Jimmy Franklin first conceived it, built it, and then flew it. He first debuted the Jet Waco in 1999, and quickly made it one of the air show world’s most popular acts of all time.
The Franklin 1937 UPF-7 Waco bi¬plane that has a conventional radial engine and a 2200-lb-thrust jet unit from a Cessna Citation bolted between the main gear. Warm the Pratt & Whitney R-985 piston engine up well, test the smoke system a few times for good crowd effect, pretend to take off in the normal fashion by pointing the nose into wind up the runway, then give it the gas: full noise but across the runway and straight up. Jimmy Franklin put his Waco into a routine of loops and rolls, with son Kyle Franklin as wing walker, in pure jaw dropping entertainment. With over 4,500 lbs of thrust and 2,000 horsepower, Jimmy performed stunts that no one has ever attempted in this type of aeroplane.
The C.M.171 was a test aircraft for a projected twin Gabizo-powered, swept-wing, butterfly-tailed trainer called the C.M.195. The Gabizo was a 1100 kg thrust turbojet, intented to power the Armée de l’air light/transonic interceptor of 1955. The C.M.170 butterfly tail for the twin engined C.M.195 was to be tested on the twin engined CM.171.
On 11 May 1956, L.Bourriau, with P.Caneil, first flew the CM.171.
After an absence of more than three months, J.Grangette returned from the United States, where he denstrated CM170 # 15. On February 8, 1957, with J.Grangette P.Caneil, after climb at 38 m/s to 53,000 ft (1500) there was a sudden decompression. By cutting an engine and accepting painful and dangerous vibrations, the descent was made.
Flights continued and engine parameters, including speeds were transmitted by radio to the testing station flight Fuga where Yves Laborde monitored the trials.
In December 1956, after the test flights, the Makalu was given to the CGTM Marignane (General Turbo-Machine) which is a flight test center created by Hispanics Suiza and Turbomeca. The engine test flight program was flown by C.Bouton, pilot, and J.de St. Thibault, flight engineer. On 20 March 1957, the Makalu took off into the hills of l’Estaque. Soon, contact is lost with the crew. The aircraft has crashed on the first foothills that separate the land from the sea killing the crew. Causes of the accident is not known.
Engine: 2 x Turbomeca Gabizo, 1100 kg thrust Mass: 4000 kg
Designed by R. Castallo and P. Maubassin to a specification from the French Air Force for a two-seat, pure jet fighter trainer, Fouga presented a proposal for a tandem two seat trainer to the French Air Ministry, the CM.130R which was powered by two 353 lbst (160kgst) Palas engines. The design was refined and a contract for three of the resulting twin Marbore II powered CM.170R aircraft was placed with Fouga in December 1950. The Morane Saulnier company were working along similar lines at this time, and their drawing boards sired the MS.755 Fleuret. Both companies had schemed aircraft which shared essentially similar configurational layouts.
The CM.170 Magister featured tandem seating, a mid mounted wing and two Marbore II turbojets mounted either side of the fuselage in nacelles faired into the wing fuselage joint. The only unusual feature of the CM.170 was a butterfly tail, whereby fin and tailplane are replaced by two surfaces mounted at 45 degrees to the horizontal, the control surfaces of which moved the same way to act as rudders and moved in opposition to act as elevators. The Magister is all-metal. The mid-mounted wings have single-slotted flaps and airbrakes. The butterfly-type tail has surfaces separated by 110 degrees. Fuel is housed in two fuselage tanks of 255-litre and 475-litre capacity, with wingtip tanks each holding 125 litres. The tandem cockpits are pressurised and air-conditioned, with individually regulated oxygen supplies. Ejection seats are not fitted. VHF, blind flying equipment and radio compass are standard in the trainer, while UHF, Tacan and IFF may be fitted to armed Magisters. Armament combinations include two 7.5mm or 7.62mm machine-guns mounted in the nose, with 200 rounds of ammunition per gun. A gyro gunsight is fitted in both cockpits, the rear one having periscopic sighting. Underwing ordnance loads include two Matra Type 181 pods each with eighteen 37mm rockets, two launchers each mounting seven 68mm rockets, four 25kg air-to-ground rockets, eight 88mm rockets, two 50kg bombs, or two Nord AS.11 air-to-surface guided missiles.
The first of three CM.170 prototypes flew on July 23, 1952, at Mont-de-Marsan (piloted by Leon Bourriau), while the MS.755 took to the air for the first time some six months later on January 24, 1953. Two CM.170 prototypes were built; the first with the butterfly tail and second with a conventional tail. Despite the crash of the prototype, the butterfly tail was used for the production series.
After evaluating the merits of both aircraft, the French Air Force expressed a preference for tandem seating, and in 1953 placed an initial order for ten pre production and 95 production CM.170R Magister aircraft. First pre production aircraft (batch of 10) flew on July 7, 1954. First production aircraft flew on February 29, 1956.
The CM.170, MS.755 and MS.760 used only fuselage fuel tanks. The navalized version of the C.M.170M has the addition of a tail hook, the two canopies jettisonable in one piece, the oleos longer and some items of equipment different.
The French Navy, also looking for a training aircraft, turned to Fouga for an aircraft for operations on aircraft carriers and the marine environment and Fouga worked on several changes to their CM170R.
CM 170 M Zephyr
The Naval version, the CM-175 is distinguished by some changes. The canopy sliding backwards replacing the old, clamshell-type allowing flight and landings open. The new rear seat telescope is angled Z to allow the sliding of the front canopy. A tailhook is mounted under the rear fuselage. It retracts into the keel. A new long-stroke shock absorber increased the height of the landing gear 15 centimetres and absorb the shock of landing and catapult launches. Wing tip tanks are removable (but not releasable in flight). Their capacity is 122 lt instead of 230 lt equipping Air Force Magisters.
The CM 175 is equipped with a G- II Marboré 3 which differs very little from the F-3 of the first series of Magister. Ties back journals are more flexible on the G-3. Turbomeca Marbore II equipped the Fouga CM175 Zephyr throughout his career.
The prototype No. 1 CM 170 M Esquif, who would become the CM 175 Zephyr, was first flown on 31 July 1956, by Jacques Grangette. In addition to the two prototypes of the CM-170M Esquif, 28 aircraft were ordered and delivered from 1960. They were renamed Zephyr.
