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49-530: This four-ship team first performed for the 60th anniversary of the formation of the Air Corps in 1982 with silver Fouga Magister trainers with a display designed to keep the team as close as possible to the crowd, and incorporated the concept of breaking up and reforming while flying aerobatic manoeuvres. The team performed its first formation loop at the Air Spectacular at Fairyhouse in 1983. Formation aerobatics

98-508: 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 licensed production arrangements in West Germany , Finland and Israel . The first export customer for the Magister was West Germany, who placed an initial order for 62 aircraft directly from Fouga;

147-488: 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. 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

196-503: A final assembly by Fouga in a newly built plant at Toulouse-Blagnac (in 1954 and 1956) within a newly built complex. According to aviation publication Flight International , any export orders that were received were typically given priority over the existing orders which had been issued by the French government; this policy allowed for overseas countries to procure aircraft directly "off the line" with minimal delay between receipt of orders and

245-406: A further 188 aircraft were produced by Flugzeug Union Süd (a consortium of Heinkel and Messerschmitt ) under license. In addition, the Magister was also constructed under license by Finnish company Valmet and by Israeli firm Israel Aircraft Industries (IAI). As a result of these arrangements, a combined total of 286 aircraft were completed under license. From 1960, an improved version of

294-507: A new jet-propelled primary trainer aircraft , initially designated as the CM.130, intended for the French Air Force ( Armée de l'Air , AdA) as a replacement for piston-engined Morane-Saulnier MS.475 aircraft. The AdA reviewed the project and found that the aircraft lacked power from the two Turbomeca Palas turbojet engines selected for the aircraft; in response, Fouga proceeded to enlarge

343-515: A pair of 110 lb bombs . A landing light was installed in the tip of the nose while a retractable taxiing light was installed upon the Messier -built nosewheel. The landing gear was satisfactory for operations from austere grass airstrips. The Magister was typically outfitted with avionics such as very high frequency (VHF) radio systems, Lear radio compass , and intercom; all cockpit electronics conformed to NATO accessibility standards. It

392-551: 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 jet propulsion technology. The initial design

441-411: Is recorded as being lost to enemy fire, but only five were in operational condition by the end of the war. 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

490-796: The Fouga Magister from Irish Air Corps service. In 2022 the Silver Swallows returned operating 4 Pilatus PC-9Ms from Air Corps College , Flying Training School. The pilots are selected from the instructional staff; and are currently the Officer Commanding FTS, the Chief Flying Instructor, the Chief Ground Instructor and the Chief Simulator Instructor. Their first public experience was on 10 July 2022 for

539-789: The French Navy . 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,

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588-522: 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

637-690: The National Day of Commemoration in Collins barracks (Dublin) performing a flypast on the last notes of the Irish National Anthem . The first full display was the 2022 Royal International Air Tattoo at RAF Fairford - performing a half-hour four-ship display, also performing at the Bray International Air Display later that month. Fouga Magister Potez , merged with Sud-Aviation , merged with The Fouga CM.170 Magister

686-538: 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. 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

735-471: The postwar years, Fouga continued to pursue its own designs. During 1948, development commenced on a new primary trainer aircraft design that harnessed newly developed jet propulsion technology. The initial design, subsequently named the CM.170 Magister , was evaluated by the French Air Force ( Armée de l'Air , AdA) and, in response to its determination that the aircraft lacked sufficient power for its requirements,

784-486: 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. Data from Jane's All The World's Aircraft 1965–66 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Fouga Fouga (also known as Air Fouga )

833-521: The Fougas had been upgraded to Zukit standard. They all have now been replaced by the Beechcraft T-6 Texan II . In 1964, the flight school organized a fighting squadron, staffed 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

882-660: The Light Strike Squadron, but would also be used in the advanced training role. Four of the Magisters equipped the Air Corps display team, the Silver Swallows . 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

931-472: The Magister developed and produced for the French Navy . On the back of the Magister's commercial success, the company established a new plant at Toulouse during 1953 specifically to handle its manufacture. During May 1958, Fouga, along with all of its assets, were purchased by the rival aircraft manufacturer Potez ; during late 1961, the Fouga name was formally dropped altogether. The remains of Potez and Fouga

