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The increasing numbers of jet aircraft being introduced into service worldwide at the end of the 1940s led to a major re-think of military pilot training. The piston engine trainers in use at the time still provided basic piloting skills, but were no longer adequate to prepare the pilots for the new techniques involved in flying and fighting in jets. Although jet powered trainers were available, they were mainly adaptations of existing jet fighters and were of more use in advanced training or type conversion. To bridge the gap between piston engine primary trainers and high-powered combat jets, a Toulouse based company, Etablissements Fouga et Cie, decided that a jet powered training aircraft was needed. In 1948, they submitted a proposal to the Ministere de l'Air for a twin-engine light jet trainer powered by 331 lb thrust Turbomeca Palas turbojet engines. It was quickly found that the Palas engines would not be powerful enough so the design was changed to accept two engines of much higher thrust. The proposal was accepted and a contract for three prototypes, designated the CM.170 Magister (the CM being derived from the names of the designers, R. Costello and P. Maubassin), was awarded to Fouga in December 1950. The first prototype, also the first jet aircraft in the world to be designed specifically as a trainer, flew on July 23, 1952. Its performance impressed the Armed de l'Air (French Air force) so much that they ordered ten pre-production models in 1953 followed by an initial order for 95 production aircraft in 1954, the first of which flew on January 13, 1955.
The production Magister was of all metal semi-monocoque stressed skin construction and powered by a pair of 882 lb thrust Turbomeca Marbore IIa turbojets. The mid-mounted wings had single-slotted flaps as well as perforated airbrakes that extended above and below the wings and two wingtip fuel tanks were fitted as standard. Reminiscent of the Beech Bonanza, a distinctive "V" tail with a separation angle of 110° combined the functions of both the rudder and the elevators. Short landing gear meant that the aircraft sat very low to the ground with the top of the fully pressurised and air conditioned tandem cockpit slightly below the eye level of an average adult. Ejection seats were not fitted as standard so in an emergency the crew would have to bail out the good old-fashioned way, with a top speed similar to many piston engine fighters this was not considered a major problem. Being a purpose built trainer, easy handling characteristics and safety was a major consideration in the design of the Magister. The flight controls used manual push-pull link rods that gave more feel than a servo system and the speed brakes, landing gear and wheel brakes all had a manual backup. Due to the engine's proximity to the centreline of the aircraft, no discernable yawing problems were encountered in single engine flight. Low landing and stall speeds combined with the somewhat underpowered engines and great structural strength also contributed to the safety of the aircraft in the hands of trainees.
The Magister entered service with the Ecole de l'Air (French Air Force Academy) at Salon de Provence in 1956 where they combined basic and advanced training for jet fighter pilots. It was also used by the French aerobatics team, Patrouille de France, from 1964 until being replaced by the Dassault-Breguet/Dornier Alpha Jet in 1980. In addition, the national aerobatics teams of Belgium, Brazil, Finland, Germany, Ireland and Israel also used the Magister. May 30, 1959 saw the first flight of a naval version of the aircraft, the CM.175 Zéphyr, built for the French Aéronavale. Fitted with an arrestor hook and strengthened undercarriage, two prototypes and 30 production models were built to this standard were used to train naval pilots in aircraft carrier operations. Apart from the Zéphyr, the basic Magister design did not change significantly with the only major upgrade being the 1962 CM.170-2 Super Magister fitted with 1,058 lb thrust Turbomeca Marbore VIc engines. The aircraft was widely exported and as well as the 437 produced for the Armée de l'Air, it also appeared the air force registers of at least 18 other countries. By the time production ended in the early 1970s, total construction amounted to 916 aircraft.
