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Aérospatiale is the greatest Lysian company in both number of employees and profitability throughout the world. Created in 1910 following the great opportunity planes have been considered as spies, Aéronautique at the time, have been created. Renamed in 1968 Aérospatiale as its activities have started the experimentations and potential development into low orbit flights.


The company have a total of 62 751 employees in Fleur de Lys along 23 403 worldwide, for a turnover of 78,1 billions and net result of 6,7 billions in 2016.


Most famous aircraft/helicopters/experiments of the Aérospatiale include :




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Produced at a total of 25 aircrafts, the Concorde is by far probably the most famous aircraft ever created by the A?rospatiale, named after the capital of Fleur de Lys, Concorde, the plane have known a limited usage, mainly due to the prohibition of the Government to export it. Entered officially in service in 1980, the Concorde celebrated its 35th Birthday in 2015. Many modernisation process have allowed the plane to still be in activity. Today a total of 10 Concorde are active, with the initiation of creation of an heir to it or re-designed Concorde following the rumours. All Concorde have been in activity within Air France company (official Fleur de Lys civil air company). The 5 built Concorde (back in 2005) have costed around 900 millions the unit, and Aérospatiale have stated that production can be re-started at any time as facilities have been preserved, even if their maintenance is high, Lysian Government support financial the initiative. A debate in 2010 have took place about the exportation or not of the Concorde, a final debate will take place end 2016 about it for the commercialisation or not of the coming NGAM-version that is planned to be ordered up to 25 aircrafts by Air France. With Mach 2,04 as cruise speed, and 2,09 at maximum speed, the plane may carry following various configurations 92 to 128 passengers.


With the lift of the export-ban of the Concorde last November by the National Assembly, international contracts have been concluded. 9th January 2017, 1 Concorde NGAM is currently active in Sunset Sea Islands Air Force, 5 Concorde AR are active in Air France, along 2 Concorde in the Lysian Force de l'Air. A total of 15 Concorde NGAM are planned for now.




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Another great product of Aérospatiale, and this time exportable and exported, the Magenta is a significant heavy civilian aircraft with two decks allowing the transportation of more than 500 passengers in regular configuration. Entered in service in 2007, the aircraft beneficiated of 10 orders from Air France along dozens from foreign entities and has known a mostly large success through exportation. A NGAM (Nouvelle Génération Aérodynamique et Moteur) version is planned to be in service in 2020 with huge both financials and environmental benefits for the operators.




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Autun-NGAM (Nouvelle Génération Aérodynamique et Moteur) is a totally remastered version of the Autun aircraft in today's service. More economic in both environmental and financial terms, the aircraft made its first commercial flight in 2015, with a total of 25 aircraft being ordered by Air France along a pre-order for 100 others. As the production started, a total of 20 aircraft are today inactivity. Autun aircraft is not the only one that is planned to be entirely re-modernize, Magenta and Concorde are the next on the list.




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Magne-NGAM (Nouvelle Génération Aérodynamique et Moteur) is part of the finest aircraft of the Aérospatiale, being multi-role in military terms, modifiable as wish, and with a civil variant, this is probably the perfect plane for coastline patrols along air security. The plane possesses a very attractive price compared to the other Aérospatiale planes, due to optimized costs. Estimated 500 of the Magne-NGAM are today in private activity.




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Mirage, probably the most iconic military plane of the Aérospatiale due to its large exportation and success at the international market, is a single-engine multi-role 4th Generation plane that allows many missions to be done. Many variants exist, with the Mirage C being the one used by the Force de l'Air, specialised in air superiority even if able to make missions like any multi-role. The Mirage M, more used at the export, is agile in terms of missions. Mirage B which was for biplace was cancelled due to its non-success and the fragility of a single-engine aircraft to host 2 pilots. Mirage D for discret was never produced, even if the program eventually finished into the Éclair aircraft. A Mirage B version also exists, which is able to host heavy bombs for such missions. Mirage M for CATO carriers also has been developed.




