Fouga CM.170 Magister
CM.170 Magister | |
---|---|
A Magister of the Belgian Air Force
| |
Role | Jet trainer |
National origin | France |
Manufacturer | Fouga, merged with Potez, merged with Sud-Aviation , merged with Aérospatiale |
First flight | 23 July 1952 |
Introduction | 1956 |
Status | Retired; continues as civilian-owned warbirds |
Primary users | |
Number built | 929 total Air Fouga: 576 Heinkel-Messerschmitt: 194 IAI: 36 Valmet: 62 |
Variants | Fouga CM.175 Zéphyr |
The Fouga CM.170 Magister is a 1950s French two-seat jet trainer aircraft that was developed and manufactured by French aircraft manufacturer Établissements Fouga & Cie. Easily recognizable by its V-tail, almost 1,000 have been built in France and under licence in West Germany, Israel, and Finland.
In 1948, development commenced at Fouga on a new primary trainer aircraft design that harnessed newly developed
While primarily operated as a trainer aircraft, the Magister was also frequently used in combat as a close air support platform by various operators. In the latter capacity, it saw action during the Six-Day War, the Salvadoran Civil War, the Western Sahara War, and the Congo Crisis. The Magister was also chosen by many aerobatics display teams including the Patrouille de France (from 1964 to 1980). In French service, the Magister was eventually replaced by the Dassault/Dornier Alpha Jet. After its retirement by the French Air Force, Magisters were purchased by several private-owner pilots in the US and have since been operated in the experimental category.
Development
During 1948, aircraft designers Pierre Mauboussin, Robert Castello, and Jacques Henrat at French aircraft manufacturer
During December 1950, the AdA placed an order for three prototypes; on 23 July 1952, the first aircraft conducted its maiden flight. During June 1953, a pre-production batch of 10 aircraft were ordered, which was followed by an initial production order for 95 aircraft on 13 January 1954.[2] By October 1955, all 13 preproduction Magisters had been completed, while the first flight of the first production aircraft was imminent. Also scheduled to fly early in 1956 was the CM.171, which functioned as a test aircraft for the envisioned CM.195 swept-wing, butterfly-tailed trainer.[3]
The production of the Magister parts were split between
The
By 1960, in excess of 350 Magisters had entered in service with various operators; according to Flight International, production within France had attained a completion rate of five aircraft per month, while the projected total of French-built Magisters was reportedly expected to eventually top 600 units. The type was also being produced overseas under
From 1960, an improved version of the Magister, designated the CM.170-2 Magister, was produced, which was powered by a more powerful Turbomeca Marboré IV engine. During 1962, production of the Magister was terminated in France but continued to be constructed under licence in Finland up to 1967. The development of the aircraft had been brought to an end in response to the AdA selecting the rival Alpha Jet as its new jet trainer instead.
Design
The Fouga CM.170 Magister was developed to perform both basic and intermediate training activities.[8] It is a compact, tandem seat aircraft with performance akin to larger, more powerful aircraft. Comparatively, it was a higher performance aircraft than the rival British-built BAC Jet Provost, and was considered by the Aviation magazine Flight International to be comparable to Fokker S.14 Machtrainer.[9] It featured a distinctive butterfly tail configuration; a conventional tail was tried but found to be aerodynamically inferior at higher speeds. A keel fitted under the rear fuselage functions to reduce the negative dihedral effect of the butterfly tail during rudder applications.[10]
The Magister was powered by a pair of Turbomeca Marboré turbojet engines, which provided 880 lb of thrust each; it was promoted as offering "twin-engine safety with single-engined flying characteristics". The two engines, which were placed close to the centre line, produced very little asymmetric thrust as a consequence; this was viewed as a valuable safety feature for a trainer aircraft.[11] While viewed as an uncommon instance, in the event of a single-engine flameout the relighting procedure was relatively quick and easy to perform. The rate of acceleration and rate of climb were less than contemporary frontline jet fighters, such as the de Havilland Vampire and Gloster Meteor, but was in excess of many of the previous generation of piston-engined trainer aircraft.[12] The engines shared a common fuel system, but had independent oil systems; for extended range, tip tanks were provided as standard equipment.[13]
The design of the Magister paid close attention to simplicity of operation; as such, a minimum number of procedures were necessary prior to take-off.
