for loiter and the turbojet for speed, a layout known as mixed power.\"}},{\"@type\":\"Question\",\"name\":\"When did the Br\u00e9guet Vultur first fly?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The first prototype flew on 4 August 1951 and proved badly underpowered, unable to fly at full load without the jet running. 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One airworthy example survives in France and another is preserved in Goa.\"}}]}<\/script><div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/ryan-fr-1-fireball-first-jet-carrier-landing-mixed-power\/\">Ryan FR-1 Fireball: The First Jet Carrier Landing Was an Accident<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/breguet-atlantic-atlantique-2-maritime-patrol-secbat-history\/\">Br&eacute;guet Atlantic: The Maritime Patrol Aircraft NATO Built Together<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/breguet-941-stol-blown-wing-mcdonnell-188-stolport\/\">Br&eacute;guet 941: The STOL Airliner That Almost Changed City Travel<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>The French Navy asked for four hours of loiter and 700 km\/h in one carrier aircraft. Br\u00e9guet\u2019s answer had a turboprop in the nose and a turbojet in the tail.<\/p>","protected":false},"author":25,"featured_media":23221413,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[666,664],"tags":[676],"class_list":["post-23221867","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history-and-legends","category-military-aviation","tag-priority-2"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Br\u00e9guet Br.960 Vultur: The French Jet That Also Carried a Propeller | MiGFlug<\/title>\n<meta name=\"description\" content=\"The Aeronavale wanted four hours of loiter and 700 km\/h in one carrier aircraft. 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