View source for Morane-Saulnier MS.760 Paris

{{Short description|Trainer aircraft in the French Navy}}
{{Refimprove|date=June 2010}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
  |name= MS.760 Paris
  |image= File:Morane-Saulnier MS-760 Paris, Armor Aero Passion JP7619289.jpg 
  |caption= A MS.760 over [[La Ferté-Alais]], France
  |type= [[Trainer aircraft]]
  |national_origin = France
  |manufacturer= [[Morane-Saulnier]]
  |designer=
  |first_flight= 29 July 1954
  |introduction= 9 February 1959
  |retired= 1997 (France) <br/> 2007 (Argentina)
  |status=
  |primary_user= [[French Navy]]
  |more_users= [[French Air Force]] <br/> [[Argentine Air Force]]
  |produced=<!--years in production, e.g. 1970-1999, if still in active use but no longer built-->
  |number_built= 219<ref name = "phil 52">Phillips et al 2012, p. 52.</ref> 
  |developed_from = [[Morane-Saulnier MS.755 Fleuret]]
  |variants=
}}

The '''Morane-Saulnier MS.760 Paris''' is a French four-seat [[jet trainer]] and liaison aircraft designed and manufactured by [[Morane-Saulnier]].

The Paris was based upon an earlier proposed trainer aircraft, the [[Morane-Saulnier MS.755 Fleuret|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 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 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.<ref>Jerram, Mike. [http://www.iaopa.eu/mediaServlet/storage/gamag/oct10/p42-45.pdf "Morane-Saulnier Paris: The very first Very Light Jet."] ''General Aviation'', October 2010.</ref><ref name=AOPA2006>{{cite web |url=https://www.aopa.org/news-and-media/all-news/2006/may/pilot/turbine-pilot-(4) |title=Turbine Pilot: VLJ Deja Vu |last=Olcott |first=John W. |date=5 May 2006 |website=aopa.org |publisher=[[Aircraft Owners and Pilots Association]] |access-date=17 April 2020}}</ref> During the 1960s more advanced variants were developed such as the ''MS.760B Paris II'' and 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.

==Design and development==
===Origins===
The Paris has its origins within an earlier jet trainer aircraft developed by French aircraft manufacturer [[Morane-Saulnier]]. During 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 [[Morane-Saulnier MS.755 Fleuret|MS.755 Fleuret]].<ref name = "actfra 553"/> 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 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''.<ref name = "actfra 553"/><ref name = "phil 26"/>

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 seat|ejection]] hatch arrangement, and the repositioning of the cabin's rear bulkhead slightly aft.<ref name = "actfra 553"/> 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.<ref name = "actfra 553"/>

The Paris differed from the majority of liaison aircraft then in service by its use of [[jet propulsion]], instead of a [[turboprop]] or [[piston engine]].<ref name = "actfra 553"/> 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 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.<ref name = "actfra 553">Lambert, C. M. [https://www.flightglobal.com/pdfarchive/view/1955/1955%20-%200553.html "Actualites Francaises."] ''[[Flight International]]'', 29 April 1955. p. 553.</ref>

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 was 650&nbsp;km/h (400 mph).<ref name = "actfra 553"/> 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.<ref name = "actfra 553"/> A feature that 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 [[flap (aeronautics)|flap]]s, [[Air brake (aeronautics)|dive-brake]] and [[landing gear|undercarriage]] was provided using electric [[motor]]s delivering power via flexible shafts and Lear electric motors.<ref name = "actfra 553"/> The nose of the Paris contained much of the avionics and electrical systems, including the [[radio]], [[alternator]]s, [[Battery (electricity)|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.<ref name = "actfra 553"/> The sizable main canopy was a one-piece [[Molding (process)|mould]]ing, being 8 mm (0.3 lin) thick. For increased passenger comfort, the cabin was both fully [[cabin pressurization|pressurized]] and [[air conditioning|air-conditioned]].<ref name = "actfra 553"/>