980-543: 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. During the Congo Crisis , the pro-secessionist Katangese Air Force purchased nine newly built Magisters, set aside from a Belgian order. Only three were delivered to Katanga, in February 1961. One of these was used against United Nations peacekeepers in

1029-574: 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. During 1948, aircraft designers Pierre Mauboussin, Robert Castello, and Jacques Henrat at French aircraft manufacturer Fouga embarked upon the design of

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1078-538: 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. The Fouga CM.170 Magister

1127-598: The September 1961 Siege of Jadotville , flown by a Belgian pilot and armed with two machine guns and two locally made light bombs. It destroyed two DC-4s and a DC-3 on the ground and made numerous attacks on ground targets. It is alleged that a Magister may have been involved in the crash of a DC-6 that was carrying Dag Hammarskjöld , the UN Secretary General and 15 others to Ndola Airport in Zambia . The aircraft

1176-589: The aircraft to, when properly trimmed , be flown hands-off for indefinite periods. 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

1225-478: The basic design, which was equipped with the more powerful Turbomeca Marboré engine and retaining the distinctive butterfly tail of the Fouga CM.8 glider, which had been used by Fouga for jet engine research. 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

1274-447: The centre line, produced very little asymmetric thrust as a consequence; this was viewed as a valuable safety feature for a trainer aircraft. 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

1323-482: The close support mission, albeit sustaining heavy casualties in the process, with seven aircraft and six pilots recorded as having been lost. 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

1372-404: 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. 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

1421-556: The corresponding deliveries. The Aéronavale (French naval air arm) decided to adopt a carrier-capable derivative of the Magister, the CM.175 Zéphyr , which served as a basic trainer for deck-landing training and carrier operations. These were preceded by two "proof of concept" prototypes, designated the CM.170M Magister , which performed their first flights in 1956 and 1957 respectively. By 1960, in excess of 350 Magisters had entered in service with various operators; according to Flight International, production within France had attained

1470-428: The engines and onboard equipment for servicing was above average; it was possible for both of the type's Marboré engines to be swapped out within 45 minutes. Provision was made for the installation of a pair of 7.5 mm guns upon the aircraft's nose, which included a 200-round ammunition box for each gun and the ability to collect both links and cases. Underwing hard points could be used to hold up to four rockets or

1519-418: The firm's experiences with sailplanes . Many of its features, such as its slender tapering wings , reflecting the company's sailplane heritage. During May 1958, Fouga was acquired by rival French aircraft manufacturer Potez ; the company's former facilities at Toulouse continue to produce aircraft as a part of the multinational Airbus Group . During 1920, the company was established by Gaston Fouga ; from

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1568-402: The left, while underneath these are the flap indicator, flap switch and emergency selectors, along with the two throttles and fuel cocks; the right forward bench carries the radio panel, and to the extreme right of that are the armament controls. The cockpit was pressurized as well as being provisioned with a fresh air system. The pedals were adjustable and had fairly permissible limits, while

1617-504: The onset, it was based at the town of Béziers in the Occitanie region of Southern France . Initially, Fouga's operations centred around railway rolling stock. During 1936, Fouga commenced aircraft manufacture using designs purchased from the aeronautical engineer Pierre Mauboussin , whom the firm also recruited, along with technical advice gathered from engineers working for rival French aircraft company Breguet Aviation . Mauboussin

1666-587: The six aging De Havilland Vampire T.55s of No.1 Fighter Squadron. Four of the Magisters were secondhand from the Austrian Air Force and the two remaining aircraft were originally intended for the Katangese Air Force, but were seized while being shipped during the Congo Crisis and never made it to Katanga. All aircraft were refurbished to "as-new" condition before entering Air Corps service. The six aircraft were primarily used for Light Strike and made up

1715-748: The team visited a number of airshows in the UK and Belgium to commemorate the Irish Air Corps ' 75th anniversary. They appeared at the Royal International Air Tattoo at RAF Fairford in Gloucestershire , in 1997, where the team was awarded the prestigious Lockheed Martin Cannestra Trophy for the Best Display by an Overseas Performer. In 1998 the team was disbanded owing to the retirement of