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Éclair, the Eagle in the Airs, is a specialised air superiority fighter, developed from the Mirage, mostly by the Mirage D development, was developed into a longer, heavier and more powerful two engine fighter. Able to conduct some air to ground missions, the fighter is still an interceptor which was banned from export. Éclair D was the first one, standing for discret, it is a semi-stealth fighter. Éclair C was developed later with more specificities concerning air superiority, but degrading its ground attack possibilities. The final one, was Éclair B, standing for biplace, it was never produced. An Éclair R was also planned, but with the coming of the Rafale, the project was cancelled.




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Rafale, the most advanced fighter of the Aérospatiale, beneficiating directly from the Éclair D advancements, Mirage C engagements and Concorde new design, all of this put together to create the perfect multi-role fighter that will play the future of the Force de l'Air. Rafale D, standing for discret make the Rafale a semi-stealth fighter along a very good multi-role. The Rafale B have been finally produced, the first biplace of the Force de l'Air since decades. Another version, the Rafale R, for ?reconnaissance? much lighter and faster, can make easy reconnaissance mission at higher altitudes with more agility and stealth. Rafale B for heavy bombardments missions also has been developing along the Rafale M for CATOBAR carriers.

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  • 3 months later...

Projet 3 “L'Ange”


Projet 3 (Project 3) is a project which takes its origins back in 1901 when the inventor Louis-Philippe Resbère first created his first plane able to fly at around 150 km/h at the time, which was a real success, allowing fast displacement. This is around this time that the Lysian Government understood more than ever the need for reactivity in war, after its previous strategies consisting of “great wall”, moving the front as one unique line, and reacting so on, to an agile and heteroclite front, collection of intelligence became the priority for the establishment of this new Strategy. Now, a soldier being able to move forward the enemies line, have a global view, moving at a speed of 150 km/h and reporting through a new discovery, a discovery which is named “radio”, this drastically change the idea of war.

Approaching Mr Resbère, this one very much anti-patriotic and disagreeing with the ideas of the Conservative Government in place at the time (being a pacifist), Mr Resbère following his values at the time, deny the proposal of the Lysian Government, and with lack of motivation from this part, the idea is put aside. Will have to wait 8 years later for the État-Major (HeadQuarters) of the Lysian military to get heavily this time, interest on the matter. Once more Mr Resbère refuse to share his work, which he pursued the last 8 years. Would have to wait a few days for having the Lysian military asking again, with a negative answer once more, another few days and another negative answer. Will have to wait in 1910 for having the Lysian military ordering the sizing of Mr Resbère work to be sized and given to some of his colleagues, more cooperative with the military, and a few weeks later this association of engineers and military working together are united in a legal authority, Aéronautique.

Will have to wait only 1 year and two unsuccessful projects, thanks to Mr Resbère entire work life, to finally test and validate something which looks like the first Lysian in series plane, the Projet 3, with an order of 2 for the year 1912 in order to make further tests, and establish what the final version of what will be commonly known as “L'Ange”. The plane will see further developments and different versions throughout the years, particularly during the 1910's and will even know activity until 1925. The plane will see variants (Projet 3 X standing for confidential, with slightly re-designed wings; Projet 3 C standing for Chasseur, with 2 Viking machine-gun), improving over the years and keeping on track its sole purpose of aerial surveillance and collection of intelligence.

  • Crew: 1
  • Carry: 1 radio
  • Maximum speed: 192 km/h
  • Range: 360 km
  • Armament: 1 Viking machine-gun
  • Operators: Force de Support (25, retired); Force de l'Air (75, retired)
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Projet 4 “Plaisir”


Projet 4 (Project 4) is a project taking its origins in the unsuccessful Projet 2. The goal of this aeroplane was to abandon the biplane structure in favour of simples wings which is today the norm in order to question the best aerodynamic to adopt in order to allow further speed record. Being almost developed in parallel then Projet 3 which was a biplane with as sole purpose to be a workable aeroplane in order to fill the demands of the État-Major for collecting and transmitting intelligence. The goal of the Projet 4 was otherwise, pushing, even more, the limits and trying new designs by breaking records at the time. The project started in 1910 and would finish in 1914 after 4 years of development before its first real activity in the Force de l'Air, with tests in 1913 the plane even before entering officially in service break records and affirm itself as a legend for the time, breaking the speed record at 200 km/h and slightly passing the previously unbreakable 1000 km range. Those records are proof of the heavy investment and energy which have been put in it, with almost 60% of the total resources of the young Aéronautique at the time being a focus on that project while the Projet 3 was starting its way on the production line, the idea was a perfect aircraft in order to show Lysians growing capacities. Even before its official release and activity in the Force de l'Air, the plane got a heavy political and popular support for the 7th fly test in 1913, breaking the 200 km/h wall, making it in the international press and allowing new credits for the Projet 4.

