2020 Marcel Jurca Aircraft Catalog For Homebuild Airplane Enthousiasts

Marcel Jurca aircraft
Discovering a genuine
aviation for passionates
Marcel Jurca Committee

April, 2020 English version
www.marcel-jurca.com
Remembering the patrol
Nangis Alpha on MJ-2 “Tempête”
From left to right: Lucette Razon, Alain Battisti, Marcel Jurca, Patrick Quiertant,
Gilles Aubin, Francis Heindryckx, Pascal Vigneron.
First row: Didier Razon, Arnaud Gruet, Jean-Pierre Gruet.
JAF 99
Jurca aircraft in 2020
M arcel Jurca passed away on October 19, 2001. To celebrate his

memory and to perpetuate his work as an aircraft designer, the
Marcel Jurca Committee presents this catalogue of Jurca designs, in an
online edition exclusively available on the Web.
The most assiduous among you will recognize the description files already
made available from the Federation RSA in France, the newcomers will
discover the result of about fifty years of design and exchanges with
homebuilders around the world.
The novelties of this second edition concern the first flight of a MJ-51C
Sperocco in the USA, the first flight of a MJ-10 in the UK, a new MJ- Marcel Jurca (1923-2001)
10 under construction near Rodez in France, some pictures of ongoing Here in 1973.
projects and airplanes back to flight, and also the explanation article
written for the French press by Marcel in 1960. You will also discover the Summary
new Marcel Jurca archive room and I’ve made the English version of this
booklet your are reading (feel free to email me if you find weird stuff). 3 Jurca aircraft in 2020
4 1996 interview
By joining the Jurca Air Force (JAF), you are becoming part a group of
enthusiasts who love to fly their own way, and practice a « fighter type » 8 Jurca’s explanations in 1960
aviation, serious, but without taking themselves seriously. 10 Marcel Jurca’s new archive room
12 The MJ-2 Tempête
We also recommend you to become a member of your national
46 The MJ-5 Sirocco
homebuilders’ association, in order to be in touch with an irreplaceable
network of skills and to have access to numerous documentations and 80 The MJ-51 Spérocco
gatherings throughout the year. 82 The MJ-53 Autan
88 The MJ-77 Gnatsum P51 3/4
We hope that this information will allow you to find the Jurca of your
92 The MJ-8 FW190 3/4
dreams in the best conditions and to make your project come true.
94 The MJ-80 FW190 1/1
Happy building and flying! 98 The MJ-10 Spitfire 3/4
Patrick Cottereau 104 The MJ-100 Spitfire 1/1
Aircraft homebuilder
& CMJ volunteer 108 Unavailable & restricted drawings
Located in France, Paris area 115 Building License
webmaster@marcel-jurca.com
116 My builders’ contacts
v1 117 How to read the files & La bécane
Community of Jurca Aircraft

builders and Owners: Marcel
Jurca Committee & Jurca Air
Force.
To order a set of plans, go to the Surface preparation, respect of gluing
website “Drawings” and follow
the described process. PayPal
conditions, test specimens... some of
possible. Remember you can the mandatory rules for your wooden
also become a JAF member.
assemblies!
Photos : Marcel Jurca collection,
Federation RSA collection,
P. Cottereau, C. Smigetzka,
P. Missol, O. Vigneron, J-M
Rousseau and All rigths
reserved.
Building safety everyday
Marcel Jurca Aircraft - Ed. 2020 - 3
1996 interview
History
73 years is the age of Marcel Jurca, aircraft designer since his 25th spring and “the heap of
aircraft design tricks” is some 1,200 layers related to the construction of 27 different aircraft,
from the proto «trainer» of 1951 to the project of the full scale Mustang he is working on.
Jurca here he is, the man is tall, has presence and expresses himself with an accent that could
be described as rocky, with a pronunciation that annoys the RRRRs and that only reinforces his
speech and his frankness. But behind the man there is a work, a gigantic work with aircraft
known to all like the MJ-2 Tempête and the MJ-5 Sirocco, with others, totally unknown, such as
the Crivats twin-engine, the light Zephyr or the metallic Bise. And then there are the last ones:
the MJ-22 Bi-Tempête and the MJ-23 Orage.
Whether known or not, his planes have a number of things in common. Most of them are not
“beautiful” -in the canonical sense of the term- but have an incredible face-close-up look in an
Ennio Morricone movie. So look at a Sirocco with its shark’s tail fin in a low passage; If that day
the pilot knows how to do it and you have a sunset in the background...
And then, all of them match with a certain idea of the way to fly, of the kind of aircraft and
the pleasure of true piloting.
So, to better understand all of this, we went to see the wolf in his den, in Chenevières, to ask
him a few questions. I won’t hide the fact that it annoyed him a little at first because he knows
he still has too much work and no time to lose, and then the naturalness regained the upper
hand as he loves to share his unquenchable passion for the air.
Arnaud GRUET
Well for me the fighter, it represents In fact, I never did dual controls since
Here in Nangis, 1996.
the Aircraft by definition, with a capi- I started with the Grunau 9, a glider
tal A because when I opened my eyes where you sit alone on a beam and I
in life, there were above my head only continued to fly single-seaters
only fighters, which were not making even during the war on the Henschel
war because it was out of the war 129, a twin-engine single-seater. Two
but they were fighters, Polish Pezetel engines but only one stick, in the mid-
that I ended up flying at the fighter dle, and not a “horned stick”.
school. With their star-shaped engine
they had a very characteristic sound As soon as the war was over, as I had
MJ: I’m 73 years old and the average that made me jump out of bed. no plane anymore, I drew my “Jur-
life is around that, so I hurry, hurry, mar” which never flew.
hurry to finish, to finish with the Mus- For me, I couldn’t design a multi-seat-
tang, to make a whole. er plane, it didn’t interest me, too I had made too many design mistakes.
big. Even today I still like a 747, but So to learn I bought a set of plans of
But it’s funny because when you’re at it doesn’t make me vibrate, whereas Jodel D112 and built mine by ask-
that age and you think about the in- a spit that passes with a bit of rudder ing myself lots and lots of questions
evitable disappearance and you say in the sky, that makes me vibrate. about every detail. Once I thought
to yourself, well, at least I say to my-
self, I’ll always live because I leave
so much junk in papers, a bunch of
stuff from plane plans that in a long
time people will still talk about me
as if I were there...
AG: Marcel, all your aircraft, except

maybe the MJ-54 Silas which can be
considered as a «troop transport», so
all your aircraft are fighters. So, the
fighter for you, what does that rep-
resent ? Henschel 129
4 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

I had figured it out I went back to riving at one ton for the Mustang and
the drawing board and designed and so I put a little more wood.
built the Tempête using everything
I had learned about the D112. Surely On the same principle, I thought why
Delemontez never suspected the in- not take out the most fabulous fight-
fluence he had on my designs. ers and I went up to 3/4 scale when
I realized that you couldn’t get into
And then one thing leading to anoth- a Spit or a Messerschmitt 109 at 2/3
er, my planes got bigger and bigger scale.
until they were full scale replicas, but
in fact they are still Tempête, just a How was the transition from the ¾
little bit bigger. scale replicas to the full scale repli-
cas made?
How and why did you decide to move Ken Heit
on to replicas with powerful engines It was my correspondent in the USA,
when on paper the regulations did not Ken Heit, who said to me “why don’t The Messerschmitt 109 and the Focke
allow it? you make a full scale, we in the USA Wulf followed and now it’s the Mus-
want power and speed”? tang’s momentum.
It’s very easy to understand, I was
on holiday in 1965 or 66 and I was So I said, “You’re crazy, I don’t know The problem came with the builders
following French and American ama- how to do that”. We went together of the ACRAA in Reims who decided to
teur-building aeronautical magazines to the gathering in Friedrichshafen put a 700 hp engine that was outside
where they talked about the Midget and on the spot there was a Me 109: the scope of the CNRA regulation at
Mustang and the mini Mustang. I measured it from every angle and I that time.
They went to the DGAC who asked

them for a calculation file. They
asked who they should go to for this
calculation file? And they were told
“to Mister Jurca!”.
But I didn’t know how to make a FAR