The Magister was typically outfitted with avionics such as
The pedals were adjustable and had fairly permissible limits, while the cockpit itself was relatively easy to access, the canopy opening upwards and rearwards while using only a single step due to its low height.[17] In order to account for the poor forward visibility available to the rear seat, usually occupied by the instructor, the front screen was bulged and a binocular periscope was fitted, providing a relatively clear perspective over a relatively wide angle over the top of the front cockpit. The forward cockpit, normally used by the student, provided for excellent external visibility.[14] According to Flight International, the Magister was able to perform various aerobatic manoeuvers "effortlessly", the flight controls were light and relatively well harmonized, and the stick has a firm sense of feel.[12] It had a high level of lateral stability in flight, as well as being fairly directionally stable as well, allowing the aircraft to, when properly trimmed, be flown hands-off for indefinite periods.[18]
Operational history
Israel
The first Fouga arrived in Israel in 1957 and shortly later local license-manufacturing was started by IAI, with the aircraft named the IAI Tzukit. The first Tzukit was completed in 1959 and entered service in 1960.
The Fougas served with the IAF's flight school, where they were used for both basic and advanced jet training. The aircraft also formed the IAF Aerobatic Team. In 1974, the Magisters were replaced by A-4 Skyhawks in the advanced jet training role, keeping their basic training role alone. By the beginning of the 1980s, a plan was devised to upgrade and refurbish the aircraft, extending their service life. The refurbished aircraft featured over 250 modifications, including new engines and a newly designed cockpit. By 1986, the majority of the Fougas had been upgraded to Zukit standard, all have now been replaced by the Beechcraft T-6 Texan II.
In 1964, the flight school organized a fighting squadron, manned by school instructors and IAF reservists, to use the Magister as light attack aircraft in case of hostilities. In the 1967 Six-Day War, 44 Fougas were used by 147 Squadron as a close support aircraft, attacking targets on the Sinai front during the first day of the war, when Israel's more capable combat aircraft were deployed on Operation Focus against Arab air bases.[19] They were then deployed against Jordanian forces, including armour, on the West Bank. Fougas reportedly destroyed over 50 tanks and over 70 other armoured vehicles, helping in holding back Jordanian armour which had been advancing towards Jerusalem. The Magister proved effective in the close support mission, albeit sustaining heavy casualties in the process, with seven aircraft and six pilots recorded as having been lost.[20]
El Salvador
Nine former Israeli and three French Magisters were acquired by the Salvadoran Air Force and used as both trainers and ground attack aircraft in the Salvadoran Civil War using bombs and nose-mounted 7.62mm machine guns. They cooperated with Ouragans and A-37Bs. None is recorded as being lost to enemy fire, but only five were in operational condition by the end of the war.[21]
Finland
In 1958–1959, Finland purchased 18 Magisters from France. At the same time it also obtained a manufacturing license. The Finnish aircraft manufacturer Valmet later built 62 Magisters between 1958 and 1967. Finland assigned a secondary attack role in the event of war, as the number of attack planes was limited by peace agreement with the Soviet Union.
The French built aircraft carried the designations FM-1...-18 and the Finnish built FM-21...-82. The aircraft served as a jet trainer in the
Belgium
The
Brazil
The Força Aérea Brasileira (FAB) used the Magister in their aerobatic display team, the Esquadrilha da Fumaça, from 1968 until 1975. Its aircraft were numbered T-24 in the trainer series of FAB type designations.
Katanga
During the
The aircraft was not used again after 1961.
Morocco
The
Ireland
The
Cambodia
Cambodia's Royal Cambodian Air Force operated four Magisters from 1961. They were used initially only for training purposes, but were later also used as light strike aircraft. Allegedly, Cambodian Magisters were very active in the Khmer Air Force from 1970. The Magisters were combined with four Cessna AT-37Bs of the Air Academy forming a Light Attack Squadron. This unit was active at the time, frequently cooperating also with the three or four A-1Ds that were still operational.[25]
Variants
- CM.160
- A proposed lightweight version of the CM.170R for operation from grass or makeshift runways.[26]
- CM.170 Magister
- three prototypes and 10 pre-production aircraft.
- CM.170M Magister
- two prototypes for the French Aéronavale
- CM.170R
- Initial production version of the Magister.[26]
- CM.170-1 Magister
- first production version with Turbomeca Marboré II engines; 761 were built including 188 in West Germany, 62 in Finland and 50 in Israel.