CM 170 M Zephyr
Total CM.170 and CM.175 production amounted to 916 Marbore II powered Magisters, including licence production carried out in Finland by Valmet OY (62), Israel by Israel Aircraft Industries (36) and West Germany by Flugzeug Union Sud (188). Israeli aircraft upgraded at Bedek to AMIT Tzukit status.
In the 1960s, the Finnish Air Force had MIG-21 rockets in stock which had a limited lifetime. To use this stock for training purposes the idea of rocket launchers for Fouga Magister jet trainers was born. A contract to design the launchers as a private venture was issued, and with Aulis Eerola 4-tube units covered with fiberglass skin were built. In test firings the launchers proved to be accurate but had an unfortunate end. On one of the test flights the pilot accidentally pressed the emergency release button and the units were lost deep in a bog and were never found.
The CM.170 2 Super Magister was an upgraded and refined CM. 170. The Magister is a sophisticated aircraft, with pressurised tandem cockpits and power controls (aileron boost), although in its standard form, it does not have ejection seats. To meet the latter requirement, particularly for Indian interest at one stage, a new version was produced designated the CM 173 Super Magister. Military Users: Algeria, Austria, Bangladesh, Belgium (50), Brazil, Cambodia, Congo, Eire, Finland, France, Lebanon, Morocco, West Germany, Israel, Rwanda, Salvador, Senegal, Togo.
The first aircraft built in Israel was a Fouga Magister completed from French Components by Bedek Aircraft in mid-1960.
First aircraft built in Israel
The Aerospatiale Fouga 90 was a modernised descendent of the CM 170 with a deeper mid-¬fuselage incorporating a raised cockpit for the instructor, and fitted with a pair of Turbomeca Astafan IIG turbofans. The prototype F-¬WZJB flew for the first time on August 20, 1978. A much updated and redesigned CM.170 with a view to re opening production, or establishing a conversion for the many existing CM.170 operators. The Fouga 90 featured the wing and empennage of the Magister, but coupled Turbomeca Astafan IIG engines with an all new fuselage incorporating a stepped tandem seating arrangement, including built in provision for ejector seats, and new avionics. Only one built, no further development was undertaken beyond the first aircraft.
An evolution of the CM170, the Super Magister was an improved model with two 480kg Marbore VI engines. The first flight was June 8, 1964. A single copy was built which was then be renamed Potez 94.
Potez (94) CM173 – Super Magister
Equipped with 2 Marboré VI, the Potez 94 was pressurized and had ejection seats.
In addition to French-manufactured Magisters offered for export, the trainer was manufactured under licence in West Germany by Flugzeug-Union-Sud for Luftwaffe training schools. With the transfer of most German flying training to the United States by the end of the 1960s, the Magister was phased out of service. Valmet OY in Finland built 62 Magisters under licence (in addition to 18 purchased from France) and Israel Aircraft Industries also acquired manufacturing rights for the type, building many for light-tactical use as well as training. Total production reached 929 including 194 in Germany, 62 in Finland and 36 in Israel.
About 310 Magisters of the 437 originally procured remained in service with the Armee de I’Air until the mid-1980s. A 150-hour basic flying training course was provided for commissioned pupils at the Ecole de I’Air at Salon-de-Provence, and similar instruction was provided for other ranks at Groupement Ecole 315, Cognac. Magisters also served with Groupement Ecole 313 to provide instructor training for the Armee de I’Air and basic flying training for overseas students. The Force Aerienne Belge’s Magisters at the Ecole de Pilotage Avance, Brustem, were replaced by Dassault-Breguet/Dornier Alpha Jets in 1979. Finland’s Magisters at the Central Flying School, Kauhava, were in the early 1980s replaced in service by the first of 50 British Aerospace Hawk trainers. Israel operated the Magister as a light attack aircraft and trainers, during the Six-Day War of June 1967, flying ground attack sorties on both the Egyptian and Jordanian fronts. The Irish Army Air Corps also operated six Super Magisters in the dual light attack/training role, based at Baldonnel near Dublin.
Variants: CM.170 – 1950 Fouga Magister trainer designed with Ing Szydlowski from Turbomeca CM.170: Magister, 3 prototypes (1952), 10 pre-production a/c (1955) aka CM.170R (‘R’ for Réaction = Jet-propelled) NB: CM.170 No 2 first fitted with cruciform tail, then the ‘V’ type CM.170-1: Magister, 1955, 1st production vers., 2 x Marboré IIA, 761 built CM.170M Magister – 1956, CM-170 Marin, 2 x Aéronavale PoC a/c, led to Zéphyr CM.170M aka as CM.170 Esquif (‘Wherry’) CM.170-2 Magister – 1960, 2nd production vers., 2 x Marboré IV, 137 built
CM.171 – 1956 Makalu, CM.170 n°15 conv. to take 2 x Turbomeca Gabizo turbojets CM.171: consid. engine testbed a/c for CM.195 project
CM.173 – 1966 Super Magister, 2 x 480 kg Marobé VI (Marboré Super VI), 1 prototype CM.173: aka Potez 94, higher-power CM.170 deriv. for South African market
CM.175 Zéphyr – Aéronavale shipboard trainer deriv. from CM.170M Flight 20 June 1958 refers to Zéphyr as the “CM.175 Esquif” (sic)
Potez-Heinkel C.M.192 cockpit
Potez-Heinkel C.M.192
CM.170 Magister I Engines: 2 x Turbomeca Marbore IIA, 400 kg / 880 lb thrust. Wing span: 39 ft 9 in ft (12.1 m) Overall length: 33 ft (10 m) Height: 9 ft 2 in ( 2.8 m) Wing area: 186.1 sq.ft (17.3 sq.m). Wing aspect ratio: 7.42. Empty wt: 4740 lb (2151 kg). Normal T/O wt: 6280 lb (2851 kg). MTOW: 7055 lb (3202 kg). Internal fuel cap: 160 Imp.Gal. (727 lt). External fuel cap: 55 Imp.Gal. (250 lt). Wing loading: 33.7 lb/sq.ft (164 kg/sq.m). Pwr loading: 3.6 lb/lbst (3.6 kg/kgst). Max speed: 432 mph (695 kph). Initial ROC: 3350 fpm (17 m/sec). TO dist 50 ft: 2600 ft (793 m). Range: 575 sm (925 km). Operating ceiling: 33,000 ft. Service ceiling: 11000 m / 36100 ft Seats: 2
Magister II Engines: 2 x Turbomeca Marbore VI, 1150 lb thrust.