1764-459: The top of the front cockpit. The forward cockpit, normally used by the student, provided for excellent external visibility. 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. It had a high level of lateral stability in flight, as well as being fairly directionally stable as well, allowing

1813-549: The years within and surrounding the Second World War . The CM.10 was an assault glider capable of carrying 35 troops that was specifically designed for the French Army . Flight trials with the CM.10 prototypes were of mixed results, the first prototype crashing on 5 May 1948 whilst being flown by CEV Brétigny . A production order for 100 was placed with Fouga, but was cancelled after only 5 gliders had been completed. During

1862-530: Was Kukkopilli ( Ocarina ) because of the unique sound of the Turbomeca Marboré turbojet. The Belgian Air Force operated 50 Magisters as primary trainers. The aerobatic team The Red Devils also used them as display aircraft. A small number of Magisters remained in use until September 2007, as flight maintenance aircraft for senior officers. The Belgian Air Force was the last country that used Magisters for full duty. The Força Aérea Brasileira (FAB) used

1911-423: Was a French manufacturing company established by Gaston Fouga at Béziers during 1920. Originally specialising in the repair of railway rolling stock , the firm eventually became most noted for the aircraft it produced from its woodworking facilities at Aire-sur-l'Adour . The most successful product to be created by Fouga was the CM.170 Magister , a postwar jet-powered military trainer aircraft derived from

1960-530: Was continued in 1985 and 1986. The Silver Swallows were named during the Air Spectacular held at Baldonnel in August 1987. This same event saw the team again use a fourth Magister. The team made few appearances outside their own country during its existence, their first overseas display being carried out at the RAF Brawdy Open Day on 26 July 1990. Their next overseas displays didn't take place until 1997, when

2009-493: Was developed to perform both basic and intermediate training activities. 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 . It featured a distinctive butterfly tail configuration;

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2058-420: Was enlarged and adopted a pair of Turbomeca Marboré turbojet engines. First flying on 23 July 1952, the first production order for the type was received on 13 January 1954. Numerous export orders for the Magister were received, which included arrangements to produce the type under license in West Germany , Finland and Israel . In addition, the related CM.175 Zéphyr was a carrier-capable derivative of

2107-441: Was evaluated by the French Air Force ( Armée de l'Air , AdA) and, in response to its determination that the aircraft lacked sufficient power for its requirements, was enlarged and adopted a pair of Turbomeca Marboré turbojet engines. First flying on 23 July 1952, the first production order for the type was received on 13 January 1954. In addition, the related CM.175 Zéphyr was a carrier-capable version developed and produced for

2156-519: Was followed by an initial production order for 95 aircraft on 13 January 1954. 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. The production of the Magister parts were split between Morane-Saulnier ( Ossun ), Fouga ( Aire-sur-l'Adour ) and Latécoère ( Toulouse ) with

2205-402: Was in excess of many of the previous generation of piston-engined trainer aircraft. The engines shared a common fuel system, but had independent oil systems; for extended range, tip tanks were provided as standard equipment. 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. Accessibility to both

2254-512: Was joined by Robert Castello , formerly of the Dewoitine aviation company; both Mauboussin and Castello played a leading role in the firm, to the extent that many early of Fouga's designs have often been referred to as "Castel-Mauboussin". Even its later aircraft typically bore "CM" as part of their designations. Fouga developed multiple aircraft designs specifically for the French Military in

2303-567: 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 Finnish Air Force between 1958 and 1988 until superseded by BAe Hawks . A total of 21 Magisters were destroyed in accidents, six with fatal outcome. The usual Finnish Air Force nickname for the aircraft

2352-410: Was not provided with ejector seats in standard, but the fitting of various units was considered to be available upon request. The assorted levers, switches and dials that comprised the cockpit displays were typically easily observable, while ample room was provided for pilot comfort and space to accommodate a parachute . The standard blind panel is ahead of each pilot, and engine instruments are set to

2401-426: Was not used again after 1961. The Moroccan Air Force purchased 25 Magisters from France between 1956 and 1970 for training, some of which were employed in the Western Sahara War against Polisario forces. The loss of several in action led to the Magister's retirement from combat duties in the 1980s replaced by Alpha Jets. The Irish Air Corps operated six Magisters from 1975 to 1999. They were bought to replace

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