Even with all those positives facts for the aircraft, its range and power, the plane had a little tactical advantage as it was effectively a more costly plane to maintain and deploy than the Projet 3 which was basically made for that. Its only mission possible would have been the same as Projet 3 “L'Ange”, to watch and collect intelligence on and behind the enemy lines, being equipped with a radio and 2 Viking machine-gun. The plane was well built as a plane to break record, and because of this it was thought of having, after all, no real operational purpose which it may truly be excelled in, turning it into a Chasseur (fighter) in order to shut down enemy plane, as the idea was starting to emerge for aerial combat, was declined as it didn't had the manœuvrability needed for such with its wings being too straight and going too fast in the air not allowing the structure of the aircraft to be cohesive.

The plane was to be the project of the 1910's, revolutionizing the way to see and open aerial possibilities and tasks which may now be achieve through planes, which it truly did with many projects following and being inspired in Fleur de Lys or not by Projet 4.

Even if not truly having a sole purpose of being used in the military at least, the État-Major bought a total of 25 of them, not really in order to use them in combat but to parade them throughout the Europa, in order to create the first squadron of air show “Les Piques” which was created because of that order, but the real reason behind was to financially ensure Aéronautique as the costs have been heavy and a turn-back on investment had to be done, and as the Government had and still today have heavy interests in the company, this has been a flat in financial terms for the military, but the leisure sector, just starting and being born heavily considered the aircraft as a great tool of leisure, creating the Projet 4 P variant (standing for “Plaisir”, leisure, and is unarmed).

  • Crew: 1
  • Carry: 0 or 1 radio (depending of variants)
  • Maximum speed: 201 km/h
  • Range: 1012 km
  • Armament: 0 or 2 Viking machine-gun (depending of variants)
  • Operators: Force de l'Air (25, retired); Leisure (116, retired/?, active)
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Projet 5 “Fontenoy”


Following the successful Projet 3 , which Aéronautique decided to massively produce compared to its other counter-parts at the same time, questioned about the future of its products, willing to propose this time a more multirole plane and integrate advancements made by the Projet 4  reaching a range of 1012 km and a maximum speed of 201 km/h. The project starts in 1915, following the end of the Projet 4 and put on the track of the Projet 3 production, allowing finally after a tumultuous 1914 year. The first question brought on the table is about if it shall be a biplane or not, something which will create a major division among the engineers, with some putting forward the exceptional results of the Projet 4 while the others put forward the durability and strength of the Projet 3, even if the wings aren't all in those matters. The answer will be decided by the État-Major, decided to pass more through an improved Projet 3 due to its military background and pragmatism against a Projet 4 which remained in the airshows.

Starting officially in 1915, the base of the structure is the Projet 3, but among the first months major changes happen, such as a better engine, two machine gun, re-draw wing design and possibility of a biplace version, but this comes at a cost, the reducing of the range to only slightly more than 100 km. Entering in 1916, having taken all of the two previous operational planes, now have a very much reduced range, which will be the challenge of the next two years in order to increase it and make it a bit more satisfying, by adding fuel reserves, re-drawing the propellers and the back of the aircraft, making it in the end a completely different from the Projet 3 even if having a similar global overview and style. In 1918, after 3 years of development and testing in buildings, the first prototype is built and fly. A total of 19 fly test would be done only in the first month, the plane showed excellent results in combat, but the poor range is still an issue, having difficulties reaching the 200 km range. In 1919, the plane is slightly improved, allowing a total range of 276 km but with an impressive speed of 218 km/h or even more than the already record-breaking Projet 4 plane. Having no real name in the idea, the engineers nicknamed the plane the name of the small village it often flies above in its fly-test, Fontenoy. The name is officially adopted later in 1919 as the first planes are delivered to the Force de l'Air, which will start the tradition of a village name for plane (with the exception of today-fighters), for a total of 125 copies which is by far the most numerous number of order by the Lysian military for a plane, showing its strength as a Chasseur in aerial combat. A longer-range version will be developed in 1920 with additional fuel tank, increasing the range of 100 km, which will concern the last 25 aircraft delivered to the military, however, the biplace version will not be considered by the military.