Fouga 90 Engine: 2 x Turbomeca Astafan IIG turbofan, 1,520 lb Wing span: 39ft 6 in (12.04 m) Max speed: 398 mph (640 km/h)
Primarily a flying test aircraft, proposed uses were numerous and made it a real aircraft laboratory. It was a two-seater with 2 Pimene 110 kgf turbojets, which could fly up to 285 km / h with a service ceiling of 7000 meters.
Gemini, as Cyclops and Sylph which it is derived, is of mixed construction, wood and metal.
The fuselage has two hulls oval section connected by the central plane. Each body is identical to the Sylphe in its design and its dimensions. Gemini is dual – control, the control station located in the fuselage on the left.
The tail is two juxtaposed butterflies, forming a W, the V 2 not connected (the fuselages interconnected by a fixed horizontal plane).
The Gemini Mark I, F- WEPJ, CM 88 R made its first flight on March 6, 1951, at the hands of Leo Bourriau. The first prototype was named “Castor and Pollux”.
The Mark V version with a Turbomeca Aspin II of 360 pounds thrust, made its first flight, piloted by Léon Bourriau, on June 21, 1952.
Fouga CM88R – Gemini Mark V
CM.88R Gémeaux I: Mar 1951, 2 x 100 kg Piméné turbojets, aka CM.88.R I CM.88R Gémeaux II: June 1951, 2 x 300 kg Marboré I, aka CM.88.R II CM.88R Gémeaux III: Aug 1951, 2 x 380 kg Marboré I, aka CM.88.R III NB: CM.88.RIII/Gémeaux III was re-engined CM.88.R II/Gémeaux II CM.88R Gémeaux III: Jan 1952, 2 x 400 kg Marboré I, aka CM.88.R III CM.88.RIII/Gémeaux III re-engined with 400 kg Marboré II, Jan 1952 CM.88R Gémeaux IV: Nov 1951, 2 x 200 kg Turbomeca Aspin I, aka CM.88.R IV NB: CM.88.RIV/Gémeaux IV was Gémeaux I re-engined with ducted turbojet CM.88R Gémeaux IV: June 1952, 2 x 360 kg Turbomeca Aspin II, aka CM.88.R V NB: CM.88.RV/Gémeaux 5 was CM.88.RIV/Gémeaux IV re-engined with Aspin II
Engines: 2 x Turbomeca Piméné Takeoff thrust: 100 Kg to 35000 rpm Max thrust. Continue: 90 kg 34300 rpm Wingspan: 10.76 m Length: 6.66 m Height: 1.93 m Empty weight: 750 kg Weight equipped: 585 kg Engine weight: 150 kg Fuel wight: 180 kg Equipment: 166 kg Total weight: 1096 kg Fuel: Kerosene Fuel capacity: 3 x 40 lt (wings), 2 x 50 lt (fuselage) Oil capacity fuselage: 2 x 2 lt Max speed SL: 285 km / h Cruise speed (3000 m): 220 km / h ROC: 3,5 m / s Ceiling: 7,000m Endurance: 1h 30 mi
The Fouga Midget racing aircraft resulted from the adaptation to a competition Fouga Cyclops II. Eight aircraft were ordered in late 1951 by the Racing Airports Company Colonel Dhome. Production started in November 1951 and only seven months later, May 30, 1952, the first flying in the hands of Leon Bourrieau at Aire sur Adour. The other seven were completed in the five or six weeks that followed.
The Midgets were to participate in air races for Colonel Dhome.
The Fouga CM -8 R.8.3 cantilever NACA wing is relatively thin. It is single spar skin, the box edge housing fuel tanks. The fins are slotted, and the wing is equipped with shutters brakes. Wing tip have two retractable legs.
It fuselage is of shell structure with an oval section. The Turbomeca Palas is attached at three points above the fuselage. The fuel used is Regular Gasoline contained in two 64 liters tanks. Oil is contained in an annular three liter tank, located in front of the engine. Ignition is provided by a six volt battery and two coils. The starting is effected by means of compressed air.
The unsercarriage is a monotrace fixed type. The main wheel, 420 x 150, is equipped with disc brakes. The nose wheel, 220 x 60, is controlled by the steering. Both wheels have hydraulic shock absorbers.
The Midget meets the conditions imposed by the ISP to take part in international competitions class light aircraft less than 500 kg and record attempts in the category. With an equipped weight of 350 kg, the loaded weight is 900 kg. The fuel counted for 74 kg yet the Palas consumes 180-200 kg per hour.
Eight examples were built.
Engine: 1 x Turboméca Palas, 160 kgp Wingspan: 7.07 m Aspect ratio: 6 Length: 6.70 m Height: 1.85 m Wing area: 11 m² Empty weight: 350 kg Weight total: 500 kg Maximum speed: 400 km / h ROC: 10 m / sec
The CM.8 was a 1942 Castel-Mauboussin project 1-seat wooden gull-wing acrobatic glider, 13.5 m span The CM.8 Acro was a scaled-down, single-seat development of CM.7 Adour, leading to CM-8/13.
Turbomeca designed and built after the end of World War Two the Pimene turbojet which was rated at 242 lbst (110kgst). This design was successfully flown on July 14, 1949 in a Fouga Cyclone powered glider. The experience so gained enabled Turbomeca to put into production a family of small gas turbine engines which included the Palas of 160kgst (353 lbst), the Marbore of 300kgst (660 lbst) and the Marbore II of 400kgst (880 lbst).
Experience with CM.8-R.9 Cyclipe and with the Gemeaux led to development of the CM.170R Magister jet trainer, first flown 23 July 1952 and subsequently built in quantity for French Air Force and overseas customers.
