From: Flying Magazine - May 1988
Author: Mibuan Brenlove

Cessna 150 pilots will feel right at home in this jet. When I signed up to attend a ground school for the Fouga Magister, I had only a vague idea of what I was in for. Although its name has been familiar in Europe for more than 30 years, the Fouga (pronounced foo-ga) is a newcomer to the U.S., and its' one of an increasing number of surplus military jets finding private owners here. Whatever it was, knowing it was enough to send me looking for my own tailor made flight suit.

The brainchild of French designers Castello and Mauboussin, the Fouga started out as a jet-powered sailplane and emerged as one of the world's first jet basic trainers-tasked with transforming your average civilian into a real live fighter pilot.

Paul Grieshaber, president of Fouga importer Exotic Aircraft, in Sewickley, Pennsylvania, says that although the Fouga is a high-performance airplane it is still straightforward and predictable. During the eight-hour ground school Grieshaber and partners Chris Polhemus and Scott Lesh (they are all US Air pilots) would provide enough instruction and background to convert even the most timid pilot.

Exotic Aircraft bought these particular airplanes from the government of Finland. Under license from the French, Finnish aircraft manufacturer Valmet built about 80 Fougas for the Finnish Air Force; the first went into service around 1960. In 25 years and 400,000 hours of service, the Finnish Fouga earned a good reputation. There were no engine-failure accidents or injection injuries (a quick exit means jettisoning of the canopy, rolling inverted and falling out-there is no bang seat), and even in its role as a primary trainer pilot-error accidents were rare.

The business of importing these Fougas began with a document stating that the airplanes could never be sold to a country engaged in hostilities; at one point the customs people in Florida threatened to saw the wings off if the airplanes were moved, until some confusion was dispelled; and the process came to a happy conclusion when the same five Finns who had dissembled the airplanes in Finland helped put the four airplanes together again in the U.S. and make them airworthy once more. Jyrki Laukkanen, chief test pilot for the Finnish Air Force, conducted the flight tests.

Military operations are on thing. In the hands of relatively inexperienced civil pilots, could the Fouga's reputation for safety and reliability be maintained? That's what the ground school was supposed to answer. Among the 15 pilots attending were two students, several airplane pilots and a veterinarian; the rest were businessmen; Grieshaber, Polhemus, Lesh, and Lukkanen made a good team of instructors, imparting their experience as airline pilots and military pilot with 2000 hours' Fouga time.

Powered by two Turbo-meca Marbore IIs, the airplane is pure jet. Because the engines are small, the lag time often associated with old turbines is almost nonexistent. The spin-up time from zero to 17,000 rpm is three seconds; beyond that the response is instantaneous. And because the tailpipes ore offset 10 degrees to the outside, the effects of asymmetric thrust are limited to the point that there is no Vmc and no rudder trim. From preflight to normal maintenance, the rest is just as simple. Add fuel and oil as necessary; clean the filters and go fly.

Although the Fouga was a production airplane, the lack of available research data requires the FAA to license it-and almost every other military jet-as an experimental airplane in the exhibition category. This means that you fly your Fouga in a 150-radius of home base, and then only for training and testing. Any other flight has to have a reason, such as an air show, and prior approval by the FAA.

Pilot certification takes the form of a letter of authorization instead of a type rating, and the individual examiner has some scope to use his judgement. He can issue the letter in any number of ways. In the case of Grieshaber and his partners, the examiner not only felt comfortable enough to ride in the airplane with them but also got some hands on time of his own and during Lesh's check ride, pulled an engine shortly after takeoff. The three came away with their letters, and Grieshaber received and additional endorsement to recommend other pilots for certification.

In spite of the limited twin time in my log, I was ready to meet the Fouga. On the ground its low profile puts you eye to eye with the challenge. In the air, Grieshaber soon put me on the airplane's wavelength. Power changes and normal control inputs yield no surprises. Although the Fouga has no stall-warning system, the prestall buffet is unmistakable, and recovery from either normal or aggravated stalls is easy with or without power.

Aerobatics in the Fouga are a sheer delight. More than enough power and a large, sturdy V tail make even sloppy attempts at rolls acceptable. Forcibly wagging the tail creates only minor oscillations that damp out quickly. Inverted, the Fouga can fly for about 90 seconds. Hanging by the straps, I can manage about 15 seconds.

In the pattern, a speed of 210 kilometers per hour on the dial (about 110 knots) works well. And 105 knots carries you safely over the threshold. The airplane is well within most pilots' ability to adapt.

But 125 to 200 gallons of jet-A per hour, the Fouga's charms will be restricted to those who can afford the feeding. Exotic Aircraft sells Fougas for $125,000, including flight instruction. Grieshaber figures that an honest cost for operating the airplane would be between $500 and $600 an hour, based on 100 hours a year.

As I reluctantly left the airplane-smiling uncontrollably-Grieshaber looked at me and understood. "If I were king for a day," he said, "every private pilot in this country would get a ride in the Fouga."