  • Crew: 1
  • Carry: 1 radio
  • Maximum speed: 218 km/h
  • Range: 276 km
  • Armament: 2 Viking machine-gun
  • Operators: Force de l'Air (125, retired)
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Projet 6 “Breguet”


In 1915, as the development of Projet 5 “Fontenoy” started, the question of an industrialised plane to launch bombs from the air on enemy lines was started to be explored. Effectively, many tests have been done for such aircraft, but with heavy issues going on with that, such as low high, slow speed, heavy motors, limited range and light or shall we say little transportability for bombs, with even some tests consisting of heavy rifles guns shotting down.

Demand for such plane which may be deployed easily in case of air superiority, which was to be ensured by the under-development Projet 5, would see the Force de l'Air arsenal be completed with a heavier plane, which would naturally be built and designed by Aéronautique (Aérospatiale at the time) and greatly serve the young Force de l'Air abilities to give a fight and support even more the ground forces, through reconnaissance and gathering of intelligence (Projet 3/Projet 4/Projet 5), air superiority in order to clear the sky from any threat (Projet 5 under-development) and a heavy plane able to attack enemies lines from the sky, this would give major advantage against conventional armies along giving Lysian-small in size compared to its opponents, more chances of victory along easier defense if on defensive stance. Exceptional credits for the projects are unlocked by the National Assembly -as the Projet 5 and massive construction of Projet 3 took most of the credits, leaving ideas of new projects on the side, but with unlocking a sum equivalent of 1/5 of the Aéronautique budget, the construction of the first prototypes with longer wings and 2 motors of that monster was to start. Plans were relatively easy to be completed, basically, a Projet 5 “Fontenoy” doubling in most areas, two motors, two pilots and wings 1,5 time longer along the length 1,3 times longer. Larger aircraft already have been saw, but never built in such industrial way as this one was planned to be. Even before the first prototype be built, and before the first test flights, major questions about the construction of this monster in Aéronautique existing manufactures, 2 at the time which were 4 km away from one another, such as the larges wings which potentially wouldn't fit the building, or expect fewer production and efficiency than other “normal” in size aircraft, question about the cockpit too, which from first measurements, engineers knew wouldn't fit in, the same for roads which would be too small or not strong enough to support it, and many other logistical concerns which are to discuss and solve if the Projet 6 was to be succeed.

Few months after the start of the Projet 5, and just a couple days after the new decision of the National Assembly to support financially such project, an important matter is brought, place of the Projet 6 in the development offices of Aéronautique, which were full with Projet 5 ongoing. Seeking new locals, one of the youngest engineers, inheriting of his wealthy father, deciding to put at the disposal of this project his now, main residence just a few kilometers away from the main offices. Relocation is made in a few days as the project is still in its early ages of development, as this concerned mainly plans and blueprints, the same as smaller prototypes. The residence, isolated from the villages around along owning a great property is the perfect place against foreign intelligence services.