On 29 July 1954, the prototype MS.760, registered F-WGVO (F-BGVO), took off on its [[maiden flight]].<ref name = "phil 26"/> Various features of its design, such as its [[T-tail|T-shaped vertical stabilizer]], low wing, and two [[Turbomeca Marboré|Turbomeca Marboré II]] 400&nbsp;kg [[turbojet]]s 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 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.<ref name = "actfra 553"/> On 27 February 1958, the first production aircraft performed its first flight. Early aircraft were provided with a total of four seats, two in the front and two in the back, and a retractable tricycle landing gear.{{clarify me|As opposed to what? What later aircraft of the type were not equipped with 4 seats, or with non-retractable and/or tailwheel-type landing gear?|date=August 2023}}

===Production===
By the early 1960s, the main production focus of Morane-Saulnier firmly set on the Paris.<ref name = "fi 1961"/> 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 the French Air Force was still the primary customer for the type, additional export sales arrangements had been achieved with ten separate foreign countries.<ref name = "fi 1961"/> ''Flight International'' also reported that Morane-Saulnier had come to two separate agreements to [[licensed production|license]] manufacturing of the Paris to other companies.<ref name = "fi 1961">[https://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200698.html "France's Aircraft Industry."] ''Flight International'', 25 May 1961. p. 708.</ref>

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 the programme, and was reportedly considered options for producing the type in North America [[licensed production|under licence]] from Morane-Saulnier.<ref name = "actfra 553"/> For a time, the Paris was the only twin-jet civil aircraft and there was no direct competitors available.<ref name = "phil 26">Phillips et al 2012, p. 26.</ref> 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 the Paris, installed with the latest model of the Marboré engine, be dispatched to North American to perform demonstration flights totalling 500 flight hours.<ref name = "actfra 553"/> Later that year, this demonstration was conducted, during which the aircraft visited several major cities across both the United States and [[Canada]].<ref name = "phil 26"/>

Detailed production plans were mooted by Beechcraft and Morane-Saulnier; one key difference of 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.<ref name = "phil 26"/> 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 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.<ref name = "phil 27">Phillips et al 2012, p. 27.</ref> However, American sales of the Paris were not forthcoming, reportedly, only two sales were made during Beechcraft's tenure as the type's distributor; by early 1961, when Beechcraft chose to abandon all distribution activities involving the type, a number of more advanced [[business jet]]s, such as the [[Lockheed JetStar]] and the [[North American Sabreliner]], had become available and gained traction in the market.<ref name = "phil 27 52">Phillips et al 2012, pp. 27, 52.</ref> 

During 1961, production commenced on an improved variant of the type, designated as the ''MS.760B Paris II'', fitted with a pair of Marboré VI 480&nbsp;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.<ref name = "phil 52"/> On 24 February 1964, a six-passenger version, designated ''MS.760C Paris III'', performed its first flight; however, there 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.<ref name = "phil 52 53">Phillips et al 2012, pp. 52-53.</ref> 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 the [[Brazilian Air Force]].

==Operational history==
[[File:MS-760C Paris III LeB 1967.jpg|thumb|right|The sole MS.760C Paris III six-seat aircraft at the Paris Air Show in June 1967]]

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.) [[Paris - Le Bourget Airport|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 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 [[Fábrica de Aviones Córdoba|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.

[[File:Morane MS760B PH-MSV Gron 13.03.67 edited-2 MIck edited-1.jpg|thumb|right|MS.760B of the Rijksluchtvaartschool at Groningen Airport in 1967]]
Between September 1962 and November 1974, a fleet of six MS.760Bs were flown on training duties by the Rijksluchtvaartschool based at [[Groningen Airport]] in the north of the Netherlands.<ref>Dekker 1987, pp. 94-95.</ref> 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, 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.{{CN|date=November 2017}} 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 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 [[Base d'aéronautique navale de Landivisiau|Landivisiau]] Naval Air Station.{{CN|date=November 2017}}

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 a rebel-held [[radio station]] as well as the [[Punta Indio]] naval airfield, resulting in the destruction of several aircraft on the ground.<ref>{{cite web |last=Cooper |first=Thomas |title=Argentina, 1955-1965 |url=http://www.acig.info/CMS/index.php?option=com_content&task=view&id=80&Itemid=47 |publisher=ACIG.org |access-date=23 January 2013}}</ref> During 2007, after 48 years of continuous service, the [[Argentine Air Force]] retired their last ''Paris''.<ref>[http://www.losandes.com.ar/2007/0203/sociedad/nota359576_1.htm] {{webarchive|url=https://web.archive.org/web/20070927214259/http://www.losandes.com.ar/2007/0203/sociedad/nota359576_1.htm|date=27 September 2007}}</ref>