23 type calculation file which weighs
4 kg with all the subtleties of the reg-
ulations.
MJ-7 I decided to get started anyway, so I

sold my Tempête so I could buy a com-
The first one had the cabin and the noticed that in its bonnet there was puter. I sold this plane to Baudouin de
tail, the second one had the wing but a 300 or 400 hp Lycoming type engine. France and while talking with him, I
without the cabin and with the tail, realized that his son, Guillaume, was
but above all they were both too small When I got home, I started drawing passionate about planes, that he was
planes. Flying them was like “a rabbit the full scale Spitfire, so I went to the a graduate of Gadzart and had all
fart on a glass sheet” and I thought air museum and took measurements the qualifications to help me make
“it’s a pity”, he doesn’t have the look and cut out cardboard templates to the file. So I gave him my computer
of a Mustang. be accurate to the millimeter. again and he started to draw up a
And then it lasted a split second, I

thought: the Sirocco has more or less
the same characteristics as a 2/3
Mustang and I said to myself: «these
four fuselage spars, if I fit them with
a Mustang superstructure with trape-
zoidal wings, then we’ll make it! «So
I bought a plastic model of the Mus-
tang with a 30 cm wingspan, very well
made, and I used it as a comparator
and anything else I could use to get
the dimensions of this plane. I filled
it with epoxy and cut it into slices af-
ter which I photographed each couple
and enlarged it to 2/3 scale.
The Sirocco was calculated, it was a

MJ-10
700 Kg plane so I did a short count ar-

History
MJ-100 prototype
calculation framework valid for all my And all the barriers were lifted... ESTACA really got me out of a rut.
planes. I’ve always been a kind of five-legged
My big chance was finding ESTACA. sheep...
At the same time, I got in touch with For six years now, I have been spend-
the ESTACA engineering school and ing one or two days a week with the Because when I brought out the
three students started to prepare students and I have given them every Tempête with 65 hp in 1956 I was told
their final thesis on the Autan, the possible and imaginable problem, all that I was crazy, that we were flying
full scale and the 3/4 Spitfire. my planes have passed back and forth two people with 65 hp on a Piper Cub.
in their hands. I told them that the Piper had 20 m²
But I didn’t know the school and I and that I only had 8 and then there
didn’t really believe in it. So I accel- And then there’s the way I present were the MJ-7s and 77 single-seaters
erated with Guillaume and he deliv- myself to all these young people. with 240 hp: with the DGAC it was:
ered the MJ-8, 9 and 10, the MJ-12 They’ve understood that their thesis “no, nope, yes, no...”.
and the MJ-77. at the end of the year is not going in
the garbage but that it will fly, that And today 800 hp on the Spit, no prob-
When he gave me this, 2 or 3 days lat- it’s serious, that there’s meat in it, lem, so the regulations had changed
er, ESTACA called me and said: “come and they see things differently. thanks to all this.
and get your calculation files”!
They get very good grades because Today (1996) you present us with
The people at the DGAC, who didn’t they apply themselves to it and the Orage that we could call Super
think I was capable of getting these they’re passionate about it. I don’t Tempête and the MJ-22 Bi-Tempête.
calculation files out, were very sur- leave them until everything has been So, back to your first love by leaving
prised when I put the 15 kg of paper searched, and now the “top notch” the precise historical references and
on their desk: they didn’t believe it. choose my projects. Guillaume and turning to a more playful series of air-
planes?
MJ-2 prototype The Bi-Tempete (i.e. Twin-Tempete)

is just an elucubration of Patrick Cot-
tereau during the RSA Moulin 93 on a
corner of a tablecloth. But often the
big projects start like that...

you expect, when you built your first
“Jurmar”, to initiate such a concen-
tration of energy?
No, of course not. Drawing airplanes

has always been to me like curing a
disease. Besides, I never thought or
wanted to make an industry out of it.
In fact, if only one copy of each of my

devices had been stolen, that would
have been enough for me. Well, may-
be not just one. So when I look at all
this I think to myself, “what a life...”
MJ-23 200 hp
with MJ-2 wing Marcel, a tricky question: if you had
to leave tomorrow for a desert island
MJ-23 300 hp
with a runway (let’s not exaggerate),
with MJ-55 wing
which of your planes would you take?
Oh, this is a $100 question...
Only one runway and I have the option

of taking one plane... If I’m alone on
an island, I’ll bring a Tempête.
What if you can take someone with

you?
If I can take someone with me... may-

be it would be the Sperocco as an air-
plane beauty. I really went to a lot of
trouble for this one, and I think it’s
really beautiful.
If now you look at all your planes al-

ready built, some of which have been
flying for more than thirty years, and
all those under construction, some of
which will still be flying in half a cen-
tury, how do you feel?
Someone told me, I think it was my

The Orage is an international compe- since it is almost easier to find a father, that you have to make sure
tition class plane for those who can’t 300 hp Lycoming engine than some you leave a mark on the earth even
afford to pay $200 an hour on this 100 hp. after your shadow has disappeared...
kind of aircraft, but it is not intended
for top competition because I can’t Let’s go back to the “classics”, I know
afford to make 2 or 3 prototypes to that two Tempête are under construc-
raise it to the level of an Extra. But tion in Romania, so what fun does it
it’s still a «hot» plane to fly with. give you?
The Tempête builders started to want Well there are no amateur build regu-
to install 150, 180 and then 200 hp, lation in Romania and with the plans,
which poses some problems on the I gave them the French regulation so
structure that was not originally in- that they can see what can be done
tended for that. there.
So because there was a demand and It’s true that sometimes I feel a bit
people are looking for speed and pow- like a Frenchman in London during the
er I designed the Orage to meet those war, so from here I see what I can do.
needs.
The Jurca Air Force was born from
The construction is very simple and the common passion that some man-
the motorization is not a problem ufacturers have for your aircraft. Did
Find the original soundtrack of this interview on www.marcel-jurca.com. Translation from French by PC, 2020.

Explanations from Marcel Jurca in 1960
History
ABOUT THE TEMPÊTE
Dear M. Editor in Chief,
In recent years, I have been forced

to take up the pen in order to better
explain myself to the public and thus
define the work I had done or had to
do.
Today, I find myself faced with a new

problem, or better still, with answers
to the many questions I am asked ev-
erywhere I land with my “Tempête”;
and I would be grateful if you would
insert these few lines in your maga-
zine, as far as possible.
First I need to answer the most fre-

quently asked question:
What are my aeronautical qualifica- the finesse of the aircraft (this is the Try to imagine the work involved in
tions? I answer: officially, none, ex- “Tempête”) by choosing a rectangular making a cap with a dihedral, where
cept one, tacitly granted: that of am- wing and at the same time, I thought you need a mold for each cap, espe-
ateur builder. I have often been asked that one and the same rib everywhere cially if you are dealing with an airfoil
if I am a graduate engineer: no, I am a would lead to a reduction in the cost with an evolving profile that tapers at
simple self-taught person. I started at price of manufacturing by leading to the end. (Obviously, you can’t think
the age of 7 by making scale models, the realization of a single mold: And for a moment about bending a piece
prototypes of my own design, which if we talk about ribs, I must take my of wood like the upper sole of the
most of the time “tried to fly” rath- hat off to Mrs. Joly and Delemontez, “Tempête” which is “200 X 50 mm”).
er than flew,.... Then it was gliding who taught me how to make a simple
school and motor flying. And so, with rib - see D11 - and showed me that I could have taken the solution of Mis-
the help of aerodynamics courses, I assembly joins can be oversimplified. ter Mignet, the father of the “Flying
trained on my own, loving my “hob- Flea”, who stretched a rope between
by”, aviation, with one desire that is In this rib, I note the joints of the the ends of the spar to be bent, until
still alive today: to fly with my own spacers which do not have any bevel he obtained the famous dihedral. But
wings on an airplane I designed my- cut (and this is normal because, ba- I didn’t need a dihedral, so I stayed
self, a very small airplane that I could sically, the gluing of the wood at the as flat as the table on which I take
use as one uses a bicycle... without end has no value and in the afore- my meals. Curiosity helped, so I made
having to continually resort to a club mentioned case, it transmits all the this spar without a dihedral and I must
whose chief pilot would authorize or efforts as well by the lateral plywood admit that the first time I took to the
not my flights according to availabil- strips as by a bevel cut at the end of air, I wondered what would happen,
ity. I wanted to free myself from the another strip having another bevel so much so that I was influenced by
“club” servitude and paid flight hours cut). many friends who considered the di-
at a price far beyond my means. hedral to be absolutely imperative on
These cuts are made with the help of a low wing monoplane. I finished the
Thus, by drawing on course books angle protractors and cut-to-length wing in 80 hours of work, 40 of which
and listening to “real” engineers talk fixtures, which must be extremely were for the spar.
about their “business”, I understood - precise... enough to bore even the
not having the material time to study most ardent user. Another frequently asked question:
at a major school - the key points that “Why a rectangular wing? »
go into the design of a light aircraft. So I adopted these ribs with the ap-
Moreover, I have since realized that proval of the Jodel team on the Well, again thanks to those damned
being an engineer does not give you “Tempête”, and I flatter myself that clever trapezoidal wing complexes,
the right to be automatically classi- I chose them... and there are only 7 evolutionary, with or without swept...
fied as “ingenious”... and that being on each side. All I wanted to do was flying. To be
“ingenious” cannot be learned at in the air was my one desire, with a
school... Then there is the dihedral of the wing healthy plane. So I avoided becoming
which, on the “Tempête”, is... non- a “scientist” by adopting a “Spitfire”,
So first I got rid of a bunch of prej- existent. Why is that? Because, first “Morane” or “Messerschmitt” wing
udices and complex aerodynamics of all, I wanted an acrobatic plane that could have given me stories of
learned with which, to gain a hun- and, at the same time, I was “broke” stalls due to vortices generated by
dredth on performance, you can man- enough not to think of a dihedral au- more or less elliptical shapes, and
age to build... a gas plant. For ex- tomatically requiring more expensive whose profiles are known at the root
ample, I preferred to lose slightly on glue strip spars. and tip, but whose polar is an eternal