Designed as a trainer, the Magister could also be fitted with two 7.5 mm MAC 52 machine guns in the nose, several combinations of underwing rocket pods or free-fall bombs, and even Nord AS.11 air-to-surface missiles. In many countries it was used as a light attack aircraft including Israel where it saw combat during the Six Day War in June 1967. A large number of Israeli Air Force Magisters were converted for ground attack duties and flew missions against Egyptian and Jordanian armoured forces during which they were credited with the destruction of 50 tanks and over 70 other armoured vehicles for the loss of only seven of their own number. One Magister was even credited with the air-to-air kill of a Mig 21. Attacked by the Mig, the Magister took evasive action by flying through canyons. The Mig followed but was unable to manoeuvre in the confined space and crashed, resulting in the Magister pilot receiving credit for the kill. Probably one of the more memorable uses of the aircraft in combat occurred during the 1962 Congo Crisis. A United Nations expeditionary force was sent to subdue Katanga (a separatist province of the former Belgian Congo) and in reply, three Magisters piloted by mercenaries were sent from Belgium to defend the province. One aircraft developed engine trouble and another crashed leaving a single Magister to provide all of Katanga's air cover. This lone aircraft, piloted by Belgian mercenary Lt. Joseph Deulin, strafed and bombed the UN forces resulting in the surrender of an Irish battalion and one of the few retreats ever by an Indian Ghurkha unit. While the UN withdrew to wait for member nations to provide enough airpower to face the lone Magister, Lt. Deulin destroyed several UN chartered aircraft in strafing runs and for several months, a single Magister held the international community at bay. Eventually it was destroyed in an air strike by Indian Canberra bombers, allowing the UN ground forces to advance and achieve victory. Historical accounts refer to the "feared" and "dreaded" Magister, earning this aircraft a significant place in aviation history.
Initially constructed in France by Etablissements Fouga et Cie, the company had become Air Fouga by 1958 when they were purchased by Potez Aeronautique. Potez was then acquired by Sud-Aviation in 1967 shortly before they merged with Nord Aviation and SEREB in 1970 to form Aérospatiale. This company swapping tended to cause a bit of confusion when trying to give a Magister its correct title as they can appear in various publications as either a "Fouga CM.170 Magister", a "Potez (Fouga) CM.170 Magister", a Sud (Fouga) CM.170 Magister" or an "Aérospatiale (Fouga) CM.170 Magister" depending on when they were made. Most people just tend to refer to the aircraft as a "Fouga Magister" or "that jet with the funny tail". Outside of France, they were built under license in Germany by Flugzeug Union Sud, in Finland by Valmet OY and in Israel by IAI (Israel Aircraft Industries). Even though most Magisters had been retired from active service by the 1990s, with Ireland using theirs until as late as 1999, a number are still in use with smaller air forces. Due to the aircraft's reliability, docile flight characteristics and availability, it is becoming popular with the warbird fraternity worldwide. More and more of them are beginning to appear on the civil registers in several countries including New Zealand. However, even though it is the aircraft's birthplace, only a few are still flying in France because of restrictions on Magisters being registered as a civil aircraft there.
ZK-FGA (c/n 216) was the sole example in New Zealand and was a mid-series build fitted with original Turbomeca Marbore turbojet engines (with hydraulic boost). It first entered service in June 1960 flying for the Armée de l'Air and was rebuilt in 1983 as a light strike aircraft. The aircraft was retired from the 8th Escadre de Chasse (8th fighter squadron) at the Centre de Tir et de Bombardement (centre for gunnery and bombing) in June 1995 with a total of 2380 hours flying time logged. It's last active role was as target illuminator / electronic target. The aircraft was placed in storage prior to being released in 1996 and sold to Fouga Research (Inc) in the United States. It was imported into New Zealand (disassembled) from the United States in February 1998 by the late Dougal Dallison. The aircraft was reassembled by WrightAir at Tauranga, and registered as ZK-FGA on March 17, 1998. In 1999, following the sudden passing of Dougal, ZK-FGA was sold to a warbirds syndicate and was based at Ardmore and painted in the colours and markings of the Patrouille de France. It went on to become a well known and popular performer at many airshows and was one of the aircraft used by the Royal New Zealand Navy for intercept training exercises. In March 2004, the aircraft was tragically destroyed in a crash in the Firth of Thames near the township of Kaiaua.
Text © 2002 Stuart Russell.
Specs.
Power Plant:
Two 3.91kN (880lb st) Turbomeca Marbore IIA turbojets
Wingspan:
12.15m (39ft 10in) over tip tanks
Length:
10.06m (33ft)
Max T-O weight:
3,260kg (7,187lb)
Max level speed:
725km/h (451mph) at 9,000m (30,000ft)
Range:
1,400km (870miles) at 3,100kg (6,834lb) AUW
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