During 2009, a private company, JetSet International Ltd, purchased in excess of 30 retired MS760s from the French and Argentinian governments, along with the acquisition of the [[type certificate]], tooling, components, engineering plans and drawings from [[DAHER-SOCATA|SOCATA]], the successor company to Morane-Saulnier.<ref>[http://www.wingsmagazine.com/content/view/3495/132/ "JetSet acquires MS760 jet type certificate."] ''Wings Magazine'', 23 October 2009.</ref> 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.<ref>[http://www.aopa.org/nbaa/2009/091020paris.html] ''AOPA Online'', 20 October 2009.</ref> That same year, a new two-ship aerial demonstration team, called Team MS760 Aerobatics, was formed, intending to use a pair of the refurbished aircraft.<ref>[http://www.teamms760.com/] Team MS760.com</ref>

[[File:MS760-2010.jpg|thumb|An updated MS.760 marketed for personal use]]

==Variants==
* '''MS.760 Paris'''
* '''MS.760B Paris II'''
* '''MS.760C Paris III'''
* '''C-41''': [[Brazilian Air Force]] designation of the MS.760A.<ref>{{Cite web |title=Brazilian Military Aircraft Designations |url=https://designation-systems.net/non-us/brazil.html |access-date=2025-03-17 |website=designation-systems.net}}</ref>

==Operators==
[[File:FAA MS760 Paris Mendoza.jpg|thumb|right|MS.760 Paris E-219 at [[Mendoza, Argentina]]]]
;{{ARG}}
* [[Argentine Air Force]] – 48, of which 36 were license-produced at Cordoba by [[Fábrica de Aviones Córdoba|FMA]] (c/n: 1A to 36A). Used between 1959 and 2007
;{{BRA}}
* [[Brazilian Air Force]] - 30 assembled locally. Used between 1960 and 1974.
;{{FRA}}
* [[French Air Force]]
* [[French Army]]
* [[French Navy]]

==Specifications (MS.760 Paris I)==
{{Aircraft specs
|ref=Jane's All The World's Aircraft 1961–62<ref name="jawa61 p60">Taylor 1961, p. 60.</ref>
|prime units?=met
<!--
        General characteristics
-->
|genhide=

|crew=2
|capacity=2 passengers
|length m=10.05
|length ft=
|length in=
|length note=
|span m=10.15
|span ft=
|span in=
|span note=(over tip tanks)
|height m=2.60
|height ft=
|height in=
|height note=
|wing area sqm=18.0
|wing area sqft=
|wing area note=
|aspect ratio=5.12:1<!-- sailplanes -->
|airfoil=
|empty weight kg=1945
|empty weight lb=
|empty weight note=
|gross weight kg=3470
|gross weight lb=
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=
|max takeoff weight note=
|fuel capacity=245 gallons in main tank, 115 gallons in wing tanks, 125 gallons in tip tanks.
|more general=
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name=[[Turboméca Marboré]] II
|eng1 type=[[turbojet]]s
|eng1 kn=<!-- jet/rocket engines -->
|eng1 lbf=880<!-- jet/rocket engines -->
|eng1 note=

<!--
        Performance
-->
|perfhide=

|max speed kmh=650
|max speed mph=
|max speed kts=
|max speed note=at sea level
|max speed mach=<!-- supersonic aircraft -->
|cruise speed kmh=570
|cruise speed mph=
|cruise speed kts=
|cruise speed note=at {{convert|5000|m|ft|abbr=on}}
|stall speed kmh=
|stall speed mph=
|stall speed kts=
|stall speed note=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed mph=
|minimum control speed kts=
|minimum control speed note=
|range km=1500
|range miles=
|range nmi=
|range note=at {{convert|7000|m|ft|abbr=on}}
|ferry range km=
|ferry range miles=
|ferry range nmi=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=10000
|ceiling ft=
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|glide ratio=<!-- sailplanes -->
|climb rate ms=
|climb rate ftmin=2264
|climb rate note=
|time to altitude=
|sink rate ms=<!-- sailplanes -->
|sink rate ftmin=<!-- sailplanes -->
|sink rate note=
|lift to drag=
|wing loading kg/m2=
|wing loading lb/sqft=
|wing loading note=
|disk loading kg/m2=
|disk loading lb/sqft=
|disk loading note=
|fuel consumption kg/km=
|fuel consumption lb/mi=
|power/mass=
|thrust/weight=

