After the second prototype, the RF-02, and the original production version the 3, the German firm of Sporta-via Putzer GmbH took over manufacture of the single seater, and of a two seat development of it, the RF5; Fournier became dissatisfied with “ces Allemands” and struck out on his own.
The RF4 is a short wing aerobatic single seat edition of the Fournier design, the SFS 31 Milan is the same plane but with the long soaring wing. Although very similar in appearance to the Alpavia Avion-Planeur RF3, the RF4 has been completely redesigned and restressed to make it fully acrobatic, with a safety factor of 13 at full loading.
All plywood covering is of Finnish birch, the Frise-type fabric covered ailerons are aerodynamically compensated, the underside of the fuselage is now rounded instead of flat as on the RF3, and the wing/fuselage junction has been improved. Other differences from the RF3 include revised exhaust silencing and capacity of the single fuel tank in the fuselage increased to 8.4 Imp gallons, with a 5.5 Imp gallons auxiliary tank optional.
Three prototype RF4s were built in France by Alpavia SA but in 1966 the letter’s director, Comte Antoine d’Assche, formed Sportavia-Putzer GmbH und Co K.G. with Alfons Putzer to take over manufacture of the Avion-Planeur series form Alpavia, and production of the RF4 started at Dahlemer Binz in Germany. One hundred and sixty were built by Sportavia but production continued of RF-4D fuselages for SF5 31 Milan.
1967
Structurally the RF4D entire tail unit can now be detached for transportation, and the three-section spoilers in each wing upper surface are metal-skinned. The landing gear is very similar, with the addition of a parking brake, and a ski landing gear was offered as an optional installation. The pilot’s canopy opens sideways to starboard, and there is a baggage space aft of his seat; VHF radio and an oxygen system was optional.
By the spring of 1971 a total of 160 RF4Ds had been built and exported to a number of countries, this being the production version with a main spar of laminated pine, giving increased structural strength for aerobatics.
The engine is a 40hp Rectimo 4 AR 1200 converted 1,200cc Volkswagen ‘flat four’ car engine driving a Hoffman two-blade fixed-pitch wooden propeller of 4ft 4in diameter; as on the RF3, this can be stopped and restarted in flight.
A distributor in Ohio, USA, assembled the Fournier RF4 motorgliders, which arrived in crates from Europe; the airplanes then received an experimental category certificate of airworthiness. The airplane was unique: an excellent performer; and, at that time, the closest one could come to an airplane and a sailplane in a single ship. It stimulated a good deal of interest. The RF4’s Volkswagen engine ran well, but the FAA would not grant a standard certificate to an airplane with a single ignition.
A notable flight was made by M. J. Slovak in RF4D N1700, who crossed the Atlantic in May 1969 in 175hr 42min 7.11sec to win the Evening News £1,000 prize for the best performance in that year’s Daily Mail air race by a light aircraft of under 5,000lb weight.
Sportavia Avion-Planeur RF4D Engine: Rectimo 4 AR 1200, 40hp Span: 36 ft 11.25 in Length: 19 ft 1.25 in Height: 5 ft 1.75 in Wing area: 121.7 sqft Aspect ratio: 11.2 Empty weight: 584 lb Max weight: 859 lb Max level speed: 122 mph Max cruising speed: 112 mph Min sinking speed: 4.27 ft/sec Best glide ratio: 20:1 Take-off run to 50ft: 875 ft Range with max fuel: 422 miles
This single-seater low wing motor glider was the first of a series of such types designed by M Rene Fournier to go into production, and to be built by several different companies in France and Germany.
The RF3 was developed from the prototype Avion-Planeur, known as the Fournier RF01, which first flew on 6 July 1960. It proved to be so successful that the French Government helped to finance the building of two RF2 pre-production prototypes, the first of which flew in June 1962, and later ordered six of the production version, the RF3, with 34 hp Rectimo-VW engine, for national flying clubs; the first RF3 made its maiden flight in March 1963 and received its Cof A on7 June that year.
A second prototype of the RF-01 was built, and then Fournier entered into partnership with Antoine d’Assche, who was then producing Jodel two-seaters in a hangar at Gap in the French Alps under the trade name of Alpavia. They produced quite a number of the little airplanes, which were not exactly powered sailplanes but airplanes with an unusually shallow angle of glide; successive improvements brought about the RF4 (the second prototype having been the 2, and the original production version the 3 with Volkswagen engine). The production RF-3 differed only slightly from the prototype RF-01.