The C.M. 8R-13 Cyclone is a jet-powered version of C.M. 8-13 Sailplane. The C.M. 8R-13 had been intended to serve as a test-bed for the Turboméca Piméné light axial-flow turbo-jet engine which has a maximum static thrust of 100 kg. (220 lb.). On July. 14, 1949, Fouga chief test pilot Léon Bourriau flew the first flight of the Fouga CM8 R13, which was named Cyclone.
Fouga CM8 R13 – Cyclone [Sylphe I]
Only 2 CM8 R13 Cyclone (Sylphe I) were built. They appeared on the French civil register as : F-WFOI [later F-BFOI] and F-WFOJ [later F-BFOJ]. The Turbomeca turbojet, which weighs 64 Kg (141 lb) fully equiped, was mounted above the fuselage just after the pilot’s cockpit. Tha aircraft has the “butter-fly” tail fitted to the CM8-15 sailplane.
Fouga Cyclone N°1 (Sylphe I), F-WFOI
Fouga demonstrated the CM 8 R 13 Sylph I in France and then in Miami in January 1950, flown by Fred Nicole.
In May 1950, the piston engines manufacturer, Wright, sent a letter to Aire sur Adour requesting that the CM 8 R 13 name be changed from “Cyclone”, which was assigned to one of their world famous engines. M Mauboussin accepted and give “Sylph” in CM8 R 13.
A number of changes were implemented summers, especially the integrated front runner on No. 1 was instead attached to the front runner, and in the case of No. 2, the engine cowling was evolved.
The wings were mid-wing cantilever monoplane. NACA 230 wing section. Aspect ratio 13. Single-spare all-wood stressed-skin structure. Metal framed, fabric-covered slotted flaps and slotted ailerons. Retractable air-brakes in upper and lower wing surfaces.
An oval wood monocoque fuselage structure. The tail unit was a “butterfly type”. Fixed surfaces all-wood, movable surfaces all-metal. Area fixed surface 1,35 m² (14.52 sq. ft.), Area movable surfaces 1,09 m² (11.73 sq. ft.). Landing gear was a fixed single-track type.
The CM8 R9,8 Cyclope I is a single-seat training and aerobatic version of the Sylphe, from which it differs by having wings of reduced span and area, a single track landing gear with twin main wheel (later replaced by a single one) and retractable wing-tip skids. The turbojet engine remain a Turbomeca Pimene. Fouga CM8 R 9.8 Cyclope was flown by Leon Bourriau 31 August 1950.
Fouga CM8 R9,8 – Cyclope I
Five month later, on 3 January 1951, The Cyclope successfuly flown with a Turbomeca Palas (160 Kp version).
The CM8 R13 – Sylphe II can be considered an evolution of the Cyclone [Sylph I] prototype [F-WFOI / F-BFOI] which has been specially modified. The little dolly always present (the nose wheel not making its appearance with the Sylph III), the cockpit with a canopy with closed side, and Pimen having a much lower position make it a very different.
The Sylph III is a direct result of an evolution of cylcone [Sylph] Sylph in II. It is, like its predecessors, a single-seater glider with auxiliary engine. The first flew on January 2, 1952.
Fouga CM8 R13 – Sylphe III
The Sylph III led to the deletion of the small wheel, a single wheel nose.
The most significant change for performance was the Turbomeca Pimene, which is more powerful than previous versions installed on the Sylph or cyclone version as delivering more than 100 kgf.
The wing is NACA 23014 to the root, at the end 23012. A mid-wing cantilever monoplane, monolongeron-skin, entirely from wood. The fins are slotted alloy and stretched canvas, and flaps trailing edge slot, alloy and stretched canvas. The V-tail is fixed plan wood, coated with plywood. Moving parts are light-alloy coated sheet. The undercarriage is a monotrack fixed type, with steerable front wheel, combined with auxiliary rudder and rear skid.
Variants: CM.8 — 1949 single-seat sailplane, aka Fouga CM.8, aka CM-8/13 CM.8 Acro: [Project] 1942 CM.8/13: 13m span prototype with conventional empennage, 1 built CM.8/15: 15m span prototype with a V-tail, 1 built
CM.8R: Turbomeca Piméné-powered vers., 13m span with V-tail, aka CM.8R13 CM.8R13: 1949 Sylph I, aka Cyclone (renamed at insistance of Wright) Cyclone/Sylph I: July 1949, 2 built, F-WFOI and F-WFOJ [F-BFOJ] CM.8R13: 1950 Sylph II, changes to Piméné jet and canopy, 1 built CM.8R13: 1952 Sylph III, 100+ kg Piméné, revised canopy and u/c Sylph III, 4 built F-BFDH, F-BFDI, F-BFDJ, and F-BFDK CM-08R9.8 Cyclope I: 1951 short-span Sylph, 1 x 110 kg Piméné, 1 built CM-08R9.8 Cyclope II: 1951 short-span Sylph, 1 x 160 kg Palas, 1 built CM.8/13 Sylphe démotorisé: CM-8R/13 with motorization option removed
Fouga CM8 R13 – Cyclone [Sylphe I] Engine: One Turbomeca Pimene turbojet: 100 kg / 220 lb. St Span: 13,00 m (42 ft.7,5 in). Gross wing area: 13 m² (140 sq. ft.) Length: 6,70 m (21 ft.11 in.) Height: 1,85 m (6 ft.1 in.) Weight empty 435 Kg (958lb.) Pilot weight: 88 Kg / 194 lb Fuel and oil: 110 Kg (242 lb.) Weight loaded: 633 Kg (1394 lb.) Max speed at sea level: 240 Km/h (149 mph) Max speed at 3500 m: 250 Km/h (155 mph) Max Speed with AB: 150 Km/h / 93 mph Max. speed at sea level: 149 mph. Max. speed at 11,500 ft: 155 mph. Initial rate of climb: 790 ft./min. Climb to 1200 ft: 1 min. 45 sec. Climb to 11,500 ft: 18 min. Climb to ceiling: 1 hr. Service ceiling: 27,225 ft. Max. range at 13,000 ft: 186 miles Take-off run to 66 ft: 460 yards
Fouga CM8 R9,8 – Cyclope I Engine: One Turbomeca Pimene turbojet: 100 kg / 220 lb. St Span: 8,76 m (28 ft.9 in.) Length: 6,66 m (21 ft.10 in.) Wing area: 9,80 m² Weight empty: 394 kg (867 lb.) Fuel and oil: 77 kg (170 lb.) Weight loaded: 554 kg (1,220 lb.) Wing loading: 56,5 Kg/m² (11.58 lb./sq.ft) Max speed at sea level): 280 km/h / 174 mph Max speed at 13120 ft: 300 km/h / 186 mph Initial rate of climb: 288 m/min / 945 ft/min Climb to 1180 ft: 1 min 30 sec Service ceiling: 8 500m / 27,880 ft Take-off distance (66 ft): 460 m / 503 yards Range at 13120 ft: 280 km / 150 miles
Fouga CM8 R13 – Sylphe III Engine: Turbomeca Pimene Wingspan: 13,00 m Length: 6.70 m Height: 1.85 m Wing area: 13,00 m² Empty weight: 435 kg MAUW: 633 kg Max cruise speed: 300 km / h Cruise speed: 100-150 km / h Fuel: Kerosene Fuel capacity: 2 x 40 lt in wing, one 50 lt central fuselage tank
The Castel-Mauboussin CM.10 transport glider was built for French military forces, also the CM.100 powered version with two Renault engines. In the latter CM-101R Renault engines were augmented by two Turbomeca Pimene turbojets.