Early 1916, the project is going well but questions about the first prototype are publicly expressed, more the advancement of the project move forward, more worry the project to be a great failure. Different design are thought, along different pieces of the plane are tested in order to define which one is best for the first prototype and final plane. The first prototype is ordered late 1916, the residence of Breguet is managed to allow the production of the plane, and construction will take until 1918 to make its first flight, having before to be submitted to many internal tests. This first flight is a great failure, taking off 5 meters high and falling apart due to the weight of the two motors, making the first test flight durate only 27 seconds. A second prototype is ordered, integrating the large failure of the first one, great wings along one reactor is first put in place. Because its possess only one motor for such large wings, the aircraft can maintain itself only in low altitude, making it an easy target to the wind and potential enemies if it was to be produced like that, however, this was for sure the first prototype of a long list. A third one is built, with two PO-2 motors, a bit lighter than the 2 FZ-1 used for the first prototype. The two prototypes acting and making test flights are customised slowly but surely with the different tests in order to try more innovations. However, during a mission above the property of Breguet, the aircraft crash in the garden because of the weight, having lost one of its wings because of the pressions exercised by the motors. A fourth prototype has been underway, however, this one was to be suspended from construction because of the recent crash. The lesson took from that one, was that this definitely needed to be equipped with only one motor, a heavy motor, but none really existed on the market, forcing the idea for Aérospatiale to develop its own. Great costs questions are put on the table, as this been 3 years since the real start of the project, the National Assembly asked for an audit of the project. Administrators came, realising the little progress made, not even being on how to manage to throw a bomb on the enemy line, creating a major debate within the political spectrum due to the increasing costs of the projects, already having on it for 3 years. The audit ends with a very bad perspective for the Projet 6, with many politicians wishing the death of the project, as it brought little to innovation for fighters, which were the priority at the time with Projet 5. Projet 6 is decided to be terminated for the end of the year 1918, something which Breguet and some of his colleagues strongly disagree with, and decide to take actions against this order from the National Assembly, trying to rally public support and how interesting such project may be if successful. Over the years, after having lost public interest for Projet 6, Breguet manage to re-animated the fire for such exciting and revolutionary project, managing to get investors and deciding to take his knowledge for the creation of such fighter, creating Breguet Aviation in late 1918. Because most of the pieces and blueprints were already in his residence, it was easy to manage for him to keep most work already made by Aéronautique, and pursue his project with his finances. His first goal was the creation of a more powerful motor, known as “M-1”, meaning Moteur 1. Light compared to the weight of two FZ-1 motors, but even more powerful than the two combined, this engine was expected to pulse the future “Breguet I”, after having taken most of the investments. The first prototype is launched in middle 1919 and exceeds success, having the knowledge behind him of 4 years of research plus ex-experts from Aéronautique. It may carry more than 500 kg of bombs, have a range of 900 km and may go at a maximum speed of 190 km/h, a crew of two with one pilot being back and holding a machine gun in order to shot down potential enemy planes after only 13 months of development, finishing its completion in 1920, date at which the Force de l'Air seeing the high potential order 25 plus an additional 50 planes. Having not the production machine for that, the same as Aéronautique not owning such facilities -de facto excluding all potential partnerships, Breguet invest his personal wealth in the manufacture destinated to build at an industrial rate those massive aircraft, which will start the Breguet Aviation-Aéronautique rivalry, private versus public funding.

  • Crew: 2
  • Carry: 1 radio
  • Maximum speed: 190 km/h
  • Range: 900 km
  • Armament: 1 Smète machine-gun; 500 kg of bombs
  • Operators: Force de l'Air (75, retired)
Edited by Fleur de Lys (see edit history)
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Royal Aero Club

1973-R, Najara Avenue,

Santi Cristo Ward,

Kingdom of Cristina.

October 10 -2017

To Commercial Direction of Aérospatiale


We would like to announce that the Royal Aero Club of Cristina launched a expansion program of its fleet. We intend to acquire new plane models to add to our world famous collection.

Thus, recalling all the satisfactory dealings between the Kingdom of Cristina and the Aérospatiale in the last years, the Administrative Body of the Royal Aero Club, headed by Chief Director sir Heracles Mangoni, has decided to approach that renowned Lysian company seeking for a new trade agreement.

It is of our great interest the acquisition of the following aircrafts made and commercialized by Aérospatiale, in their unarmed version:

  • Projetc 3 “L’Ange” (2 units plus 1 unity for static display)

  • Project 4 “Plaisir” (2 units plus 1 unity for static display)

  • Project 5 “Fontenoy (2 units plus 1 unity for static display) 

  • Project 6 “Breguet” (2 units plus 1 unity for static display)

  • Rafale (1 unity for static display)

We look forward for an answer from Aérospatiale regarding the possibility of purchase of the above items and the respective costs.



Administrative Body of the Royal Aero Club.

Edited by Cristina (see edit history)
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  • 1 month later...