The RF-3 is a true airplane-glider and can operate as a conventional airplane, giving very economical flight at low power settings. It can also cruise at higher speeds with very acceptable cross-country performance. The RF-3 also has semi-aerobatic performance both power-on and off.
Of all-wood construction, the RF3 has a single spar one-piece wing with D-section leading edge, with 4° dihedral and plywood and fabric covering, attached to the fuselage by four bolts. The ailerons are fabric-covered and there are no flaps, but instead a three-section air brake in the upper surface of each wing inboard of the ailerons. The wooden fuselage, having typical strip longerons, cross-members, spars, ribs, is plywood-covered, fabric covering is used on the rear portion of the wing behind the main spar. Airfoil is NACA 23015 section and aspect ratio is 11:1. The pilot sitting under a moulded one-piece canopy; radio and oxygen equipment are among the optional ‘extras’.
The monowheel has rubber chord shock absorption and retracts forward manually into a glassfibre cowling; it has a manually-operated brake and is supplemented by a hoop-shaped balancer skid of 6mm steel wire under each wing. The mono-wheel gear gives no problems in maneuvering with ground turning radius about half the wingspan. There is also a steerable tailwheel. Retracting the wheel is by pulling the lever full back and up-lock is automatic.
The cantilever wooden tail unit has a trim tab in the rudder. The RF-3 vertical tail has gentle sweep back not employed on previous aircraft in the series. Sailplane type retractable spoilers (speed brakes) are fitted to upper wing surfaces.
Rene Fournier has designed a comfortable, well laid-out cockpit with excellent pilot visibility. The large Plexiglas canopy is one-piece bubble type with ample head and shoulder-room forward and to the sides. Canopy making was entrusted to a molding specialist able to produce distortion-free surfaces. A sliding window-vent is fitted in canopy left side. The right canopy side is hinged along the top longeron for opening. A strap prevents canopy from flopping completely over against fuselage side.
The pilot’s seat has a thick comfortable cushion. Seat back cushions are removable and two back cushions of different thicknesses are available to suit the size and leg reach of any pilot. A small baggage compartment is located behind the seat in the fuselage bulkhead and is accessible from the cockpit.
The cockpit floor has wheel well housing extending upward between the pilot’s legs. Wheel retraction lever is along right cockpit side. Fournier has provided a recess in the left cockpit side for the brake handle when released. This keeps it out of the pilot’s way during flight. Elevator trim tab control is also on right side just below top longeron.
Turning to left cockpit side the wing spoiler (speed-brake) actuating lever is located beside the seat and the push-pull throttle is under longeron and panel.
The unperforated speed brakes extend 5.75 inches above the upper wing surface and retracts flush with the wing surface.
Wheel braking is by hand lever in floor. Hand brake is of same type used in small French cars. The control stick appears rather short but top is at convenient height so that pilot’s arm rests easily on the leg. Rudder pedals are two wooden bars on which the whole foot rests.
The instrument panel, though simple, has all the essentials. Blind flying gyro instruments are not included. A red stall warning light is flashlight battery powered (has test switch) since the RF-3 has neither battery nor generator. Starter and fuel cut-off knobs are at right lower panel edge. Production aircraft have engine cut-off and restarter system installed. This consists of a simple de-compression device which pushes on the exhaust valve rocker arms. With prop windmilling, the engine re-starts easily, even at very low airspeeds. A prop brake is also provided which stops the blades horizontally, covering the cowl air inlets, thus reducing drag to nearly that of a feathered prop.
Rene Fournier entered into partnership with Comte Antoine d’Assche of Alpavia SA, which had been building Jodel D117s, and this firm took on the production of the RF3, building a total of 95 in all; deliveries started in November 1963. Alpavia was turning out one RF-3 per week with delivery time of about 8 months in 1964. The RF-3 export price was $4,300 (21,500 Fr.) in 1964. Alpavia produced 95 in total before production ended.
Although the engine can be stopped and restarted in flight and the RF3 is capable of prolonged soaring flights – many such flights of up to five hours have been made – the type should not be regarded as just a powered sailplane, as it has a high performance and is capable of all simple aerobatic manoeuvres such as stall turns, loops, half-rolls, slow rolls and spins.