CM.10 — 1947 wooden assault glider, 35 troops, 26.96 m span, 2 prototypes CM.10: Fouga-built glider prototypes evaluated by Armée de terre, 1947 Prod. order for 25 (SNCAN-built) cancelled after crash of CM.10 n° 1 CM.100: 1949 powered vers., 2 x Snecma 12S (As 411), 1 built (F-WFAV) NB: study begun Nov 1944 for Armée but civil vers. envisioned by SGAC CM.101R: F-WFAV with added wingtip-mounted Turboméca Piméné turbojets CM.103R: [Project] military CM.101R variant, 2 x Turboméca Marbore turbojets
Although the RAF had not selected the Fo 141 Gnat for service in a front-line role, it did have a requirement for an unarmed, two-seat advanced trainer to replace the de Havilland Vampire T.Mk 11. Folland had already considered a training version of the Gnat as a private venture, and this was shown to be able to meet Air Ministry requirements including a 100 knot (185 kph) landing speed.
To make the Gnat a two-seater, it was necessary to remove the standard fixed gun armament of two 30 mm ADEN cannon located in the cheek intake fairings, and relocate the fuel tanks, but no major structural alterations were required. The most significant change was a new wing, increased in area by 3.72sq.m and with additional fuel capacity, which reduced the fuel storage requirement in the fuselage, making room for additional equipment. The forward fuselage was increased slightly in length, the tail surfaces enlarged, and outboard ailerons and conventional inboard flaps replaced the inboard ailerons of the fighter version. Power was to be supplied by a 1919kg thrust Orpheus 100.
Follands had already designed and built a new wing for a proposed development of the Gnat fighter for naval use, with improved low speed performance. By adopting the simpler and more efficient construction of this wing, which was reduced in thickness from the eight per cent t/c ratio of the original Gnat, to a mean value of seven per cent, while retaining the symmetrical R.A.E. 102 (mod.) section, Follands were able to offer a larger area for the trainer to give the necessary reduction in landing speed without a major weight penalty. It had the additional facility of increased fuel capacity.
A Ministry of Supply design study contract was awarded to Specification T.185D in the autumn of 1956 and a prototype contract was negotiated during 1957.
Apart from performance, one of the main requirements was for the inclusion of an advanced level of equipment, comparable to that in operational aircraft under development although not then in service. This included new flight and navigational instrument presentation to OR.946, provision of engine anti icing, centralised failure warning system, installation of liquid oxygen facilities and many other very advanced items.
Gnat Trainer (nearest), Farnborough, 1959
The OR.946 flight instrumentation occupied space on the instrument panel than in the earlier Gnat by the deletion of the gun sight and bullet proof windscreen framing. OR.946 concentrates all essential flight information on two display units occupying the entire centre of the panel. On the left is the roller blind F.4 attitude indicator, which takes the place of the normal artificial horizon, and provides a non toppling reference in all flight conditions, while on the right is the Mk.1 display unit for TACAN and other navigational equipment.
Additional space for the “black boxes” making up the Gnat T.l’s sophisticated equipment, including TACAN, ILS and the Air Data Computer, was found by enlarging the spine fairing of the original fighter behind the cockpit canopy. The canopy itself, as well as the windscreen, was completely new, the former being of the aft hinged clamshell type, blown from a single piece of Perspex. To protect the rear occupant in case of canopy jettison, the Gnat trainer has an additional internal windscreen over the duplicated instrument panel.
An ejection escape system was developed specially for the trainer by Folland, using two of the company’s own lightweight seats. Work on these was started by Folland in 1953, using a SAAB type seat layout as the original basis, but development had since continued entirely independently. The Mk. 4GT1 (front) and 4GT2 (rear) ejection seats in the Gnat have 80 ft/sec (24.4 m/sec) telescopic guns for adequate fin clearance at all airspeeds, and are cleared for use down to runway level at speeds of 90 650 knots (106 1204 km/h). They are used in conjunction with GQ Mk 35 back type parachutes, plus Type X personal survival packs in the seat pans, and have 6 ft (1.82 m) diameter drogues for man stabilisation if ejection takes place above 10,000 ft (3050 m). An extractor ‘chute on the seat helps immediate separation, with a drogue sock pulled off by a static line as the seat leaves the aircraft. After initiation by face blind or seat pan handle, operation of the seats is fully automatic. Engine installation was not changed from the original Gnat except that a slightly de rated Bristol Siddeley Orpheus was adopted in the interests of improved fuel economy and longer overhaul times. Secondary modifications provided intake anti¬-icing from hot air tapped from the engine compressor through to the entry guide vanes and bullet, and drive for a larger electric generator. In its standard RAF form, the Gnat trainer was powered by an Orpheus 101 developing 4230 lb (1920 kg) thrust for take off, but it is offered in addition with the higher powered (4,720 lb (2135 kg) Orpheus 501 if extra altitude performance is required. A Gnat trainer (XM698) has also flown with the fighter engine, which is the Orpheus 701, with a similar thrust to the 500 series.
