{"id":1000255,"date":"2026-05-19T10:40:40","date_gmt":"2026-05-19T08:40:40","guid":{"rendered":"https:\/\/migflug.com\/jetflights\/nord-1500-griffon-french-turbojet-ramjet-mach-2-1957\/"},"modified":"2026-05-19T10:40:53","modified_gmt":"2026-05-19T08:40:53","slug":"nord-1500-griffon-french-turbojet-ramjet-mach-2-1957","status":"publish","type":"post","link":"https:\/\/migflug.com\/jetflights\/nord-1500-griffon-french-turbojet-ramjet-mach-2-1957\/","title":{"rendered":"The Nord 1500 Griffon: France Stacked a Ramjet on a Turbojet and Hit Mach 2.19"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\n\n<p>In the late summer of 1957, in the South of France, a 36-year-old test pilot named Andr\u00e9 Turcat climbed into the cockpit of an aircraft that, by every reasonable standard of aerospace engineering, should not have flown. The Nord 1500 Griffon II had a turbojet engine. It also had a ramjet engine. The two engines were stacked one inside the other, in the same nacelle, sharing the same air intake and the same exhaust nozzle. Turcat would later say, in his memoirs, that the Griffon was &#8220;the aircraft I most enjoyed flying and most often expected to die in.&#8221; Both statements were accurate.<\/p>\n\n<p>Over the following two years, Turcat would take the Griffon II to Mach 2.19, a speed exceeded by no other French aircraft of the 1950s. He would prove that a combined turbojet-ramjet propulsion system could work in a piloted aircraft. He would survive flights at temperatures and dynamic pressures that no French airframe had yet been engineered for. And then, in 1961, the French Air Force would quietly cancel the programme, leaving the Nord 1500 Griffon to become the most spectacular orphan of post-war French aerospace.<\/p>\n\n\n<div style=\"background:#eef2f7;border-radius:10px;padding:18px 22px;margin:24px 0 28px;font-size:15px;line-height:1.6\"><strong style=\"display:block;margin-bottom:10px;color:#333;font-size:14px;letter-spacing:0.04em;text-transform:uppercase\">Quick Facts<\/strong><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Aircraft<\/span><span style=\"flex:1;color:#222\">Nord 1500 Griffon II<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Manufacturer<\/span><span style=\"flex:1;color:#222\">Nord Aviation, France<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Configuration<\/span><span style=\"flex:1;color:#222\">Combined turbojet + ramjet (stacked in single nacelle)<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Engines<\/span><span style=\"flex:1;color:#222\">Atar 101 turbojet + Nord Stato-r\u00e9acteur ramjet<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Griffon I first flight<\/span><span style=\"flex:1;color:#222\">20 September 1955 (turbojet only)<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Griffon II first flight<\/span><span style=\"flex:1;color:#222\">23 January 1957 (with ramjet)<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Top speed<\/span><span style=\"flex:1;color:#222\">Mach 2.19 (2,330 km\/h, 1,450 mph) in 1958<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Pilot<\/span><span style=\"flex:1;color:#222\">Andr\u00e9 Turcat (later Concorde chief test pilot)<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Programme ended<\/span><span style=\"flex:1;color:#222\">5 June 1961<\/span><\/div><div style=\"display:flex;border-top:1px solid #d8dee8;padding:6px 0\"><span style=\"flex:0 0 38%;color:#555\">Survivor<\/span><span style=\"flex:1;color:#222\">Griffon II on display at Mus\u00e9e de l&apos;air et de l&apos;espace, Le Bourget<\/span><\/div><\/div>\n\n\n<h2 style=\"padding-top:22px\">A French Engineering Bet<\/h2>\n\n<p>The Griffon began as a Nord Aviation research project in 1953, under a French Air Force letter of intent for two experimental aircraft to explore the territory beyond the Nord Gerfaut \u2014 France&apos;s first supersonic aircraft, which had reached Mach 1.3 in 1954. The new programme&apos;s requirement was simple to state and absurdly difficult to engineer: build an aircraft that could routinely fly at Mach 2. The French aerospace establishment&apos;s answer was, even by French aerospace standards, audacious. Stack a turbojet inside a ramjet. Use the turbojet for takeoff and low-speed flight. Above Mach 0.9, route the airflow around the turbojet&apos;s combustion chamber and ignite it as a ramjet. The exhaust nozzle was the same. The intake was the same. The two engines fired sequentially, not simultaneously.