problem for the sections taken at any liberty of offering advice to future what is wrong) is a step forward in
point along the way. I had no way to builders who have designed their air- the history of aircraft construction.
measure and define the new polars, craft themselves, namely: Give them Each manufacturing node, each detail
and I still wonder today how do the a vertical surface. Give it. “And when more or less simplified compared to
wise who build a wing with an evolv- you have finished giving it, remember others has, at its origins, a common
ing profile to know exactly their polar that half of it is still missing”, said trait relating to the ancestors. I don’t
at a given point! Mister Lecarme. believe in the idea of genius but in
the successive trial and error and the
I have always dreamed of “wings”, I He’s right. Don’t look for drawings of succession of ideas, perseverance and
have always enjoyed the graveyards planes with a tail shape inspired by self-confidence.
of airplanes, and I have always looked a fighter jet flying at 700 an hour 15
and swallowed with my eyes the years ago. The beauty of a “tail like When you draw an aircraft, you have
“guts” of a canopy, a section of rib or that” will earn you a stall on a slant to take everything into account. It is
a slit between the wing and its aile- attack with a slip and a half offset... necessary to draw the quintessence
ron. There was something to look at, and then you’ll laugh, but yellow. and to find the safest way by means
it was beautiful, and I always had fun of advanced knowledge in a multitude
letting my fingers run by barely touch- A large tail surface will play the role of fields. You have to learn how to
ing these surfaces so harmoniously of keel, combined with a single wing balance and discern. You have to jug-
rounded, as the air streams do... with a healthy polar. I came across gle everything at once. I’m accused
drawings of American airplanes and an of not doing my own calculations.
But then, beware of vibrations, flap enormity struck me: the whole Ameri- What’s the point? I’m liable to make
stall, pressure and depression be- can school during and especially after a mistake. So I use a calculator like
tween the upper and lower surface, the war uses huge vertical surfaces. Mister Mottez. That way I’m sure that
possible decrease in pure speed... Take a good look: almost a third of the up to the last match everything has
It was better to go back to the good length of the fuselage in stern height. been calculated correctly. Me, I take
old system of the Z-canvas which cut care of the dosage of the whole, of
off the vortices and depressions. Less And that’s the truth. Connect these the path (complicated or not, it’s up
complex, more safety, easy to build, surfaces harmoniously to the fuse- to me) to follow to make my plane.
shorter construction time. That’s the lage and drop the sharp, re-entrant In short, I industrialize it, or better, I
explanation. I left the elliptical shape connecting dorsal edges. A re-entrant make it industrializable. That’s how it
aside and took the right rectangle angle means a whirlpool, or even a was with !e “Tempête“, it will also be
which gave me 8 m2 for the 400 kg depression. Rounding like a “Skyraid- the same with the “Sirocco“.
I had estimated for the weight of my er” means good behavior (eh! yes) in
“Tempête”, using a nice old NACA stalls and especially when exiting a JURCA
23012 airfoil. I was sure not to run spin.
into disaster because the key points Translation from French by PC
were respected. And with a good And here we are, looking at the
EVRA propeller I still cruise 180 km/h “Skyraider” and remembering Cou- Note in 2020 : You have understood
at 2200 rpm and 65 hp. zinet, passing by Plan and Mottez, I it, all this dates from the very begin-
managed to make the fish tail of the ning of the Jurca history. With the
Then, the fuselage. “Tempête”. Yes, I do indeed remem- help of experience over the next de-
ber having kept in my drawer for a cade, replicas of warbirds, just like
Here’s another question I’m often very long time a 3-view of the “Sky- the Sperocco, the Fourtouna and the
asked... Why not an oval-section fu- raider”, and I remember that very Autan, took the lead in more complex
selage? “Like the Spit,” some say, often I looked at it for a long time designs, always with the ambition to
“it’s way nicer.” And with a tail “like trying to understand the reason of the make their construction accessible to
this” said others, often seeing it as thing. And now that the “Sirocco” is the motivated Aviator Builder.
the signature of the designer. It’s true being born I have in the same drawer
that the design of the tail led me to a picture of the “Tempête” that I of-
a real Chinese puzzle. First I wanted ten look at, and that I try to superim-
a plane that stalls in the axis. Having pose on its successor to get a glimpse
attached myself to the wing without a of the future: same evolution of the
dihedral, I had contacted Mr. Max Plan fuselage, same front view, same plan
and Mister Mottez who told me that view, minus the train.
“with something like that” and with a
small vertical surface, my plane was I know, there’ll be a lot of people to
going to stall “like that”, and they say that Jurca has, after all, copied
made me sweat in my back by rotat- everything. I will answer: Yes, with
ing their outstretched palms around a big Y, because the evolution of a
their respective little fingers. It is technique is only obtained by taking
true that I had presented them with a into account the experience of those
project for a vertical surface that was who have already gone through it.
barely larger than half my drawing ta- Every plane, good or bad (there are
ble. And that’s where the light came no bad planes, by the way, but bad
in. This is why I am today taking the engineers who insist on not changing

Marcel Jurca’s new archive room
Present days
O n October 26th, 2019, a new Mar-

cel Jurca’s archive room was in-
augurated near Fontainebleau, in the
Hoping that this will bring to life the
passion of our community around Mar-
cel’s amazing airplanes.
south-east of Paris.
See you there!
Apart from meeting around a glass
of champagne and a lunch “Marcel
style”, the aim was to make Marcel’s
aeronautical archives available to
Jurca aircraft enthusiasts.
On the menu of this nice lunch: home-

made aubergine caviar, leg of lamb in
the oven, flageolets, cheese and a Above, the «Sirocco» cake...
cake decorated with the photo of the Left, Marcel’s niece, Anca, is cutting
prototype of the Sirocco refueling at the ribbon.
Guyancourt airfield. Below, we were 16 around Anne-Ma-
rie for this inauguration.
As you can see on the panoramic pho-
to, the archive is composed of framed
photos, archives by type of aircraft,
design books and documentation,
photo albums and hundreds original
layers of the set of plans.
Ongoing actions to protect and facili-

tate usage by the community are the
scanning of the Calculation Files, the
scanning of not yet scanned plans, the
scanning of photos and albums, the
scanning of important letters...
The archives are accessible, by ap-

pointment, to the builders and own-
ers of Jurca aircraft, as well as to
motivated buyers of drawings. The
access modalities are described next
to the map.

For the builders and owners of Jur-
ca, motivated drawings purchasers,
ask for an appointment via the con-
tact section of www.marcel-jurca.com
then phone call.
Access by car:
60 km from Paris via A6

50 km from Orly airport
15 km from Melun
12 km from Fontainebleau
Access by train:
Connection Paris Gare de Lyon to

Fontainebleau-Avon by the Tran-
silien Line R, in one hour door-to-
door.
Access by airplane:
22 km from Moret Episy (LFPU)

26 km from La Ferté Alais (LFFQ)
26 km from Melun Villaroche (LFPM)
47 km from Nangis (LFAI)
HERE!