Following the finalisation of the design, a contract for fourteen development aircraft to spec T.185P was placed 7 January 1958, and the first prototype Fo.144 Gnat trainer made its initial flight in the hands of Sqdn. Ldr. E. A. Termant on August 31, 1959 from Chilbolton airfield. The first eight of these aircraft were mainly employed for per¬formance testing and development of the various systems, including improved longitudinal control. The Ministry did not at first place a production order as they were concerned about the size and ability of the company to take on a large order. Following the take-over of Folland by Hawker Siddeley Aviation (becoming the Hamble division), after successful evaluation by the various official bodies concerned, a production order was placed in July 1960 for thirty aircraft for use as advanced trainers, and an additional twenty were ordered a year later. A further order for forty one followed in March, 1962. These were being turned out at the requested rate of four per month. The last Gnat T.1 for the RAF was delivered in May 1965.The Gnat trainer was then being offered on the overseas sales market.
Yugoslavia ordered two Gnat F.1s for evaluation; the first aircraft flew on 7 June 1958 and both were delivered to Yugoslavia by rail. The aircraft were flown by the flight test centre but no further aircraft were ordered. One aircraft was destroyed in a crash in October 1958 while the other is preserved and on display in Serbia.
Hydraulic power is used as the primary means of operating ailerons and the all flying tailplane, with manual reversion in case of failure of the hydraulic system. Compared with the original Gnat, which had combined inboard ailerons and flaps, the trainer has a conventional flap and outboard aileron arrangement. The ailerons have automatic control stops which just about halve their range of movement to eight per cent at speeds above 150 knots IAS (278 km/h) to limit the rate of roll and prevent inertia coupling. Effective longitudinal control results from the hydraulic¬ally powered flying tailplane, which like the ailerons has spring¬feel. A “Q” gearing mechanism reduces the amount of tailplane movement for a given stick displacement as speed increases, which improves handling at high indicated airspeeds, but the stick force per g is still very light above 400 knots (741 km/h). Tailplane trimming is via an electric actuator and thumb switch on the control column. In the event of hydraulic failure, the rear portion of the tailplane may be unlocked to act as elevators, with tailplane trimming still available from a stand by electric motor in the Hobson unit. Stick forces in manual are apparently not heavy, but because of the small size of the elevators, their effectiveness is only about one fifth of that of the tailplane. Speed is then restricted to 400 knots (741 kph) or M0.85. The Orpheus 101 was up rated to 4,400 lb (1995 kg.) thrust to improve the high altitude performance. With its simple and rugged structure designed for a minimum fatigue life of 5,000 hours and characterised by the absence of complicated castings and forgings, the Gnat is not difficult to build or maintain. It became clear, however, that no production order would be placed while Folland remained outside the major manufacturing groupings which the government favoured; thus the company was taken over by Hawker Siddeley Aviation, becoming its Hamble Division.
Contracts for 30, 20 and 41 aircraft were awarded in February 1960, July 1961 and March 1962 respectively. The last production Gnat T.Mk 1 flew on 9 April 1965 and was delivered to the RAF on 14 May, in the all-red scheme of the Red Arrows team. The Central Flying School, then at Little Rissington, first introduced the type in February 1962 but the major operator was No. 4 Flying Training School at Valley, which took its first aircraft on strength in November 1962 and which, in 1964, introduced the Gnat to the formation aerobatic scene, operating five all-yellow Gnats known as the Yellowjacks.
The team reformed as the Red Arrows in 1965, under the control of the Central Flying School, and its Gnats were withdrawn finally at the end of the 1979 display season, to be replaced in 1980 by the British Aerospace Hawk T.Mk 1. No. 4 FTS retired its Gnats on 24 November 1978.
Once pilots graduated from basic training on the BAC Jet Provost and gained their wings they were selected for one of three streams: fast jet, multi-engined, or helicopter. Those selected for fast jets were posted to RAF Valley for advanced training on the Gnat T.1, typically 70 hours of flying. Students would then move on to operational training using the Hawker Hunter, followed by a posting to an operational conversion unit for the type of aircraft to be flown.
Gnat T.1 XS105 60 4 FTS
Following the introduction of the Hawker Siddeley Hawk into the training role as a replacement the Gnats were withdrawn from service. The largest operator 4 FTS retired its last Gnat in November 1978. Most of the retired Gnats were delivered to No. 1 School of Technical Training at RAF Halton and other training establishments to be used as ground training airframes. When the RAF had no need for the Gnats as training airframes they were sold off. Many were bought by private operators and are still flying in 2014.
Including licence built models, India received 238 plus 79 similar Ajeets. The first 13 aircraft for the Indian Air Force (IAF) were assembled at Hamble-le-Rice, they were followed by partly completed aircraft and then sub-assemblies as Hindustan Aircraft slowly took over first assembly, and then production of the aircraft. The first flight of an Indian Air Force Gnat was in the United Kingdom on 11 January 1958, it was delivered to India in the hold of a C-119, and accepted by the Air Force on 30 January 1958. The first Gnat squadron was the No. 23 (Cheetah), which converted from Vampire FB.52 on 18 March 1960 using six Folland-built Gnats. The first aircraft built from Indian-built parts first flew in May 1962. The last Indian-built Gnat F.1 was delivered on 31 January 1974.
IAF Folland Gnat “Sabre Slayers”
The Gnat is credited by many independent and Indian sources as having shot down seven Pakistani Canadair Sabres in the 1965 war, while two Gnats were downed by PAF fighters. During the initial phase of the 1965 war, an IAF Gnat, piloted by Squadron Leader Brij Pal Singh Sikand, mistakenly landed at an abandoned Pakistani airstrip at Pasrur and was captured by the PAF. Two Lockheed F-104 Starfighters claimed to have forced the Gnat down. This Gnat is displayed as a war trophy in the Pakistan Air Force Museum, Karachi. After the ceasefire, one Pakistani Cessna O-1 was shot down on 16 December 1965 by a Gnat.