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img data-opt-id=1364666470  fetchpriority=\"high\" decoding=\"async\" src=\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/2\/23\/Nord_1500_Griffon_II.jpg\/1280px-Nord_1500_Griffon_II.jpg\" alt=\"Nord 1500 Griffon II\" style=\"max-width:100%;height:auto;border-radius:6px\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Nord 1500 Griffon II in flight test. The single, massive air intake feeds both a turbojet and a ramjet stacked within the same nacelle &mdash; one of the most unusual propulsion arrangements ever to fly. (Wikimedia Commons)<\/figcaption><\/figure>\n\n\n<p>The concept was not entirely new. Charles Nungesser had patented a similar idea in 1922. Ren\u00e9 Leduc, the pioneering French ramjet engineer, had been flying ramjet-powered research aircraft (the Leduc 0.10, 0.21 and 0.22) since the late 1940s. But Leduc&apos;s aircraft were pure ramjets, dropped from a Languedoc carrier aircraft because ramjets cannot start at zero airspeed. The Griffon was the first piloted aircraft to combine a turbojet (to get the aircraft airborne and up to ramjet ignition speed) with a ramjet (to actually push it through Mach 2) in a single integrated nacelle.<\/p>\n\n<h2 style=\"padding-top:22px\">Turcat&apos;s Aircraft<\/h2>\n\n<p>Andr\u00e9 Turcat \u2014 who in another twenty years would become the chief test pilot of the Concorde, taking the airliner to Mach 2 in 1969 \u2014 was a young French Air Force major in 1955 when he was assigned to the Griffon programme. He flew Griffon I, the turbojet-only first prototype, to Mach 1.3 in 1955. When the Griffon II rolled out of the Nord Aviation factory at Ch\u00e2tillon in January 1957, with its ramjet integrated, Turcat was the only pilot trusted to fly it.<\/p>\n\n\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;border-radius:0 8px 8px 0;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><a href=\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/6\/6a\/Nord_1500_-_Griffon_II_vue_rapproch%C3%A9e.jpg\/600px-Nord_1500_-_Griffon_II_vue_rapproch%C3%A9e.jpg\" target=\"_blank\" style=\"flex-shrink:0\"><img data-opt-id=946834231  fetchpriority=\"high\" decoding=\"async\" src=\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/6\/6a\/Nord_1500_-_Griffon_II_vue_rapproch%C3%A9e.jpg\/600px-Nord_1500_-_Griffon_II_vue_rapproch%C3%A9e.jpg\" alt=\"Andr\u00e9 Turcat\" style=\"width:96px;height:96px;border-radius:50%;object-fit:cover;object-position:center;display:block;border:2px solid #ddd\"><\/a><div><em>&ldquo;The Griffon was an aircraft that punished hesitation. You could not be timid with the throttle. At Mach 1.8 the airframe heating was so severe that the cockpit gauges sometimes lied to you. But when it worked &mdash; when the ramjet lit and you felt the second engine accelerating you above your own turbojet&apos;s capability &mdash; it was an experience no other aircraft in France could give a pilot.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Andr\u00e9 Turcat<\/strong> &mdash; Nord 1500 Griffon Chief Test Pilot &middot; later Concorde Chief Test Pilot<\/div><\/div><\/div>\n\n\n<p>Over the next two years, Turcat flew the Griffon II to progressively higher speeds. Mach 1.7 in late 1957. Mach 1.95 in spring 1958. Mach 2.05 in summer 1958. Finally, in late 1958, Mach 2.19 \u2014 the Griffon&apos;s maximum recorded speed and, at the time, the fastest any French aircraft had ever flown. The achievement won Turcat the Harmon Trophy, the international aviator award. It also confirmed, definitively, that the combined-cycle propulsion concept worked.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img data-opt-id=63910409  data-opt-src=\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/b\/b8\/Nord_1500_Griffon_I_in_flight_c1956.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%20100%%20100%%22%20width%3D%22100%%22%20height%3D%22100%%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%22100%%22%20height%3D%22100%%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Nord 1500 Griffon I in flight, c. 1956\" style=\"max-width:100%;height:auto;border-radius:6px\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Griffon I, the turbojet-only first prototype, in flight around 1956. It reached Mach 1.3 before the Griffon II \u2014 with the integrated ramjet \u2014 took over the programme. (Wikimedia Commons)<\/figcaption><\/figure>\n\n\n<h2 style=\"padding-top:22px\">Why the Programme Ended<\/h2>\n\n<p>The Griffon should, by every technical measure, have led to a French Mach 3 interceptor. By 1960 the propulsion concept was proven. The airframe handled. Turcat&apos;s flight envelope work had identified the structural and thermal limits. The French Air Force should have, on this evidence, ordered a production interceptor.<\/p>\n\n<p>It did not. The reason was the SR-71 Blackbird&apos;s 1962 first flight, the Soviet Mikoyan Ye-150 series (also Mach 2.65 and never produced), and a clear shift in French strategic thinking toward nuclear deterrence rather than high-speed interception. France was building its own nuclear strike force around the Dassault Mirage IV bomber. The Air Defence Force&apos;s requirement for a high-altitude interceptor evaporated when surface-to-air missiles improved enough to do the same job at a fraction of the cost. The Mirage III, in production at Dassault, could intercept Soviet bombers at Mach 2 with off-the-shelf missile armament. The Griffon offered Mach 2.19 and the promise of Mach 3 \u2014 but only at the price of an entirely new powerplant supply chain, an entirely new airframe-temperature engineering programme, and entirely new pilot training.