Projet 7 “Lance”


In 1919, following the successful release of the Projet 5 “Fontenoy” for a speed of 218 km/h, the Force de l’Air push to the limits the plane in order to testify its utility, even if a strong order of 125 units have been made, as usual for economic purposes in order to support Lysian economy. Quickly, even the plane was to break records and showing excellent results in combat, however at that time a new fashion we may say was starting to become the line among the pilots, which required high agility. The Projet 5 was surely a good plane for combat because of its speed and a short turnaround, however, it was hard to make agile and short moves, unlike some foreign aircrafts which had high agility. The idea started as soon as the Projet 5 entered in service, the construction of a more agile plane however quickly credits questions entered in the game, it was out of the question after the major lose done by the new Breguet Aviation to develop from scratch a new fighter. The idea of a variant of the Projet 5 came to Émile Morain, engineer and amateur pilot which had the leisure to fly (in an illegal manner certainly) the Projet 5 as it entered service in the Force de l’Air. The idea was given little hope, but Émile managed to obtain some credits and be chief of the Projet, the new Projet 7, which would be the only under-development aircraft until 1921 with Projet 8 starting. The lack of credits for new Projet is explained by the focus of the Force de l’Air, after acquiring those new many models, the need to maintain and handle them firmly, while for example the Projet 3 will still be upgraded until its dismiss in 1925, which asked many resources as the Projet 5 was truly starting to be produced. Émile Morain had the possibility of developing a plane which would revolutionise close air combat, as all development teams which were now in the production of the Projet 5 would have the possibility to support Émile’s team for the development of the Projet 7, making the Projet 7 benefit of 18 years of experience and lessons.

Basing most of the design on Projet 5, the first testings are done in a soufflerie (created for the occasion, with the full plane in it) which revolutionised also the way to the concept and design aircrafts. First real tests are done 2 years later, in 1921, taking off from the Aerodrome de France the 3rd February, with as testing 1 FZ-1 motor, which will be replaced for the second prototype with a M-1 made by Breguet Moteur, which created a mess for Émile Morain, due to the burning rivalry between Breguet Aviation-Aéronautique as Breguet Moteur was naturally a subsidiary of Breguet Aviation. But results are extraordinary, the power of the M-1 which was conceived for a bomber at the time combined with its lightness allowed the Projet 7 a maximum speed but hard times in terms of agility, because of the plane structure, forcing Émile Morain to re-draw once more the Projet 7 for a 3rd prototype, entirely based around the M-1 for maximum efficiency, but more importantly, changed in the design of the M-1 was made, thanks to the cooperation of Breguet Moteur which was extraordinary knowing the relations between the two companies, as Breguet Moteur knew that this would set the base for an important market in the future for its motors. However doubts appear as the Prototype b crash in August 1921 following testings, but Émile maintain his resolution, and the M-1b take off with the Projet 7 Prototype c the 9th December 1921, breaking off records and creating a surprise among the engineers. However, due to lack of credits but more importantly, because of the Breguet Moteur motor onboard, the aircraft, even if successful, is politically a failure and receive only 25 orders libelled as Projet 5 “Fontenoy” when it enter in service in the Force de l’Air in middle 1922 with the first two planes being active with the term and nickname “Lance” being employed by the pilots quickly because how the plane was flying and a deadly weapon in close combat. The production is finished in 1928, making a relatively low rate production for financials purpose against Breguet Moteur. However, in order to lessen the financial costs, Aéronautique agrees to open to the public selling the plane in 1925.


  • Crew: 1
  • Carry: 1 radio
  • Maximum speed: 240 km/h
  • Range: 400 km
  • Powerplant: 1 M-1b
  • Armament: 2 Smète machine-gun
  • Operators: Force de l'Air (25, retired), Sunset Sea Islandian Air Force (28, retired), Leisure (7, retired/?, active)
Edited by Fleur de Lys (see edit history)
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  • 1 month later...