- CM.170-2 Magister
- uprated Marboré VI engines with 4.7 kN (1,055 lbf) thrust each; 137 built.
- CM.171 Makalu
- enlarged airframe, Turbomeca Gabizo engines with 10.8 kN (2,422 lbf) thrust each, the only prototype lost in an accident on 20 March 1957
- CM.173 Super Magister/ Potez 94
- Marboré Super VI engines with 5.1 kN (1,143 lbf) thrust each and ejection seats; one prototype built.
- CM.175 Zéphyr
- A shipboard trainer for the Aéronavale, with strengthened undercarriage, catapult attachments and arrestor hook; 30 built.
- Potez CM.191
- 4-seat version of the Magister; two prototypes built.[27]
- IAI Tzukit
- or AMIT Fouga – Israeli Air Force version, updated with new cockpit, composite materials
- Fouga 90/90A
- Development based on the CM.170 with Turbomeca Astafan engines with 7.6 kN (1,715 lbf) thrust each, reshaped canopy for better visibility, and upgraded avionics. One prototype built. Proposed version 90A was equipped with a 790 kp Turbomeca Astafan engine; both versions failed to attract orders.
Operators
- Bangladeshi Air Force[30]
- Royal Khmer Aviation (AVRK)
- Air Force of El Salvador[34]
- French Air Force[36]
- French Navy[36]
- Libyan Arab Air Force[41]
- Ugandan Air Force[44]
Specifications (CM.170-1)
Data from Jane's All The World's Aircraft 1965–66[2]
General characteristics
- Crew: 2
- Length: 10.06 m (33 ft 0 in)
- Wingspan: 12.15 m (39 ft 10 in) (over tip tanks)
- Height: 2.80 m (9 ft 2 in)
- Wing area: 17.30 m2 (186.2 sq ft)
- Aspect ratio: 7.42:1
- Airfoil: NACA 64 Series
- Empty weight: 2,150 kg (4,740 lb)
- Gross weight: 2,850 kg (6,283 lb) (without tip tanks)
- Max takeoff weight: 3,200 kg (7,055 lb)
- Fuel capacity: 730 L (190 US gal; 160 imp gal) internal fuel; 980 L (260 US gal; 220 imp gal) with tip tanks
- Powerplant: 2 × Turbomeca Marboré IIA turbojets, 3.9 kN (880 lbf) thrust each
Performance
- Maximum speed: 715 km/h (444 mph, 386 kn) at 30,000 ft (9,100 m)
- Never exceed speed: 860 km/h (530 mph, 460 kn) (Mach 0.82)
- Range: 1,200 km (750 mi, 650 nmi) (with external tanks)
- Endurance: 2 hr 40 min (with external tanks)
- Service ceiling: 11,000 m (36,000 ft)
- Rate of climb: 16.99 m/s (3,345 ft/min) (without tip tanks)
- Takeoff distance to 15 m (50 ft): 930 m (3,050 ft)
Armament
- 2× 7.5 mm or 7.62 mm machine guns, 200 rounds/gun
- Up to 140 kg (310 lb) of weapons on two underwing hardpoints, including 50 kg (110 lb) bombs, unguided rockets (T 10, T 900 or SNEB rockets pod), and Nord Aviation SS.11 anti-tank missiles.
See also
Related development
Aircraft of comparable role, configuration, and era
References
Notes
- OCLC 35599460.
- ^ a b c Taylor 1965, pp. 52–53
- ^ "Aircraft Intelligence." Flight International, 7 October 1955. p. 582.
- ^ "Fouga CM 170." Pletav.free.fr. Retrieved: 18 November 2012.
- ^ a b c Smith 1954, p. 403
- ^ "Military Aircraft of the World." Flight International, 8 July 1960. p. 69.
- ^ Taylor 1961, p. 81
- ^ Smith 1954, p. 401
- ^ Smith 1954, pp. 401–402
- ^ Smith 1954, pp. 401–402, 404
- ^ Smith 1954, pp. 402, 404
- ^ a b Smith 1954, p. 404
- ^ Smith 1954, pp. 405–406
- ^ a b c Smith 1954, pp. 403–404
- ^ Smith 1954, p. 406
- ^ Smith 1954, pp. 401–403
- ^ a b Smith 1954, pp. 402–403
- ^ Smith 1954, p. 405
- ^ Aloni 2001, p. 44
- ^ Aloni 2001, pp. 49–51, 54–55
- ^ Cooper, Tom. "El Salvador: 1980–1992". ACIG.org. Retrieved 30 January 2013.