Designed and built between 1954 and 1956, the MJ-2 “Tempête” is a
single-seater built in wood and fabric, with a low wing and conventional
fixed gear.
The aircraft met a set of specifications that Marcel had set for himself:
« When I designed the Tempête, I wanted to make a airplane that was
easy to build, not dangerous in flight, that could be used for aerobatics
and whose flying would be close, all things considered, to a fighter of
the 2nd World War, that I had the opportunity to fly in 1943 and 1944
when, as a young fighter pilot, I served in the Royal Romanian Air Force,
Romania being my country of birth ».
MJ-2 “Te
empête”
Photo Vigneron family
MJ-2 Tempête
MJ-2 Tempête in 1956, the origin of a passion
D esigned by Marcel JURCA, the

MJ-2 “Tempête” is a single-seater
made of wood and canvas, with a low
elements of Jodel, such as the land-
ing gear, the tailwheel, the hinges,
the instruments panel as well as the
from the classic safety instructions
(respect of dimensions, joints making
and careful wood selection).
wing and conventional fixed gear. engine mount.
The community of builders and own-
After a first attempt at designing a sin- The wing will be Dihedral-free. “The ers of Jurca is relatively active, in
gle-seater, Marcel Jurca built a Jodel spars are pieces of flanges glued to- particular with the “Jurca Air Force”
D112 with the Aero-club de Courbev- gether,” explained Marcel Jurca, with annual gathering and on the Internet
oie (near Paris, and now still flying in his characteristic accent. with the bilingual website www.mar-
Caen, Normandy). Going to the RSA cel-jurca.com.
rally in Alençon in July 1954, he dis- The Tempête was built in dozens of
covered the Piel CP40 “Donald” which examples by enthusiasts from all Marcel JURCA
was a “revelation”. Two years later, over the world and was the origin of
the prototype of the MJ2 Tempête a whole line of aircraft, the last of After having been a fighter pilot in
took off with 65 hp, designed, built which is none other than an all-wood Romania during the Second World
and tested by Marcel Jurca. full scale Spitfire. War, Marcel JURCA arrived in France
in 1948.
The aircraft met a set of specifica- Like all other Jurca designs, the MJ-2
tions that he had defined himself: Tempête’s set of plans is divided into He first worked as a volunteer instruc-
ten folders: tor, flying 360 hours on Stampe SV4
“When I designed the Tempête, I 000 General information, the first year, then spent 15 years at
wanted to conceive a machine that 100 Wing, Télémécanique, 3 years at Thomson
was easy to build, not dangerous in 200 Fuselage, and again 15 years at Jupiter as sales
flight, that could have the possibility 300 Empennage, manager, until his retirement in 1983.
to do aerobatics and whose piloting 400 Landing gear, He was French naturalized in 1965.
would be close, all proposals kept, 500 Flight controls,
to a fighter of the 2nd World War, a 600 Canopy, In the early 1970s, he began selling
machine that I had the opportunity to 700 Engine, plans of Warbirds replicas, based on
fly in 1943 and 1944 when, as a young 800 Fuel system, the Sirocco, a two-seater evolution of
fighter pilot, I served in the Royal Ro- 900 Specifics the Tempête, mainly in North Amer-
manian Air Force, Romania being my ica. These 2/3 and 3/4 replicas led
country of birth”. If it is accessible to beginners, the set to the design of wooden aircraft,
of plans needs to be well studied and full scale, such as the Spitfire and
In order not to confuse the future documented regarding construction the FW190, powered at more than
builders of Tempête, Jurca designs and assembly techniques, because 1300 hp.
simple, he notably takes over many these subjects are not covered, apart

Its increasingly powerful designs will
contribute to the evolution of the
regulation governing the manufacture
of aircraft by private individuals, the
French “CNRA”.
In 1992, when the RSA awarded him

the Georges Béraud Diploma, he
summed up the philosophy of his de-
signs in a phase which appears in the
documentation of the “Tempête”:
“The Tempête was made for those
who have flown fighters and remem-
ber them, and for those who have
never flown them and have dreamt
of them”. It will be the same for the
Sirocco, a tandem two-seater.
Marcel JURCA passed away on Oc-

tober 19, 2001 and his drawings are
exclusively sold by the Marcel Jurca
Committee, on www.marcel-jurca.
com.
In 1956,
the first Tempête took
off and started the saga
of the
Jurca aircraft...
Les Cahiers du RSA #58, March 1968

“I’ve always been a kind of five-
legged sheep... because when I
brought out the Tempête with
65 hp in 1956, I was told that I
was crazy, because two people
with 65 hp were being flown on a
Piper. I told them that the Piper
had 20 square meters and I only
had 8!”

Three-view / Presentation
MJ-2 Tempête
Disclaimer: This document is for information purposes only. In spite of all the care taken in the search for information and their verification, the elements presented cannot in any case
engage the responsibility of the Marcel Jurca Committee. The choice to build an aircraft remains the exclusive appreciation of the builder. Readers are encouraged to point out possible
errors or additional information to improve the document in its future versions.

Specifications Decision matrix
Difficulty: 3
Specifications MJ-2 Tempête Complexity: 2
Seat 1 Flying: 3
Lenght 5,7 m Isolation: 3
Height 2,4 m Budget: 20-30 K€
Span 6,0 m
Wing area 8,0 m2 Regulation: >51%
Use: Balade Aerobatics
Wing chord 1,40 m
Available in: Plans No kit
Airfoil NACA 23012
Plans’ price: 380 €*
Balance range 16% à 32% (+/-3%)
Construction: Wood
Horizontal stabilizator span 2,5 m
Duration: <2500h
Horizontal stabilizator area 2,0 m2
First flight: 1956 Built: >60
Main gear spacing 2,3 m
Country: France *excl. postal fees
Empty weight <500 kg
Max weight Normal / Aerobatics 500-550 / 480-520 kg Difficulty:
Reference of the notation

1 : Advanced Kit, easy building,
G factor “normal” +4,5 / -2,2 G 2 : Standard Kit standard or light aircraft plans,
G factor “aerobatics” +6 / -3 G 3 : Common aircraft plans,
4 : Huge building work,
Front tank 65 liters 5 : High performance or large aircraft.
Rear tank 35 liters Complexity:
1 : Simple assy or complete raw material kit,
Pilot & luggages 80 kg & 20 kg 2 : Wood or metal with developable forms,
3 : Tube welded fuselage or mold-less composites,
Wing load (at max weight) 68 kg/m2 4 : Wood/metal non developable or molded,
Cockpit width 5 : Huge molds or multi-engine.
(total / shoulders)
80 / 63 cm
Flying:
1 : Standard tricycle,
Landing gear Conventional fixed 2 : Fast tricycle,
3 : Standard Conventional or high performance tricycle,
4 : Fast Conventional,
5 : High performance Conventional.
Isolation:
1 : Construction courses,
2 : Many constructions (>100),
3 : Meetings & active web site,
Performance per version: 4 : Regular meetings,
5 : Documentation only.
Engine type symbol: A/B/C D E F G H J K N P

Abandoned Continental Continental Potez Potez Lycoming Lycoming Lycoming Lycoming Lycoming
Engine
versions C90-12F O-200 4E20 4E30 O-235-L2C O-290C O-290D O-320 O-320
Power (hp) 65 to 85 90 100 105 115 118 125 135/140 150 160
Wood Metal Wood

Wood Wood
Wood fixed pitch fixed pitch fixed pitch
fixed pitch fixed pitch
Propeller NC fixed pitch Leger NC NC Sensenich Léger, diam.
Evra Evra
Evra AL1273 76-EM8- 1,82m,
D11.28.1.B D11.28.7C
174x130 0-63 pitch 1,48m
empty weights (instruments, accessories,
Empty weight (Kg) 450 480 - 410 403 - - 450 432

because the trend is increasing
Max speed (km/h)

general comfort...) and pilots!
220 230 - 235 225 - - 245 250

Versions not recommended
at sea level
Cruising speed (km/h)

185 195-200 - 205 206 - - 220 230
75 % power at 3000 ft
Fuel flow at 75% (l/h) 20 18 à 20 - 22 22 - - 30 27 à 33
Stall speed (km/h) 90 90-95 - 100 98 - - 100 102
VNE (km/h) 250 300 - 320 320 - - 310 310
VNO (km/h) 220 NC - NC NC - - 250 250
Vertical speed (ft/min) 1 200 900-1000 - 1200 1000 - - 2000 2500
Ceilling (ft) 15 000+ 15 000+ 15 000+ 15 000+ 15 000+ 15 000+ 15 000+ 15 000+ 15 000+
Autonomy 4h 4h30 - 4h30 3h - - 4h 2h
Covered distance (km) 700 800-900 - 900 600 - - 880 460
Roll take off (m) 350 250 - 350 350 - - 350 350
Roll landing (m) 450 300-400 - 300-400 300-400 - - 450 450
Finesse >7 7,4 (100km/h) >7 >7 >7 >7 >7 >7 >7
Important note : Each aircraft is unique and its performance may vary depending on its propeller, cowls, landing gear, finish and accessories located in the relative wind. The performances indicated
above are thus provided only as an indication and could not engage the Marcel Jurca Committee. The drawings are sold exclusively by the Marcel Jurca Committee and include a license fee to
build only a single aircraft.

Skinned drawing
MJ-2 Tempête

Wing
MJ-2 Tempête
T he Tempête’s wing is in one piece.