Starting at 97 Knots the RF-3 goes up smoothly for a loop to inverted position at 43 Knots, and gently completes the downward curve to level flight. A hammerhead stall is done at the same starting speed, with near stall speed at the top turn downward. The spilt “S” requires higher starting speed, 113 Knots, for the half-roll. Pull out is at 118 Knots. The slow roll in the RF-3 somewhat difficult to perform well, probably because of the long wing span. The snap roll is easy by comparison. The RF-3 spins with no bad habits. The turning rate is rather slow, but spin recovery is easily achieved. Rudder response is very sensitive and the ailerons produce practically no inverse yaw.
The stall characteristics, with stick full back, the stall warning light comes on at about 40 Knots, then at 36 knots the nose drops downward cleanly with a slight left wing low tendency. By simply releasing the stick at the stall, the RF-3 noses down and recovers from the stall on its own.
Fuel consumption is an economical low 1.98 gal/hr with cruising speed of 105-mph (91 Knots). This gives 4-hour endurance, without reserve, and a maximum no-wind range of 420 statute miles (364 nautical miles). Allowance for wind would reduce this range to a practical 315 s.mi. (270 n.m.). With economy cruise throttle setting, consumption drops to low-low .77 gal/hr. at 56-mph. If one cared to chug along at this speed, range would be over500 miles—48.6 Knots and over 400 n.m.
Airborne at 48.5 knots after a takeoff roll of a bit over 400-ft. In the pattern at 59 Knots, using the speedbrakes and throttle, unlocking the gear release, the wheel extends under its own weight. Simply push the gear full forward at the end of its travel to lock the gear down. With an approach at 48.5 Knots and, after rounding out, the RF-3 touches down gently with no difficulty at 37.7 Knots. The roll-out is about 300-ft.
This performance was soon being proved in service, one notable flight in the winter of 1963-64 being made by an RF3 pilot over St Auban in the Basses-Alpes region, who climbed to 19,700ft after stopping his engine at 6,500ft. Another RF3 was successfully operated in the French Alps with a mono-ski landing gear replacing the retractable monowheel. The engine is a 39hp modified version of the Volkswagen 1,200cc ‘flat four’ car engine, converted by the Rectimo Co of Chambery. The only modifications are the fitting of a special Zenith carburettor, a propeller shaft and a Bendix magneto of the type used on the 65hp Continental engine. For restarting in flight, an optional mechanical system pushes the four exhaust valves in simultaneously, enabling the propeller to start the engine during a dive at 90mph; a two-blade wooden prop made by Evra or Helice Legere is fitted, and there is a single 6.5 Imp gallon fuel tank in the fuselage. The fuel tank is located between instrument panel and firewall with a Cub-style internal float gauge has graduated wire rod protruding through the filler cap. Pilot has a clear view of this fuel gauge on cowl top.
Alpavia RF-3 Engine: Rectimo, 39-hp Prop: Fixed pitch 4’5.5” diameter Span: 36 ft 9 in Length: 19 ft 8 in Wing area: 118.0 sqft Aspect ratio: 11.0 Airfoil: NACA 23015 section Empty weight: 529 lb Max weight: 772 lb Fuel capacity: 7.9 USG / 30 lt Max level speed: 118 mph Max cruising speed: 112 mph Min sinking speed: 3.94 ft/sec Service ceiling: 15,000-ft Rate of climb: 689 fpm at 53.9 kt Glide ratio: 18:1 Take-off run to 50ft: 875 ft Range with max fuel: 310 miles
A second prototype of the RF-01 was built, and then Four¬nier entered into partnership with Antoine d’Assche, who was then producing Jodel two-seaters in a hangar at Gap in the French Alps under the trade name of Alpavia. They produced quite a number of the little airplanes, which were not exactly powered sailplanes but airplanes with an unusually shallow angle of glide; successive improvements brought about the RF4 (the second prototype having been the 2, with 34 hp Rectimo-VW engine, and the original production version the 3). Government assistance was provided for development of the improved RF-2, subsequently produced by Alpavia as RF-3, with slightly uprated engine, first flown March 1963.
The RF-2 had perforated wing spoilers that extended from both upper and lower surfaces of the wing. They retracted vertically flush with the wing surface.
Rene Fournier was a ceramist by trade, and started off as a homebuilder with a design he called the RF 01 Avion Planeur (airplane glider). A single-seat light aircraft/powered sailplane with modified Volkswagen engine, first flown July 6, 1960. The aircraft caught the fancy of someone in the French Government, which provides grants-in aid to projects it considers worthwhile. A second prototype was built, and then Fournier entered into partnership with Antoine d’Assche, who was then producing Jodel two-seaters in a hangar at Gap in the French Alps under the trade name of Alpavia. They produced quite a number of the little airplanes, which were not exactly powered sailplanes but airplanes with an unusually shallow angle of glide; successive improvements brought about the RF4 (the second prototype having been the 2, and the original production version the 3).