- ^ Borger, Julian (17 August 2011). "Dag Hammarskjöld: evidence suggests UN chief's plane was shot down". The Guardian. Retrieved 2014-08-02.
- ^ Borger, Julian (4 April 2014). "Dag Hammarskjöld's plane may have been shot down, ambassador warned". The Guardian. Retrieved 2014-08-02.
- ^ Cooper, Tom. "Morocco, Mauritania & West Sahara since 1972". ACIG.org. Retrieved 1 January 2016.
- ^ "Archived copy". Archived from the original on 2017-02-11. Retrieved 2017-01-20.
{{cite web}}
: CS1 maint: archived copy as title (link) - ^ a b Bridgman 1955, pp. 142–143
- ^ "Paris Air Show: Potez-Heinkel CM-191". Flying. Vol. 69, no. 2. p. 49.
- ^ Rawlings 1971, p. 923
- ^ Rawlings 1971, p. 924
- ^ Hatch 1987, p. 41
- ^ Wheeler 1975, p. 292
- ^ Taylor, John W. R. Jane's All The World's Aircraft 1965–66. London:Sampson Low & Marston Company, 1965.
- ^ Hatch 1987, p. 45
- ^ Hatch 1987, p. 51
- ^ Rawlings 1971, p. 927
- ^ a b c Hatch 1987, p. 56
- ^ Hatch 1987, p. 59
- ^ Guatemala's Protracted War—The Role of the Guatemalan Air Force Archived 2017-02-10 at the Wayback Machine. Dr. James S. Corum, Air & Space Power Journal.
- ^ a b Hatch 1987, p. 65
- ^ "The Magister Mystery". Flight. Vol. 79, no. 2719. 20 April 1961. p. 521.
- ^ a b Hatch 1987, p. 68
- ^ Rawlings 1971, p. 933
- ^ Hatch 1987, p. 81
- ^ Rawlings 1971, p. 939
Bibliography
- Aloni, Shlomo (July–August 2001). "Trainers in Combat: Valour and Sacrifice in the Six Day War". ISSN 0143-5450.
- Arys, Marc; van Heerthum, Serge (2007). Fouga Magister: Whistling Turtles in Belgian Skies. Eindhoven, the Netherlands: Flash Aviation. ISBN 978-90-71553-24-0.
- Bridgman, Leonard (1955). Jane's All the World's Aircraft 1955–56. London: Jane's all the World's Aircraft Publishing Co. Ltd.
- Downey, John (1991). "First Generation". ISSN 0143-5450.
- Hatch, Paul (28 November 1987). "World's Air Forces 1987". ISSN 0015-3710.
- Kopenhagen, W., ed. (1987). Das große Flugzeug-Typenbuch (in German). Stuttgart, Germany: Transpress. ISBN 3-344-00162-0.
- Langeard, Jean-Luc (July 1995). "Jean-Luc Langeard et le Fouga Magister" [Jean-Luc and the Fouga Magister]. Le Fana de l'Aviation (in French) (308): 34–238. ISSN 0757-4169.
- Rawlings, John (24 June 1971). "World's Air Forces". Flight International. Vol. 99, no. 3250. pp. 922–941.
- Smith, Maurice A. (2 April 1954). "Fouga C.M.170 In The Air". Flight. Vol. 65, no. 2358. pp. 401–406.
- Taylor, John W. R. (1961). Jane's All the World's Aircraft 1961–62. London: Sampson Low, Marston & Company, Ltd.
- Taylor, John W. R. (1965). Jane's All The World's Aircraft 1965–66. London: Sampson Low & Marston Company, Ltd.
- Wheeler, Barry C. (29 August 1975). "World's Air Forces 1975". Flight International. Vol. 108, no. 3468. pp. 290–314.
Further reading
- Cuny, Jean (1989). Les avions de combat français, 2: Chasse lourde, bombardement, assaut, exploration [French Combat Aircraft 2: Heavy Fighters, Bombers, Attack, Reconnaissance]. Docavia (in French). Vol. 30. Ed. Larivière. OCLC 36836833.