There is a folding version, but this
adds the weight of the steel fittings
toms of the spar shall be fitted with
2 mm okoume plywood to protect the
flanges.
Covering
The wing is covered with 1.6 mm Ok-

and the locking mechanism. oume plywood at the leading edge.
Ribs
It has a wingspan of 6 m with a 1.4 m The whole wing is covered with Da-
chord. The airfoil is a NACA 23012 The ribs are in hollowed out plywood cron® 2000 kg, following the usual
twisted from root to tips. but stiffened by Spruce strips glued processes.
around its perimeter. They are seven
The Tempête has no flaps and its fi- for each half-wing, and are composed Hinges
nesse at 150 km/h is close to 7.5. of two 7x14 mm spruce flanges, joined
by a 1.6 mm Okoume plywood core. The control surfaces are classically
Spar articulated with “Jodel” or “Robin”
The manufacture of these ribs can type hinges. Mounting on push rod is
The spar consists of two glue-lami- be done in a very simple way: trac- possible, at the builder’s choice.
nated flanges, usually Spruce or Ore- ing and cutting out the plywood and
gon pine, joined together by plywood gluing the flanges to the edge of the The sealing between the wing and the
formwork. plywood, acting as a template. control surfaces must be ensured to
improve their efficiency. The Jodel
It has no dihedral or twist and is per- A rectangular opening, allowing the method of the Z stapled leather strip
fectly straight from one end to the passage of the spar, is made in the works very well.
other, making it possible to use very plywood core, before assembly. The
simple templates. It can be made on a ribs are threaded and fixed in such
perfectly flat 6 m x 0.9 m table which a way that the trailing edge is raised
can then be used to make the other towards the wing tips, which consti-
elements, in particular the fuselage. tutes a 2° twist.
This 200 x 200 mm rectangular beam Ailerons

is made up of two flanges: upper and
lower, simple flat planks (spruce 350 The ailerons, not slotted, come from
kg/cm2 or Oregon pine 420 kg/cm2) construction with the wing, forming
with a thickness of 47 and 28 mm re- an integral part of the ribs to which
spectively, tapered towards the ends they are glued.
and cut in a “V” shape from the land-
ing gear attachment. The flanges are After threading them onto the spar,
joined by 3.2 mm plywood diaphragms the flanges are simply cut out be-
at each rib, and by 40 mm “box” dia- tween the hinges, thus obtaining
phragms at the height of the landing “twisted” ailerons according to the
Wing before formwork

gear and at the fuselage attachments. twisting of the wing.
and covering
The working skin of the spar consists The aileron has oblique ribs which,
of 5 mm okoume plywood on the front together with the front box, ensure
and rear sides of the rectangle, taper- its torsional rigidity.
ing to 2.5 mm at the ends in succes-
sive finger-joints. The tops and bot- Fixed gear attachment
reinforced area
Wing-fuselage wedding
Foldable wing at road size

Important note : Follow the drawings scrupulously, and if you think you’ve found an interesting modification, get the agreement of the CMJ first.

Fuselage
MJ-2 Tempête
Firewall before plywood

T Cockpit
covering
he Tempête is a plane of simple
design, very similar to the Jodel.
It also received its CDN in France. The width of the cab is 0.8 m (0.63 m
at the shoulders) and the entrance
Structure passage is widened by means of a side
door. Its total length is 1.75 m.
Its fuselage is made up of two flanks,
built separately flat, and each com- The front fuel tank is 65 liters, made
Inside the rear of the

prising two spars joined by two webs of 1.2 to 2 mm AG3 sheet metal,
(one inner, the other outer) made of identical to that of the Jodel D112. A
fuselage
2 mm and 3.2 mm Okoume plywood. rear tank can be mounted behind the
pilots seat, under the luggage area,
These flanks are built on the same adding 35 liters.
table as the wing and are then as-
sembled around five frames: firewall, The seat can accommodate a para-
wing-to-fuselage junction, seat back, chute for aerobatics. A modification is
tailwheel support and stern. provided for tall pilots, up to 1.93 m.
The turtle back of the fuselage is The panel is fixed at the wing-fuse-
Panel support
made of 1.6 mm plywood rolled on 10 lage junction and receives the instru-
mm plywood hollowed arches. ments. The upper part is mounted on
Silent Blocks, the lower part is left to
The fuselage is attached to the wing the builder’s decision.
by two bolts passing through the spar
at the main ribs and by two external Finishing
fasteners connected to the trailing
edge at the main ribs. The fuselage is fitted with external
side rods to produce a “curve” with
Mounting the arches

Canopy the 2000 kg Dacron® fabric covering
up the fuselage
it.
The windshield is made of 3 to 4 mm
Plexiglas or Lexan®, hot-molded on a You can either make cowlings to your
simple rolled aluminum sheet. It is own taste, or borrow molds from oth-
fixed on a 17x20 mm steel roll bar. er builders.
The jettisonable canopy slides back-

wards by rolling on six Rilsan® rollers,
joined together in pairs and guided
in “C” duralumin profiles, part of the
fuselage and the side door. It consists
of a Dural tube frame to which the
Building the vertical stabilizator

“bubble” canopy is bolted on. You can
buy the bubble in various shades from
Starplast (www.starplast.fr).
Fuselage before turtle back and vertical stabilizator.
Wing-fuselage assy
rehearsal

Tempête MJ-2D (Continental 90 hp)

Empennage
MJ-2 Tempête
T he empennage of the Tempête is

cruciform and consists of a rudder
and stabilizer, without a dihedral.
Rudder
The shape of this rudder is inspired by

that of the famous “Skyraider”.
The vertical stabilizer and rudder are

made of 16/10th Okoume plywood
with Dacron® 1000 kg glued on.
The rudder is controlled by cables di-

rectly connected to the rudder ped-
als.
Horizontal stabilizer
The horizontal stabilizer and eleva-

tor are composed of spars cut from a
spruce board, and the ribs are remi-
niscent of those of the wing.
The elevator trim is operated by a Ja-

cottet control or an electric servo.
The horizontal stabilizer is made

in a single 2.5 m section and passes
through the fuselage to be attached
by four M6 bolts.
Rudder before shuttering.

All these parts are made of Okoume
plywood and covered with 1000 kg Da-
cron® fabric.
The elevator is controlled by cables.
Hinges
The control surfaces are classically

articulated with “Jodel” or “Robin”
type hinges. Mounting with pushrods
is possible, at the builder’s choice.
The sealing between the stabilizator

and the control surfaces must be en-
sured to improve their efficiency. The
Jodel method of the Z stapled leather
strip works very well.
Elevator before shuttering.

Landing gear
T he fixed gear of the Tempête is
conventional (tailwheel).
Main gear
The Jodel type gear brings lightness

and simplicity, but other versions, no-
tably based on square tubes, are pos-
sible. It is also possible to buy them
directly from Avions Jodel in Beaune,
East of France. www.avionsjodel.com
Each leg is mounted on the spar with
Complete left gear (whithout fairings)

four bolts.
Damping is achieved by stacked rub-

ber blocks separated by Dural plates
in the shape of the internal profile of
the leg.
Wheels & brakes
The wheels, often fitted with 6.00

6-ply or 4-ply tyres, are fitted with
brakes, at the builder’s choice. Disc
brakes are now the most widespread.
If the leg is not natively profiled,

fairings made of aluminum sheet or
composite materials can be used to
Fixed gear attachment reinforced area

reduce drag.
Wheel fairings are not mandatory but

they allow to gain in speed and aes-
thetics. They are identical to those of
some Jodel or Robin.
Tail wheel
The tailwheel is mounted on three

to five spring steel blades. The most
commonly used model is the Jodel
PC5, also used on the Jodel D112.
You can also find a Scott (Piper Cub).

View of the fixed gear with the aerodynamic leg fairings. The
wheels remain here not faired.

Flight control
MJ-2 Tempête
T he Tempête’s flight controls are

standard cable controls. Adapta-
tion to rigid controls is possible.
Roll and pitch
The stick is articulated in a torsion

tube for the transmission of the aile-
ron control. This tube passes through
the middle of the spar. A pulley lo-
cated in front of the control column
ensures the return of the elevator
control.
The ailerons are connected to the

control column by a bellcrank at-
tached to the torsion tube, by a main
cable and two cables crossing the
main one in the wing.
Two 45° pulleys in each half wing en-

sure the change of direction towards
the aileron bellcrank. Another pulley
ensures the spacing between the ca-
bles.
It has never been easier to install a

two-axis autopilot on our aircraft.
The EFIS type instrument packages
offer optional servos and mounting
brackets.
Trim
In the case of manual elevator trim

(flettner), the jacottet control runs
along the inner side of the fuselage
and exits at the level of the control
surface, below the stabilizator.
In the case of electric trim, the ser-

vo control is mounted directly in the
control surface.
The throttle, propeller and carburet- Aircraft such as Jodel and Vans, with
Yaw tor heat controls are at the discretion their own supplies, have many points
of the builder. in common with your Jurca.
The rudder pedals consist of articulat-
ed pedals attached to the floor and Heat and vent However, some elements are specific
connected to the rudder by cables. and will have to be built by milling,
The cables leave the fuselage under Pull tabs are the usual response to lathe or mechanically welded.
the stabilizator edge. this type of command.
We have good addresses to share, so
Brakes are mounted either at the end There are now electric actuators get help!
of the rudder pedals’ travel, or above (small cylinders) to control the damp-
them, or with small additional pedals ers. This eliminates the headache of
located forward and on the outer side passing the controls through the fire-
of each rudder pedal. wall, thereby reducing the number of
perforations in the firewall.
Engine
Finding the right parts
The throttle control acts on the en-
gine via a flexible control that is Many suppliers can meet your needs
easy to find, for example at Aircraft in terms of mechanical accessories
Spruce. www.aircraftspruce.com (push rods, clevises, screws, servos,
levers, pullers, etc.).