Rene Fournier was a ceramist by trade, and started off as a homebuilder with a design he called the RF 01 Avion Planeur (airplane glider). The RF.01 was a single-seat light aircraft/powered sailplane with modified Volkswagen engine, first flown July 6,1960. Government assistance for development of improved RF-2, with 34 hp Rectimo-VW engine, subsequently produced by Alpavia as RF-3, with slightly uprated engine, first flown March 1963. M. Fournier designed a series of light aircraft of similar configuration for Sportavia-Putzer and Indraero. Established subsequently Avions Fournier to develop revised version of his RF-6 Sportsman, designated RF-6B; first flown March 12, 1974. Produced RF-9 motorglider 1982.
The Centennial 100 was developed as an improved version of the Found FBA-2. Design work started in October 1966 and the prototype first flew on 7 April 1967.
The aircraft is powered by a 290 hp (216 kW) Avco Lycoming IO-540-G1D5 engine.
Three prototypes and two production aircraft were built and were used to gain certification for the type in July 1968. No further aircraft were built as the company went out of business.
Engine: 1 × Avco Lycoming IO-540-G1D5, 290 hp (220 kW) Propeller: 2-bladed Hatzell metal constant speed propeller, 7 ft 4 in (2.24 m) diameter Wingspan: 39 ft 0 in (11.89 m) Wing area: 196.6 sq ft (18.26 sq.m) Aspect ratio: 7.2:1 Airfoil: NACA 23016 at root, NACA 23012 at tip Length: 26 ft 6 in (8.08 m) Height: 8 ft 4 in (2.54 m) Empty weight: 2,000 lb (907 kg) Max takeoff weight: 3,500 lb (1,588 kg) Fuel capacity: 50.5 imp gal (60.6 US gal; 230 L) Maximum speed: 162 mph (261 km/h, 141 kn) at sea level Cruise speed: 140 mph (230 km/h, 120 kn) (Econ. cruise, 65% power) Stall speed: 55 mph (89 km/h, 48 kn) (flaps down) Range: 700 mi (1,100 km, 610 nmi) Service ceiling: 18,000 ft (5,500 m) Rate of climb: 1,250 ft/min (6.4 m/s) Takeoff run to 50 ft (15 m): 1,020 ft (310 m) Landing run from 50 ft (15 m): 950 ft (290 m) Crew: 1 Capacity: 5 passengers
Found Brothers Aviation was formed in 1946 to produce a new design by Captain S.R. Found, the Found FBA-1A. The FBA was a four-seat cabin monoplane designed by Captain S. R. Found. The FBA-1 was a high-wing monoplane powered by a 140 hp (104 kW) de Havilland Gipsy Major engine, designed from its inception to be operated on wheels, tundra tires, skis and on floats. The prototype first flown 13 July 1949. Only one was built and it was developed into an all-metal four/five seater, the Found FBA-2.
Developed version designated FBA-2A flown August 11, 1960. It is a high-wing monoplane with a fixed tricycle undercarriage. The production version was to be the Found FBA-2B but the aircraft was produced with a conventional tail-wheel landing gear as the Found FBA-2C.
The first production FBA-2C was a five-seater flown on 9 May 1962. It is powered by an Avco Lycoming O-540-A1D engine and had a slightly longer cabin and enlarged cabin doors than the prototype. Originally, float or ski landing gear was available through third parties, and later became a factory option. Production ended in 1965 to concentrate on building the newer and larger Centennial 100. Thirty-four had been built.
In 1996 the design was acquired by Found Aircraft Development who developed an improved model the FBA-2C2 Bush Hawk-XP. This model was certified by Transport Canada in March, 1999 and by the Federal Aviation Administration in March, 2000. This version was manufactured between 2000-2007, after which it was replaced by a new version of the same basic airframe, designated the Expedition E350 and the Expedition E350XC.
Expedition E350
The E350 was a development of the basic FBA-2 aimed at the personal use market. The Expedition E350 was FAA type certified in December 2008. The aircraft can be equipped with four or five seats and has a full fuel payload in excess of 900 pounds. It is powered by a Lycoming IO-580 powerplant producing 315 hp (235 kW). The E350 was designed with rugged landing gear for operating from unprepared surfaces and has STOL performance.