Flying Officer Nirmal Jit Singh Sekhon and his Gnat
The Gnats were used again by India in the Indo-Pakistani War of 1971 against Pakistan. The most notable action was the Battle of Boyra where the first dogfights over East Pakistan (Bangladesh) took place. The Indian Air Force (IAF) Gnats downed two PAF Canadair Sabres in minutes and badly damaged one. The Pakistan Air Force claims that one Gnat was shot down, which was proved incorrect. Another notable dogfight involving a Gnat was over Srinagar airfield where a lone Indian pilot held out against six Sabres, scoring hits on two of the Sabres in the process, before being shot down. Gnat pilot Nirmal Jit Singh Sekhon was posthumously honoured with the Param Vir Chakra (India’s highest gallantry award), becoming the only member of the IAF to be given the award.
By the end of 1971, the Gnat proved to be a frustrating opponent for the larger, heavier and older Sabre. The Gnat was referred to as a “Sabre Slayer” by the IAF since most of its combat “kills” during the two wars were against Sabres. The Canadair Sabre Mk 6 was widely regarded as the best dogfighter of its era. Tactics called for Gnats taking on the Sabres in the vertical arena, where the Sabres were at a disadvantage. As the Gnat was lightweight and compact in shape, it was hard to see, especially at the low levels where most dogfights took place. Apart from air defence operations, they performed multiple roles in the Bangladesh Liberation War, including anti-shipping operations, ground attack, bomber/transport escort and close air support.
Folland Gnat – Jawaharlal Nehru Museum
The IAF was impressed by the Gnat’s performance in the two wars, but the aircraft had problems including hydraulics and unreliable control systems. To address these issues, the IAF issued a requirement for an improved “Gnat II” in 1972, at first specifying that the new version was to be optimized as an interceptor, but then expanding the specification to include the ground-attack role. Over 175 of the Hindustan Aeronautics Limited-built licensed version, the Ajeet (“Unconquerable”), were produced in Bangalore. Several Gnats remain in use in private hands. Some IAF Gnats, one of which had participated in the 1971 war in East Pakistan (present day Bangladesh), were presented to the Bangladesh Air Force.
Folland Gnat Mk. 1 Engine: 1 x 4,230 lbs.t. (1919 kgp) Bristol Siddeley Orpheus 101 Wingspan, 24 ft. (7.33 m) Length, 31 ft. 9 in. (9.7 m) Height, 10 ft. (3.06 m) Wing area, 175 sq. ft. (16.26 sq m) Empty weight, 5,639 lb. (2 559 kg) Crew weight, 360 lb. (163 kg) Internal fuel, 265 Imp.ga1 (1200 litres) AVTAG, 2,040 lb. (926 kg) Gross weight, clean, 8,039 lb. (3 648 kg) External fuel tanks, 118 gal. (536 litres), 908 lb. (412 kg) Overload gross weight, 9,107 lb. (4 133 kg) Max level speed: 610 kts EAS (1130 km/h) at sea level (Mach 0.93). Max speed, 36,000 ft. (11 000 m), M= 0.95 Max speed, 636 mph (1024 kph) at 31,000ft (9 500 m) Max dive speed, M 1.15 Cruise, 470 mph (756 kph) Initial climb, 7,620 fpm (38.7 m/sec) Climb to 26,000 ft. (8 000 m), 4 min. 40 sec. Climb to 40,000 ft (12,000 m), 7 min 30 sec. Service ceiling, 48,000 ft (14 600m) Stalling speed, 115 mph (185 kph) Take off distance to 50 ft (15 m), 2,550 ft (775 m) Landing distance from 50 ft (15 m), brake parachute, dry surface, 2,210 ft (705 m) Max range, internal fuel, 600 nm (1100 km) Range with external fuel, 1,000 nm (1 850 km). Armament: 2 x 30mm Aden cannon. Crew: 1-2
Developed from the Fo 139 Midge, the Fo 141 Gnat was designed as a light fighter. The shoulder wing is swept back at 40 degrees. All tail surfaces are swept with a one-piece tailplane low-set on the fuselage. Ailerons are on the inner wings and can be drooped to act as flaps. The wheel fairing doors act as air-brakes when the undercarriage is partially lowered in flight. The tricycle undercarriage has single main wheels and twin nose wheels, all retracting rearwards into the fuselage.
The private-venture prototype Gnat G-39-2, piloted by Folland’s chief test pilot, Squadron Leader E. A. Tennant, first flew at the Airplane & Armament Experimental Establishment at Boscombe Down on 18 July 1955. The aircraft was powered by a newly developed 1490kg thrust Bristol Orpheus turbojet.
Folland Gnat Prototype G-39-2 on take off run in 1955
The Gnat, being developed in parallel with the Midge, was an improved version of the original fighter design, differentiated by larger air intakes for the Bristol Orpheus engine (the Midge had an Armstrong Siddeley Viper engine), a slightly larger wing, and provision for a 30 mm ADEN cannon in each intake lip.
A more powerful version, rated at 1814kg thrust, was installed on 30 August for the Gnat’s debut at that year’s SBAC flying display and exhibition at Farnborough.
Six development aircraft were ordered by the Ministry of Supply in August 1955, the first flying on 26 May 1956, and these were used for a variety of trials at Boscombe Down, including firing of the 30mm ADEN cannon, one of which was fitted in the lip of each intake. Evaluation in the ground-attack role was undertaken in Aden, in competition with a modified Hawker Hunter.
Although the Royal Air Force had lost interest in the Gnat as a fighter, the Finnish air force took delivery of 13 aircraft in 1958-59. The Finnish Air Force received the first of its 13 Gnats (11 fighters and 2 photo-reconnaissance planes) on 30 July 1958. It was soon found to be a problematic aircraft in service and required a lot of ground maintenance. In early 1957 a licence agreement was reached to allow Valmet to build the Gnat at Tampere in Finland, although in the end none was built.
On 31 July 1958, the Finnish Air Force Major Lauri Pekuri, a World War II fighter ace, broke the sound barrier for the first time in Finland at Lake Luonetjärvi with a Folland Gnat.