Cockpit
T he interior layout is left to the
builder’s discretion, depending on
the standard or special equipment he
has decided to implement.
Instrument panel
However, it should be noted that there

is little space available between the
panel and the standard front tank,
forcing choices in terms of range or
equipment.
The current miniaturization, especial-

ly of the radio, GPS and transponder
(in two-element version) avoids this
type of dilemma.
The arrival of EFIS systems allows sig-

nificant weight savings, complete en-
gine control, and even the possibility
of being equipped with an autopilot.
Seat belt
The harness is of the “five-point”

type, especially for aerobatics.
Seat
The seat is usually not adjustable and

consists of cushions placed directly
on the plywood making the seat and
backrest. Length adjustment can be
made with the rudder pedals at the
discretion of the builder. Most of the
time, the rudder pedals are also fixed.
Ventilation system
Cabin ventilation is not addressed in

the drawings and is left to the build-
er’s discretion.
Scoop systems in the canopy or in the

fuselage sides are visible on some ma-
chines. Just go to the RSA or JAF gath-
erings for inspiration. An air outlet is
necessary, especially if the canopy
seal is very (too?) tight.
Cabine avec porte latérale ouverte.
Finally, for a “total” ventilation, it is

possible to modify the canopy to fly
in Torpedo. Leather helmet and white
silk scarf mandatory!

Engine
MJ-2 Tempête
T he 65 hp of the Continental en-

gine initially used proved to be a
little low over the years, as the air-
Type
Nb
cylinders
Power (hp) Compression RPM Weight (kg)
Continental C90 4 90 7.0:1 2475 77

craft gained weight with the advent
of modern radio and navigation equip- Continental O200A 4 100 7.0:1 2750 77
ment (VHF, VOR, GPS, etc.), as did Potez 4E20 4 105 8:1 2750 105
the pilots! Potez 4E30 4 115 NC NC NC
Lyco O-235-C/E 4 115 6.75:1 2400 112
The Tempête builder now equips his
plane either with a 100 hp Continen- Lyco O-235-J/K/L 4 118 8.50:1 2800 114
tal O-200, or a Lycoming 115/118 hp, Lyco O-290C 4 125 NC NC 120
and more rarely with a 135 to 160 hp
Lyco O-290D 4 135/140 7.50:1 2800 120
engine. It seems that with this power
the MJ2 has reached its maximum but Lyco O-320-A, E 4 140 / 150 7.00:1 2450 110
gives good sensations to pilots who Lyco O-320-B, D 4 160 8.50:1 2700 115
want a plane with a very interesting Lyco IO-320-B, C 4 160 8.50:1 2700 117
power to weight ratio.
Lyco LIO-320-B, C 4 160 8.50:1 2700 117
The assembly is one of the most clas-
sical and is, as such, not exhaustively
described in the drawings. The builder
has full freedom to install the engine
of his choice, as long as it respects
the “State of the Art”, the power lim-
it (including the associated reinforce-
ments for 130 hp and above), and the
Straight mount of a Lycoming O-320 160 hp

center of gravity range. Many piec-
es of equipment are available on the
market and do not need to be built
anymore (baffles, controls...).
Engine mount
The engine mount is either “straight”

or “dynafocal”, depending on the en-
gine configuration. It must be built
after the engine has been received in
order to adapt the exact dimensions
to the firewall and the aircraft’s cen-
ter of gravity.
Cowlings
The cowling is also at the builder’s

discretion, although some basic rec-
ommendations are presented in the
drawings. Some aircraft are equipped
with a propeller spacer allowing to
refine the line and to have modern
cowlings with air inlets calibrated ac-
cording to the cruising speed in order
Lycoming O-320 160 hp
to optimize the cooling drag. You can

use existing molds available from a
few builders, or make them yourself,
leaving you total freedom for the final
aesthetics of your aircraft.
Propeller
The fixed pitch propeller is the most

common, but you can also use a vari-
able pitch propeller.

Tempête MJ-2P (Lycoming 160 hp) and the builder, Pierre Missol

Some of the achieved projects
MJ-2 Tempête
Type MJ-2E - Serial: 96 - F-PJOE - 1997 - Builder: Didier Razon (Tempête #01 F-PHOE replica) (France)
Type MJ-2D - Serial: 13 - F-PPZB - 1968 & 1996 - Builder: André Philippe (France)

Type MJ-2D - Serial: 21 - F-PTXM - 1973 - Builder: Pascal Vigneron (France)
Type MJ-2D - Serial: 8 - F-PXKA - 1976 - Builder: Jean-Pierre Gruet (France)

MJ-2 Tempête
Type MJ-2H - Serial:10 - F-PTDM - 1999 - Builder: Michel Delaunay (France)
Type MJ-2E - Serial: 43 - F-PZTE - 1985 - Builder: Francis Heindryckx (France)

Type MJ-2D - Serial: 34 - F-PTER - 1972 - Builder: Maurice Lerminier (France)
Type MJ-2E - Serial: 76 - F-PYJG - 1980 - Builder: Eugène Tissot (France)

MJ-2 Tempête
Type MJ-2P - Serial: 54 - F-PGTY - 1991 - Builder: Jean-Louis Genty (France)
Type MJ-2D - Serial: 26 - F-PPPP - 1969 & 1990 - Builder: ACB Tarbes (France)

Type MJ-2H - Serial: 48 - F-PELD - 2002 - Builder: Denis Lacroix (France)
Type MJ-2D - Serial: 52 - F-PYFD - 1977 - Builder: Marc Chesneau (France)

MJ-2 Tempête
Type MJ-2P - Serial: 47 - F-PIOL - 2001 - Builder: Pierre Missol (France)
Type MJ-2H - Serial: 22 - F-PMMM - 2007 - Builder: Michel Metayer (France)

Type MJ-2H - Serial: 105 - F-PJLD - 2009 - Builder: Jean-Louis Dudon (France)
Type MJ-2H - Serial: 57 - F-PFDF - 2012 - Builder: Fabien Maurouard (France)

MJ-2 Tempête
Type MJ-2N - Serial: 66 - F-PJCD - 1999 - Builder: Dominique Corbaye (Belgium)
Type MJ-2E - Serial: 67 - G-ASUS - 1967 - Builder: D.G. Jones (UK)

Type MJ-2D - Serial: 31 - G-AYTV - 1971 - Builder: : A. Baggallay (UK)
Type MJ-2H - Serial: 25 - OY-BMW - 1997 - Builder: Werner Wirenfeld (Denmark)

MJ-2 Tempête
Type MJ-2E - Serial: 88 - F-PMZO - 2006 - Builder: Jean-Pierre Collangettes (France)
Type MJ-2D - Serial: 20 - F-PMXO - 1965 - Builder: Marc Van Laer (France). Here with Marcel Jurca in 1968.

Type MJ-2D - Serial: 82 - F-PGIL - 1984 - Builder: : Jean-Yves Gil (France)
Type MJ-2D - Serial: 49 - F-PYHK - 1980 - Builder: Guy Boulard & Alain Oswald (France)

Some ongoing projects
MJ-2 Tempête
Type MJ-2P - Serial: 116 - F-PCHK - Builder: Christophe “Flying tenor” Smigetska (France)
Type MJ-2P - Serial: 111 - Registry NC - Builder: Cédric Obriot (France)

Type MJ-2 - Serial: 60 - Registry NC - Builder: Bernard Nervo, then team Olivier Murcott (France)
Find many building pictures on

or Facebook/avionsmarceljurca

Designed between 1959 and 1962, the MJ-5 “Sirocco”is a
tandem two-seater in wood and fabric, with a rectangular
low wing and conventional landing gear.
Resulting from the study of the MJ-2 “Tempête”, a single-

seater that flew in 1956, the Sirocco is, from the outset,
designed for aerobatics and regains the flying qualities
of the single-seater.
MJ-5 “S
Sirocco”
Photo Jacques Guilem
MJ-5 Sirocco in 1962, to share the passion
MJ-5 Sirocco
D esigned by Marcel JURCA, the