Found Aircraft went into receivership in 2013 and production ended after 68 were built.
New Zealand aircraft manufacturer Pacific Aerospace Limited (PAL) acquired the ownership and manufacturing rights of the E-350 Expedition from Found Aircraft after it went into receivership.
Already FAA-certified, the E-350 was to be manufactured at Pacific Aerospace’s headquarters in Hamilton, New Zealand, from the second quarter of 2017.
PAL launched a joint venture company, Beijing Pan-Pacific Aerospace Technology (BPAT), in Changzhou, China, which will manufacture the P-750 SETP and, in the future, the E-350. Once the E-350 is established in China, there is the option of assembling the aircraft in a brand new facility at Changzhou
The E-350 is powered by a 325-hp Lycoming IO-580 with a turbo-charged engine option. It can carry a full load of passengers, baggage, and fuel for 750 nautical miles.
E-350 Expedition
The E-350 Expedition is a five seat design coupled with a four door design, including two large rear cabin doors, allows for easy loading/unloading of people and cargo.
The Expedition cabin is 53 inches and each individual rear seat can be removed quickly and stored easily. Every Expedition comes standard with float attachment kits, so the E-350 can easily be turned into a big payload, high-performance floatplane.
In September 2016, the E-350 Expedition tooling was shipped to its Hamilton, New Zealand plant. Pacific Aerospace planned to relaunch production of the five-seat type in the first half of 2017, but this date was not achieved. It is also planned to produce the E-350 in its joint venture plant in China with Beijing General Aviation Company. The joint venture will be known as Beijing Pan-Pacific Aerospace Technology.
On 3 February 2021, E-350 Expedition #315 made its first production flight, at Hamilton, New Zealand. Piloted by PAL company pilot Ray Long the aircraft was to receive a CoA then be on its way to PAL’s North American dealer Northwest Back Country Aircraft in Boise, Idaho.
E-350 Expedition #315 ZK-EPP
Variants
FBA-1A Engine: 1 × de Havilland Gipsy Major, 140 hp (100 kW) Wingspan: 30 ft (9.1 m) Wing area: 165 sq ft (15.3 m2) Length: 25 ft 4 in (7.72 m) Height: 9 ft (2.7 m) Crew: 1 Capacity: 3 passengers
FBA-2 Prototype, one built.
FBA-2C Initial production variant, 26 built. Engine: 1 × Avco Lycoming O-540-A1D, 250 hp (190 kW) Propeller: 2-bladed Hartzell constant-speed, 7 ft 4 in (2.24 m) diameter Wingspan: 36 ft 0 in (10.97 m) Length: 26 ft 5 in (8.05 m) Height: 8 ft 4 in (2.54 m) Empty weight: 1,550 lb (703 kg) Max takeoff weight: 2,950 lb (1,338 kg) Fuel capacity: 56 imp gal (67 US gal; 250 L) Wing area: 180 sq ft (17 m2) Maximum speed: 147 mph (237 km/h, 128 kn) at sea level Cruise speed: 129 mph (208 km/h, 112 kn) at 5,000 ft (1,500 m) (econ cruise, 60% power) Stall speed: 48 mph (77 km/h, 42 kn) (power off, 35 degree flaps) Range: 610 mi (980 km, 530 nmi) Service ceiling: 16,000 ft (4,900 m) Rate of climb: 1,100 ft/min (5.6 m/s) Crew: 1 Capacity: 4 passengers
FBA-2C1 Bush Hawk 300 Improved variant with a 300hp Lycoming IO-540L, one built.
FBA-2C1 Bush Hawk XP Production variant of the Bush Hawk 300, 31 built.
FBA-2C2 Bush Hawk 300XP Minor changes, 6 built.
FBA-2C3 Expedition E350 Tricycle landing gear first flown in 2006, 3 built.
FBA-2C4 Expedition E350XC Tail-wheel, one built.
FBA-2D Proposed variant powered by a 290hp Lycoming engine, not built.
Canada Established at Malton, Ontario, in 1948 to build four-seat cabin monoplane designed by Captain S. R. Found. FBA- 1A prototype first flown 13 July 1949. Developed version designated FBA-2A flown August 11,1960, and FBA-2C five-seater on 9 May 1962. Six-seat Model 100 Centennial, with 290 hp Lycoming engine flown April 7,1967 and superseded earlier models.
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)