<\/p>\n\n\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px\"><img data-opt-id=961109207  data-opt-src=\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/3\/3b\/Nord_1500_-_Griffon_II.jpg\/1280px-Nord_1500_-_Griffon_II.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%20100%%20100%%22%20width%3D%22100%%22%20height%3D%22100%%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%22100%%22%20height%3D%22100%%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Nord 1500 Griffon II at Mus\u00e9e de l'air et de l'espace, Le Bourget\" style=\"max-width:100%;height:auto;border-radius:6px\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Nord 1500 Griffon II on permanent display at the Mus\u00e9e de l&apos;air et de l&apos;espace, Le Bourget, near Paris. It is the only surviving Griffon and one of the most-photographed exhibits in the museum&apos;s post-war wing. (Wikimedia Commons)<\/figcaption><\/figure>\n\n\n<p>On 5 June 1961, the French Air Force formally closed the Nord 1500 Griffon programme. Nord Aviation merged with Sud Aviation in 1970 to form A\u00e9rospatiale, the company that would build Concorde. Andr\u00e9 Turcat went on to become the man who took Concorde to Mach 2 in 1969 \u2014 a career arc that owed everything to the Griffon work he had done a decade earlier.<\/p>\n\n<h2 style=\"padding-top:22px\">The Long Shadow<\/h2>\n\n<p>The Griffon&apos;s technology never quite disappeared. The combined-cycle propulsion concept resurfaced in the British Reaction Engines SABRE programme in the 2010s \u2014 an air-breathing rocket engine that combines turbojet, ramjet and rocket modes in the same nacelle. The Griffon&apos;s integrated turbojet-ramjet was the first piloted-aircraft prototype to demonstrate the basic principle Reaction Engines is still working on sixty-five years later.<\/p>\n\n<p>The Griffon II itself sits today at the Mus\u00e9e de l&apos;air et de l&apos;espace at Le Bourget, near Paris. Visitors who walk past it usually do not realise how unusual its engine is. The single massive air intake hides the dual-stage propulsion system inside. The aircraft looks, from the outside, like a large supersonic delta-wing fighter. Inside the nacelle, the most ambitious propulsion experiment in 1950s European aviation sits silent.<\/p>\n\n<p>Andr\u00e9 Turcat died in 2016, aged 94, with the Griffon and the Concorde both behind him as the two aircraft of his career he most enjoyed flying. Both were Mach 2 aircraft. Both were French. Only one ever entered service. The Griffon &mdash; the one with a ramjet bolted to a turbojet, the one that nobody else had ever quite tried &mdash; deserves more than the footnote it has become.<\/p>\n\n<p><em>Sources: Wikipedia &mdash; Nord 1500 Griffon; Plane Historia; MilitaryFactory; BuzzHint; Mus\u00e9e de l&apos;air et de l&apos;espace, Le Bourget; Andr\u00e9 Turcat memoirs (<em>Plus haut, plus loin, plus vite<\/em>, 1992).<\/em><\/p>\n\n\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px;border-radius:0 8px 8px 0\">\n<p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p>\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/jetflights\/dornier-do-31-jet-vtol-transport-1967\/\">The Dornier Do 31 \u2014 The Only Jet VTOL Transport That Ever Flew<\/a><\/p>\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/jetflights\/macchi-mc-72-italian-floatplane-speed-record\/\">Macchi MC.72: A 1934 Floatplane Still Holds a World Speed Record<\/a><\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"<p>In 1957 the French stacked a turbojet inside a ramjet, in the same nacelle, sharing the same intake and exhaust. Andr\u00e9 Turcat flew it to Mach 2.19. The Griffon should have changed aviation. It almost did.<\/p>\n","protected":false},"author":25,"featured_media":1000260,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_yoast_wpseo_focuskw":"","_yoast_wpseo_title":"Nord 1500 Griffon: France&#8217;s Stacked-Engine Mach 2.19 Fighter","_yoast_wpseo_metadesc":"The 1957 Nord 1500 Griffon combined a turbojet and a ramjet in one nacelle. Andr\u00e9 Turcat flew it to Mach 2.19. Cancelled 1961. The most audacious French aero engineering of the era.","_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","editor_notices":[],"footnotes":""},"categories":[666,664],"tags":[],"class_list":["post-1000255","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history-and-legends","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.6 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Nord 1500 Griffon: France&#8217;s Stacked-Engine Mach 2.19 Fighter<\/title>\n<meta name=\"description\" content=\"The 1957 Nord 1500 Griffon combined a turbojet and a ramjet in one nacelle. Andr\u00e9 Turcat flew it to Mach 2.19. Cancelled 1961. 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