Projet 8 “Gaspard”


As the tradition asked, another development was to follow, following the release of the émanant Projet 7 “Lance”, having known massive financials troubles indeed, Aéronautique ordered the development of the heir, certainly not given to Émile Morain following his usage of the M-1 motor, a product developed by Aéronautique main competitor. In hope to revolutionise once more the aeronautic industry because of the lack of generated interest Projet 7 have known even if it knew exports mainly towards the Sunset Sea Islands when its exports are opened to foreign nationalities in 1925, the project is given to the leader of the old guard, Antoine Gaspard. It is with a low moral that the teams started in 1922 this new project, a few months after having concluded the Projet 7 and seen his lack of interest, mainly by the Force de l’Air which was, and is remaining today, one of the main customers of Aéronautique. The drafts naturally retake the traces of its “ancestors” if we may call them so, since the Projet 3, and in sum, does not show in the first year of development any great arrangements compared to the released Projet 7. After 16 months of work, a FZ-2 has been opted by the development team for political reasons, instead of the M-2 from Breguet Moteur. This choice would result in weak power for the plane, pushing quickly in just 3 flights the development team to equip 2 FZ-2 on the first prototype, totally messing up its current architecture which wasn’t made at all for 2 motors resulting in its crash following the modifications on the 4th flight test. Monsieur Gaspard order the development of a new prototype with a motorisation capable of holding 2 FZ-2, however the project is quickly cancelled following the catastrophic financials results of Aéronautique accounts of 1924, totally ending the project, which in the end had lead no real modern technology or new concept and just ended having only 1 prototype being much less efficient than the Projet 7. The wasted finances on such project have to lead almost Aéronautique to a bankruptcy state forcing the company to stop fighters development for at least 8 years, and making also, the Projet 8 Gaspard, the last bi-plane Aéronautique Project. The Projet will be archived and named thanks to his creator Monsieur Gaspard, leaving no real mark in aeronautics History but a great financial hole.


  • Crew: 1
  • Carry: 1 radio
  • Maximum speed: 240 km/h
  • Range: 500 km
  • Powerplant: 1 FZ-2 (Gaspard P1), 2 FZ-2 (Gaspard P1b)
  • Armament: Planned 2 Viking machine-gun
  • Operators: -
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  • 5 months later...

As we all know, @Fleur de Lys has left Europa, and as a result no further developments on this page can be made until he comes back (Assuming he will). Being given responsibility over the unwritten parts of Aérospatiale (as per TG with Fleur de Lys) and as a gesture of goodwill, I've undertaken the task of filling up the gaps left by him.

As per September 27, 2018 edit, Fleur de Lys has been removed and banned from the community. However, a loosely-similar NPC nation still exists as the Lysian Republic; the aircraft of Aérospatiale are produced under a company called Aérospatiale Lysienne.

NOTE 1: While the only aircraft I named myself are those that aren't currently listed, the complete list of Aérospatiale airliners are included for convenience. All aircraft are listed chronologically.

NOTE 2: Most added aircraft are completely fictional and do not have an exact RL counterpart, though they are based off RL aircraft. Assume statistics and construction/airframe differ slightly.

Comète (de Havilland Comet)

The very first jet airliner to enter commercial service, first flight 1949 and introduced 1952. Despite the initial success, it quickly became a failure following several fatal crashes (Explained in detail in the SK-3 article found heredue to structural defects identical to those found on the actual aircraft. Eventually modified, and newer, safer variants entered service.

Concorde (Aérospatiale-BAC Concorde)

First supersonic transport (SST) in commercial service. Modernized extensively, introduced 1980.


A narrow-body short to medium-haul airliner, the workhorse of Aérospatiale. Produced in 4 fuselage lengths, namely the Autun-A, B, C, and D.

  Autun-A Autun-B Autun-C Autun-D
First Flight 2002 1995 1987 1993
Introduced 2003 1996 1988 1994

Magenta (A380)

Double-deck wide-body airliner; world's largest passenger airliner. First flight 2005 and introduced 2007.


Nouvelle Génération Aérodynamique et Moteur ("New Generation Aerodynamics and Engines") variant for the 4 Autun variants, first flight 2013 and introduced 2015.

Concorde-NGAM (Aérospatiale-BAC Concorde, hypothetical "neo" development)*

NGAM variant of the Concorde, introduced 2017.

*Most details unknown. Please contact Fleur de Lys for further clarification.

Magenta-NGAM (A380neo)

NGAM variant of the Magenta, currently under development. Planned introduction 2020.

Edited by Andalla (see edit history)
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