MJ-5 “Sirocco” is a tandem
plane made of wood and fabric,
Like all other Jurca designs, the MJ-5
Sirocco’s set of plans is divided into
ten folders:
with a rectangular low wing and 000 General information,
100 Wing,
conventional fixed or retractable
200 Fuselage,
landing gear. 300 Empennage,
400 Landing gear,
Built from 1959, the prototype 500 Flight controls,
made its first flight in 1962, pow- 600 Canopy,
ered by a 105 hp Potez 4E20. It is 700 Engine,
quickly equipped with a retract- 800 Fuel system,
able landing gear, then equipped 900 Specifics In 1962,
with engines above 130 hp,
Although it is accessible to be- the first Sirocco took off
150/160 remaining the most com-
mon for travel and 180 to 200 for ginners, the drawings needs to be and marked the rise of the
well studied and documented on
aerobatics.
construction and assembly tech-
Jurca aircraft to multi-seater
Resulting from the study of the niques, as these subjects are not and Warbird replicas.
MJ-2 Tempête, single-seater hav- covered, apart from the classic
ing flown in 1956, the Sirocco is, safety instructions (respect of di-
from the beginning, designed for mensions, making joints and care-
aerobatics and regains the flying ful wood selection).
qualities of the single-seater.
To date, more than 80 Siroccos
Its design is guided by the simplic- have been built, most of them in
ity of construction and, for the France, some in North America,
large rudder, the evocation of the Europe and New Zealand.
F105 “Thunderchief” american
jet fighter. The Sirocco remains a rare air-
plane which awakens curiosity on
each of the airfield visited. Note
that there is a side-by-side ver-
sion of the MJ-53 “Autan”.
Les Ailes - February 1960

The two prototypes “Tempête” and “Sirocco” in the early sixties
The prototype “Sirocco” at Guyancourt in the end of the sixties
The prototype “Sirocco” at Persan in the mid-seventies after being rebuilt with 180 hp
Les Cahiers du RSA 177, June 1991 EAA Sport Aviation, July 1968 EAA Sport Aviation, May 1966

It is with a view to satisfying
the most highly trained pi-
lots and young people who are
planning a career in the air,
that Marcel Jurca, creator of
the single-seater sports plane
Tempête, which is certainly the
cheapest acrobatic plane in the
world, has just finished studying
a two-seater of the same formu-
la: the MJ5 Sirocco. (Les Ailes
Feb. 20th, 1960).

Three-view
MJ-5 Sirocco
Disclaimer: This document is for information purposes only. In spite of all the care taken in the search for information and their verification, the elements presented cannot in any case
engage the responsibility of the Marcel Jurca Committee. The choice to build an aircraft remains the exclusive appreciation of the builder. Readers are encouraged to point out possible
errors or additional information to improve the document in its future versions.

Specifications Decision matrix
Difficulty: 3
Specicications MJ-5 Sirocco Complexity: 2
Seat 2 tandem Flying: 3

Lenght 6,22 m Isolation: 3
Height 2,25 m Budget: 30-50 K€
Span 7,34 m
Wing area 11,7 m2 Regulation: >51%
Use: Travelling Aerobatics
Wing chord 1,4 m
Available in: Plans No kit
Airfoil NACA 23012
Balance range 16% à 32% (+/-3%)
Construction: Wood
Horizontal stabilizator span 3,26 m
Duration: <2500 h
Horizontal stabilizator area 2,8 m2
Main gear spacing 2,58 m
Empty weight <600 kg
Max weight Normal / Aerobatics 925 / 720 kg Difficulty:

1 : Advanced Kit, easy building,
G factor “normal” +3 / -1,5 G 2 : Standard Kit standard or light aircraft plans,
G factor “aerobatics” +6 / -3 G 3 : Common aircraft plans,
4 : Huge building work,
Front tank 70 liters 5 : High performance or large aircraft.
Rear tank 2x30 liters Complexity:

1 : Simple assy or complete raw material kit,
Pilot & luggages 160 kg (2x80) & 20 kg 2 : Wood or metal with developable forms,
3 : Tube welded fuselage or mold-less composites,
Wing load (at max weight) ~80 kg/m2 4 : Wood/metal non developable or molded,
Cockpit width 5 : Huge molds or multi-engine.
(total / shoulders)
75 / 63 cm
Flying:
1 : Standard tricycle,
Conventional 2 : Fast tricycle,
Landing gear
Fixed or retractable 3 : Standard Conventional or high performance tricycle,
4 : Fast Conventional,
5 : High performance Conventional.
Isolation:
1 : Construction courses,
2 : Many constructions (>100),
3 : Meetings & active web site,
Performance per version: 4 : Regular meetings,
Engine type symbol: D E EA F G H J K L M

Gear (1=Fixed, 2=retract.) - - - - 2 2 - 2 2 -
Lycoming Lycoming Lycoming Lycoming Lycoming Lycoming

Engine Walter Continental Franklin Franklin
O-235 O-290 O-320 O-320 O-360 O-360
Power (hp) 115 125-135 140 145 150 160 165 180 200 220
Metal Metal Metal

Metal
fixed pitch fixed pitch variable
Propeller NC fixed pitch NC
Sensenich Sensenich pitch
Sensenich
76-EM8-0-63 M74D Hartzell
Empty weight (Kg) 560 538 - 550 560 -
Max speed (km/h)

250 NC - 280 300 -
at sea level
Cruising speed (km/h) Versions not recommended 220 210 - 260 280 -
75 % power at 3000 ft
because the trend is
Fuel flow at 75% (l/h) 30 35 - 36 40 -
Stall speed (km/h)

increasing empty weights 105 85 - 100 105 -
VNE (km/h) (instruments, accessories, 285 295 295 320 335 335
VNO (km/h) retractable gear, general 250 255 255 270 280 280
Vertical speed (ft/min) comfort...) and pilots! 1 500 1500 - 2000 2500 -
Ceilling (ft) 15 000+ 15 000+ - 15 000+ 15 000+ -
Autonomy 4h20 3h30 - 3h40 3h30 -
Max distance (km) 800 650 - 1000 900 -
Roll take off (m) 350 350 - 300 300 -
Roll landing (m) 450 450 - 450 450 -
Important note : Each aircraft is unique and its performance may vary depending on its propeller, cowls, landing gear, finish and accessories located in the relative wind. The performances indicated
above are thus provided only as an indication and could not engage the Marcel Jurca Committee. The drawings are sold exclusively by the Marcel Jurca Committee and include a license fee to
build only a single aircraft.

Skinned drawing
MJ-5 Sirocco

Wing
MJ-5 Sirocco
T he rectangular, one-piece wing

is 7.34 m wide, with 2x0.37 m of
tips for 1.4 m of chord. The airfoil is a
Ribs construction
The ribs, seven for each half wing,

Ailerons
The ailerons, non-slotted, come of

NACA 23012 set at +4° at the root and consist of two 7 x 14 mm spruce soles construction with the wing, forming
+2° at the marginal edges. joined by a 1.6 mm okoume plywood an integral part of the ribs to which
core. they are glued. After threading on
Main spar the spar, one simply cuts the soles
The manufacture of these ribs can be between the hinges, thus obtaining
The main spar, taking all the efforts, done in a very simple way: tracing “twisted” ailerons according to the
is a 220 x 150 mm rectangular beam, and cutting the plywood and gluing twisting of the wing.
composed of two flanges: upper and the soles to the edge of the plywood,
lower, simple flat planks (spruce) 50 acting as a template. The aileron has oblique ribs which,
and 28 mm thick, respectively, ta- together with the false front box, en-
pered towards the ends and cut in a Each half wing has five full ribs and sure torsional rigidity.
“V” shape from the landing gear at- two ribs with the nose removed, in
tachment. The flanges are joined by line with the landing gear housing. Removable leading edge
3.2 and 1.6 mm plywood diaphragms A rectangular opening, allowing the
at each rib, and by 50 mm “box” dia- passage of the spar, is made in the The oblique leading edge, to the right
phragms at the landing gear and fuse- plywood core before assembly. The of the landing gear, is made of 1 mm
lage attachments. ribs are threaded and secured so that sheet AG3 aluminum, shaped after
the trailing edge is raised towards the first complete rib and the rib tip
The working skin of the spar consists the wing tips, which constitutes a 2° glued to the fuselage. This sheet is
of 10 mm okoume plywood on the twist. cut on the underside to allow the gear
front and rear sides of the rectangle leg to pass through when the landing
and tapering to 3,2 mm at the ends, Wing skin gear is retracted.
one after the other. The tops and bot-
toms of the spar shall be covered with The skin is made of 1.6 mm okoume
2,5 mm plywood. plywood for the leading edge, up to
the spar, and for the wing tips, from
The spar shall not have any dihedral the penultimate rib. Openings are left
or twist. It is perfectly straight from between ribs 3 & 4, 5, 6 & 7 to raise
one end to the other, making it possi-
Left wing tank, welded aluminum

some stiffness in the box.
ble to use very simple templates. For
amateur construction, it can be made The whole wing is then covered with
on a perfectly flat 7 m x 0.9 m table, fabric, following the usual proce-
which can be used for the construc- dures.
tion of the other components, includ-
ing the fuselage.
Montage aile-fuselage
(gear) & karman (optional)

Removable leading edge

The specific shape of the Sirocco with its rectangular wing...
Important note: Follow your drawings scrupulously, and if you think you’ve found an interesting modification, get the agreement of the CMJ first.

