MARBORE II	MARBORE VI
Max. Speed at 30,000 ft.	328 KTS	378 KTS
Cruise Speed at 30,000 ft.	310 KTS	355 KTS
Max. Dive Speed	Mach .82	Mach .82
Initial Climb Rate	2750 ft/min	3540 ft/min
One Engine Climb Rate	1500 ft/min	1800 ft/min
Service Ceiling	36090 ft	44300 ft
Absolute Ceiling	40000 ft	46000 ft
Normal Operating Ceiling	25000 ft	25000 ft
One Engine Max Altitude	16000 ft	18000 ft
Take-off Ground Roll Distance @ SL	2150 ft	1800 ft
Range (257 Gals +/-)	550 miles	600 miles
Roll Rate	70 D./sec	70 D./sec
Glide Ratio	18:1	18:1
Fuel Burn at Altitude	109 g/hr	119 g/hr

WEIGHTS

Empty	4268 lbs
Take-off with tip tank full
(32 g/side tips)	6535 lbs
Take-off with tip tank full
(64 g/side tips)	6964 lbs

DIMENSIONS

ARMAMENT

Two (2) 7.5 mm or 7.62 mm machine guns with 200 rounds each housed in the nose (this area is currently used for storage) and underwing rockets (Matra Type 181 Pods each with eighteen (18) 37 mm rockets, seven (7) 68 mm rockets or four (4) 55 lb air-to-ground rockets), bombs (two (2) 110 lb bombs) or two (2) Nord AS.11 air-to-ground guided missiles.

COCKPIT

The tandem cockpits are pressurized and air-conditioned, with individually regulated oxygen supplies (filler plug will have to be retro-fitted to US Standard). Ejection seats are not necessary due to the aircraft’s safety record and, therefore, are not fitted. Each pilot may wear a seat pack parachute. Nicad battery installation assures self-contained starts; GPU’s may be used.

LOAD FACTOR

Aircraft loading
(A) 32 g/side tip tanks	+5.5 g's
	-3 g's
(B) 64 g/side tip tanks	+3.5 g's
	-1.4 g's

PROHIBITED
MANEUVERS

(A) 32 g/side tip tanks	spins and stalls in turn with fuel in tip tanks
(B) 64 g/side tip tanks	spins, aerobatics and compressibility

 

GENERAL
INFORMATION

The Fouga Magister’s concept was based upon a straightforward, easy to build, easy to fly, easy to maintain design. Flight controls are the manual push-pull link rods design no servo loss-related problems), with generous single slotted (Fowler type) flaps, and over-under wing perforated airbrakes (descent can be maximized at over 20,000 ft per minute). The rudder pedals can be moved as a single unit, fore and aft, to adjust to the pilot’s size. The aircraft does not readily stall or spin, and it’s safety and reliability are unmatched. Single engine flight does not produce any yawing moments (virtually no VMC problems). There are manual back-ups for the landing gear, speed brakes and wheel brakes. Trim is electric. Runway requirements are modest. 4000 ft minimum is recommended. Longer runway distances may be necessary depending on the altitude of the airfield and outside air temperature. The Fouga can operate from grass strips. Several countries (France, Brazil, Israel and Germany) have used the Fouga for their national Aerobatic Teams. Scott Lesh of the Fouga Specialists, Inc., used the Fouga to form his U.S. Jet Aerobatic Team that has flown air shows in the United States and Canada in the 80's.

OTHER
CONSIDERATIONS

Few jet aircraft in the commercial market can be flown single pilot (others that come to mind are the Citation, Case Saeta jet, Paris jet, F-86 and the T-33). However, in our opinion, other than the Fouga, Casa and Paris jet, all require abilities beyond the average pilot. The Casa and Paris jet have comparable safety records, but the Casa is mechanically less sophisticated in comparison to the Fouga and the Paris jets sells for 5-7 times the cost of the Fouga.

The Fouga is an aircraft with enough speed, range and comfort to make it a fun aircraft to fly. Simplicity of maintenance considerations gives this aircraft the distinct offering of the most practical and macho fun transportation for the least cost of any jet presently on the market.

Chosen by NATO as the most suitable jet trainer in the 50's, the Fouga is still used by several countries as a primary trainer.

The Fouga is strong, overbuilt and under-powered and can absorb a great deal of punishment - yet is an absolute delight to fly. It’s cross-wind coefficient is high and its stall and landing speeds are low. At jet speeds, no rudder input is necessary, all controlling is handled with the stick and stability is exceptional. No military version was offered with an auto-pilot system.

GENERAL
AESTHETICS

Flight pleasure abilities are one-thing; however, beauty to the eye is of equal importance. With the V-tail, nobody can deny that this jet is different and unusual. It’s like having a Ferrari or Lamborghini instead of a Chevy or a Ford. But its workmanship does not allow the viewer to be disappointed after his first glance. It is always one of the centers of attention at air shows, and on any airport ramp it receives far more attention than any other production airplane. It never ceases to amaze me how after landing at an airport the number of people who come to take a look at the JET BONANZA.