Folland Gnat Finnish Air Force
Gnat F.1 proved initially problematic in the Finnish harsh conditions. Finland was the first operational user of Gnat F.1, and the plane had still many issues yet unresolved. All Gnats were grounded for half a year on 26 August 1958 after the destruction of GN-102 due to a technical design error on hydraulic system, and the aircraft soon became the subject of severe criticism. Three other aircraft were also destroyed in other accidents, with two pilots ejecting and one being killed. Once the initial problems were ironed out, the plane proved to be extremely manouevreable and have good performance in the air, but also to be very maintenance intensive. The availability of spare parts was always an issue, and its maintenance a challenge to the conscript mechanics. The Gnats were removed from active service in 1972 when the Häme Wing moved to Rovaniemi, and when the new Saab 35 Drakens were brought into use.
Two Finnish Gnats on the ground
The Finnish Air Force serial codes for Folland Gnat were GN-100 to GN-113 and its usual nickname Nutikka (“Stubby”). Several Finnish Gnat F.1s still survive either as museum pieces or memorials. One airframe, GN-113, is in private ownership.
Folland Gnat Mk.1 (GN-101) K-SIM 04
The Yugoslav government also bought two but the major export order was from India: 40 airframes in various stages of completion were supplied from the UK, and licence-production was undertaken by Hindustan Aeronautics Ltd at Bangalore, local production accounting for 175 aircraft. The Gnat entered Indian Air Force service in the spring of 1958, when the Gnat Handling Flight was first formed, and ultimately eight squadrons were equipped.
The Indian Air Force (IAF) operated the Folland Gnat jet fighter from 1958, with over 200 aircraft being license built by Hindustan Aeronautics Limited (HAL). The aircraft proved successful in combat in both the 1965 and the 1971 War with Pakistan, both in the low-level air superiority role and for short range ground attack missions, while being inexpensive to build and operate, came to be called the Gnat Mk 2. In the words of Late Air Cmde Jasjit Singh, “The Gnat was a very unforgiving aircraft and had the poorest safety track record in the IAF, despite having only Average plus pilots posted to it.” In his book, Indian Air Force: The Case for Indigenisation, Air Cmde Singh said, “It is not surprising the RAF never used it.”
The Gnat aircraft had a peculiar design with the ailerons also doubling as flaps, drooping 15 degrees from a normal aileron position with undercarriage in down position. The raising and lowering of the undercarriage made the ailerons (flaps) go up and down from their normal position. This involved excessive change in attitude and required proper handling by the pilot. All the pilots were briefed repeatedly on this aspect to control the excessive pitch-up after raising of the undercarriage after take-off. Not surprisingly, there were a few incidents because of this peculiar nature of the aircraft.
Although the RAF had not selected the Gnat for service in a front-line role, it did have a requirement for an unarmed, two-seat advanced trainer to replace the de Havilland Vampire T.Mk 11 and to follow the Hunting Jet Provost sections of the all-through jet training programme. Folland undertook a private-venture investigation of the changes necessary to install a second seat and to bring the landing speed down to less than 185km/h. The most significant of these changes was a new wing, increased in area by 3.72sq.m and with additional fuel capacity, which reduced the fuel storage requirement in the fuselage, making room for additional equipment. This became the Folland Fo 144 Gnat
Fo 141 Engine: Bristol Siddeley Orpheus 701, 4520 lb Wing span: 22 ft 2 in Wing area: 135.5 sq.ft Length: 29 ft 9 in Height: 8 ft 10 in MTOW: 8885 lb Fuel capacity: 300 gal External fuel: 2 x 66 gal drop tanks Wheel track: 4 ft 1 in Wheelbase: 7 ft 9 in Max speed: 695 mph / M0.98 at 20,000 ft Max ROC: 20,000 fpm Service ceiling: 50,000 ft + Max endurance: 2 hr 30 min Armament: 2 x 30mm Aden cannon Bombload: 2 x 500 lb bomb or 12 air-ground rockets
The Midge and Gnat were designed by W.E.W. “Teddy” Petter. Petter had grown suspicious of the trend towards bigger and more expensive combat aircraft, and he felt that a small, simple fighter would offer the advantages of low purchase and operational costs. New lightweight turbojet engines were being developed that would be able to power such small fighters.
Petter became managing director of Folland Aircraft and in 1951, using company funds, he began work on his lightweight fighter concept, which was designated the “Fo-141 Gnat”. The Gnat was to be powered by a Bristol BE-22 Saturn turbojet with 3,800 lbf (16.9 kN 1,724 kgp) thrust. However, the Saturn was cancelled, and so Petter’s unarmed proof-of-concept demonstrator for the Gnat was powered by the less powerful Armstrong Siddeley Viper 101 with 1,640 lbf (7.3 kN / 744 kgp) thrust.
The Midge features hydraulically powered “flaperons”, main gear that could be used as airbrakes, and a one-piece canopy that hinged over an inner armoured windscreen.
The demonstrator was designated Fo-139 “Midge”. The Midge, serial number G-39-1, first flew on 11 August 1954 from Boscombe Down, Wiltshire, with Teddy Tennant at the controls.
Despite the low powered engine, the little jet could break Mach 1 in a dive and was very agile. The wings contains no guns, undercarriage or fuel tanks.
The Midge was evaluated by pilots from Canada, India, Jordan, New Zealand, and the US Air Force, and had performed a total of 220 flights when it was destroyed in a fatal crash on 26 September 1955, with a Swiss pilot at the controls. However, the Midge had demonstrated that Petter’s lightweight fighter concept had much going for it. Folland went on to develop a full-scale Gnat prototype, also using company funds.
Original film footage of the Midge can be seen in the 1956 British science fiction film “Satellite in the Sky”. The Midge portrays a fictional jet fighter used to test an experimental rocket fuel.
Fo.139 Engine: 1 x Armstrong Siddeley Viper 101, 1,640 lbf / 744kg Max take-off weight: 2041 kg / 4500 lb Wingspan: 6.3 m / 20 ft 8 in Length: 8.76 m / 28 ft 9 in Height: 2.82 m / 9 ft 3 in Wing area: 11.61 sq.m / 124.97 sq ft Sweep back: 40 deg Aspect ratio 3.3. Undercarriage track: 5 ft.1 in. Max. speed: 966 km/h / 600 mph Service ceiling: 12190 m / 40000 ft Crew: 1
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