|more performance=*'''Take-off run:''' {{convert|750|m|ft|abbr=on}}
<!--
        Armament
-->
|guns= Provision for 2× machine guns in nose
|bombs= 2× {{convert|50|kg|lb|abbr=on}} bombs
|rockets= Racks for 4× 90 mm rockets
|missiles= 
|hardpoints=
|hardpoint capacity=
|hardpoint rockets=
|hardpoint missiles=
|hardpoint bombs=
|hardpoint other=

|avionics=
}}

==See also==
{{Portal|Aviation}}
{{aircontent
<!-- include as many lines are appropriate. additional lines/entries with carriage return. -->
|related=<!-- related developments -->
* [[Morane-Saulnier MS.755 Fleuret]]
|similar aircraft=<!-- similar or comparable aircraft -->
* [[Fouga Magister]]
|lists=<!-- related lists -->
|see also=
}}

==References==

===Citations===
{{Reflist}}
===Bibliography===
* {{cite book |last=Dekker |first=Herman |title=The Complete Civil Aircraft Registers of The Netherlands |year=1987 |publisher=Air-Britain (Historians) Ltd |location=Tonbridge, Kent |isbn=0-85130-139-8}}
* {{cite book |last= Donald |first= David |author2=Jon Lake |title= The Encyclopedia of World Military Aircraft |year= 2000 |publisher= Barnes & Noble |location= NY, NY |isbn= 0-7607-2208-0 }}
*{{cite magazine|last=Downey|first=John|title=First Generation|magazine=[[Air Enthusiast]]|date=1991|issue=44 |pages=36–49 |issn=0143-5450}} 
*{{cite journal |last1=Fernandez |first1=José |title=Le Morane-Saulnier "Paris" I et II (2ème partie et fin) |journal=Avions: Toute l'aéronautique et son histoire |date=April 1993 |issue=2 |pages=22–27 |trans-title= |language=French |issn=1243-8650}}
* Phillips, Almarin., A. Paul Phillips and Thomas R. Phillips. "Biz Jets: Technology and Market Structure in the Corporate Jet Aircraft Industry." ''Springer Science & Business Media'', 2012. {{ISBN|9-40110-812-9}}.
* {{cite book |last=Taylor|first=John W. R.|author-link=John W. R. Taylor|title=Jane's All The World's Aircraft 1961–62|year=1961|publisher=Sampson Low, Marston & Co. Ltd|location=London}}

==Further reading==
*{{cite book|last=Cuny|first=Jean|title=Les avions de combat français, 2: Chasse lourde, bombardement, assaut, exploration|publisher=Ed. Larivière|year=1989|series=Docavia|volume=30|oclc=36836833|lang=fr|trans-title=French Combat Aircraft 2: Heavy Fighters, Bombers, Attack, Reconnaissance}}
*{{cite book |last1=Lacaze |first1=Henri |last2=Lherbert |first2=Claude |title=Morane Saulnier: ses avions, ses projets |date=2013 |publisher=Lela Presse |location=Outreau, France |isbn=978-2-914017-70-1 |language=fr|name-list-style=amp|trans-title=Morane Saulnier: Their Aircraft and Projects}}

==External links==
{{Commons category|Morane-Saulnier MS.760}}
* [https://books.google.com/books?id=0jpqttshMeEC&pg=PA71 "Jet for the Private Pilot - Article in Flying Magazine"]

{{Morane-Saulnier aircraft}}
{{FMA aircraft}}
{{FAB aircraft designations}}

[[Category:1950s French military trainer aircraft]]
[[Category:Morane-Saulnier aircraft]]
[[Category:Mid-wing aircraft]]
[[Category:Twinjets]]
[[Category:T-tail aircraft]]
[[Category:Aircraft first flown in 1954]]