Fuselage
MJ-5 Sirocco
T he Sirocco is a simple design air- The front panel is fixed at the
Firewall
craft, a tandem evolution of the wing-to-fuselage junction and re-
MJ2 Tempête, with a construction ceives the instruments. The upper
very comparable to the Jodel. A side- part is mounted on Silent Blocks, the
by-side tandem version is also avail- lower part is left to the builder’s dis-
able, the MJ-53 “Autan”. cretion, as is the rear panel.
Structure The rear seat has a trunk that can be

accessed by lifting the seat cushion
Rear seat Bulkhead

The fuselage is made up of two flanks, and which, depending on the center-
built separately flat, and each coming, can hold the battery.
prising two spars joined by two webs
(one inner, the other outer) made of The luggage compartment is acces-
2 mm and 3.2 mm Okoume plywood. sible from the cushion forming the
back of the rear seat. However, an
These flanks are built on the same external door is possible, as well as
table as the wing and are then as- an extension of the volume of this
sembled around five frames: firewall, luggage compartment to an additional
Main Bulkhead for the

wing-fuselage assy
wing-to-fuselage junction, rear seat torque, by reinforcing the floor (e.g.
back, tailwheel support and stern. fiberglass) and respecting the balance
range during loading.
The turtle back of the fuselage is
made of 1.6 mm plywood rolled on The main 70-liters fuel tank, made of
10 mm plywood hollowed arches. 1.2 to 2 mm AG3 sheet metal, is locat-
ed at the front, in the center of the
Canopy fuselage, behind the panel, between
the rudder pedals. It is made by weld-
The windscreen is made of 4 mm ing two folded aluminum sheets to-
gether. (plan below)
Inverted fuselage
Plexiglas or Lexan®, hot-molded on
a simple rolled aluminum sheet. It is
fixed on a 17x20 mm roll bar. Finishing
The drop-down canopy slides back- The fuselage is equipped with side
wards by rolling on six Rilsan® rollers, rods to produce a “curve” with the
joined together in pairs and guided in 2000 kg Dacron® fabric covering it. The
duralumin “C” profiles, bolted on the positioning of these rods is different if
fuselage. It consists of a duralumin the large (optional) wing-to-fuselage
Gluing the firewall to the

tube frame to which a 3 mm Plexiglas junction karmans are fitted. You just
or Lexan® bubble is fixed (specific have to think about it before...
mold or from SF28 motor glider type
flanks
turned back-front).
Cockpit
The cabin consists of the main seat at

the front and the passenger seat at
the rear. Both seats can accommodate
a parachute for aerobatics. Piloting is
Gluing the flanks
provided in mono from the front seat,

but is possible from the rear seat for
the fixed gear ver-
sion.
For both seats, the

width of the cabin
is 0.8 m (0.63 m at
Luggage external access
the shoulders), the

height is 1 m and the
entrance passage at
(left side)
the shoulders is 0.55

m, corresponding to
the width of the can-
opy.

Photo Hélène Brillant
Side view of a Sirocco MJ5-G2 (150 hp retractable landing gear) equipped with a 7 cm propeller spacer allowing to refine the cowling.

Empennage
MJ-5 Sirocco
T he empennage of the Sirocco is
Left elevator, location of the trim

cruciform and consists of a rudder
and a stabilizer without a dihedral.
Rudder
The shape of this rudder is inspired

by the rear of the jet fighter “F105
Thunderchief”. The stern and rudder
are made of 16/10th Okoumé plywood
and are covered with 1000 kg Dacron®.
Viewed from the side, the lower part

of the rudder has a “swelling” at the
bottom, due to the width of the stern,
composed of two 6 mm CP boards.
These plates enclose the fixed rudder
flettler.
The swept shape of this rudder is not

only for aesthetic reasons, but also to
delay the release of the air stream at
high control inputs and to simplify
the structure.
Rehearsal of the tailplane, view from front right

The rudder is controlled by cables di-
rectly connected to the rudder ped-
als.
Elevator
The horizontal stabilizer and elevator

are made up of stringers cut out of a
(spruce) board, and the ribs are simi-
lar of those of the wing.
The elevator trim is operated by a Ja-

cottet control or an electric servo.
The horizontal stabilizer is made in

a single 3.26 m section and passes
through the fuselage to be attached
by four M6 bolts. Two profiled shrouds
connect the underside to the bottom
of the fuselage.
All these elements are made of Ok-

oumé plywood and covered with
Rehearsal of the tailplane, view from rear left
1000 kg Dacron® fabric. UV protection

is mandatory.
Hinges
The control surfaces are classically

articulated with “Jodel” or “Robin”
type hinges. Mounting on push rods is
possible, at the builder’s choice.
The sealing between the ball joints

and the control surfaces must be en-
sured to improve their efficiency.

Landing gear
T he landing gear of the Sirocco is of
conventional configuration (tail-
the retractable, can be made to order
by Avions Jodel in Beaune.
Right retractable leg (standard manual version)

wheel) and can be equipped with a www.avionsjodel.com
fixed or retractable undercarriage,
including the wheel as part of the The fairings of the fixed train are not
“specifics”. mandatory but allow to gain in speed.
Retractable gear Wheels & brakes
In its retractable version, the main The wheels, equipped with 420x150 or
landing gear consists of two sin- 380x150 tires, are fitted with brakes,
gle-legged gears, each actuated by a according to the builder’s choice. Alu-
25CD4S steel tube self-breaking link- minum sheet metal “trousers” com-
age. plete the set to ensure the closing of
the housing when the landing gear is
The leg is made of a 1.5 mm sheet retracted.
metal, rolled into a “torpedo” shape,
containing the two alpax weights used Tailwheel
to guide the vertical spindles made
of 50 mm 25CD4S steel tube. One of The tailwheel is mounted on five
the weights is attached with the fixed spring steel blades. The most com-
part, the other with the vertical spin- monly used model is the Scott 3200,
dle. also used on the Jodel D140 “Mousque-
Faired wheels
taire” or the Piper “Super Cub”.
The shock absorber is made up of nine
“Weidert” washers type A4 ensuring The retractable tailwhel is available
130 mm of travel, and housed in the as a “specifics” from the 900 part of
leg. the drawings.
The profiled strut is welded to a steel

tube which, via two bronze bushes,
rotates inside another tube, which is
connected to the spar by two bolted
plates.
Hydraulic actuator
On the side of the leg, and at the top
of it, there is the control pin which
is connected to the connecting rod
(adjustable on the ground) from 1 to
2°. It is maintained beyond “neutral”
when the gear is extended, by a con-
stant pressure provided by an alumi-
num wedge. In this position, the leg is
locked automatically.
Landing gear actuation is carried out

by separate controls, one for each
leg, joined together on a torsion bar
Gear control. Standard crank on the right,
passing through the front fuselage

and operated by a crank handle. The
landing gear can be powered electri-
electric motor on the left.
cally or with hydraulic actuators.
The position of the landing gear is vi-

sually controlled by two rods extend-
ing 3 cm from the top of the remov-
able leading edge.
Fixed gear
The choice of the type of gear is made

during the construction of the spar
and is therefore decisive for the fur-
ther construction. The fixed gear, like

Flight controls
MJ-5 Sirocco
T he flight controls of the Sirocco

are cable or rigid: recommended
for the elevator and optional for the
ailerons.
Roll and Pitch
The front and rear sticks are connect-

ed to each other by a steel tube pro-
viding elevator control, integrated in
a torsion tube that controls ailerons.
These tubes pass through the mid-
dle of the spar. Ideally, the elevator
is controlled by a long torsion tube,
actuating a bellcrank from the one lo-
cated at the bottom behind the rear
seat. The rear control stick can be
made removable for safety reasons.
The ailerons are connected to the con-

trol columns by a bellcrank attached
to the torsion tube, via a main cable
and two cables crossing the main in
the wing. Two 45° pulleys in each half
wing ensure the change of direction
to the aileron bellcrank. Another pul-
ley ensures the spacing between the
cables.
It has never been easier to install a

two-axis autopilot on our aircraft.
The EFIS-type instrument packages
offer optional servos and mounting
brackets.
Trim
In the case of manual elevator trim,

the Jacottet control runs along the
inner side of the fuselage to the aft
backrest, then crosses it to exit at the
control surface under the stabilizator.
If it is electric, the servo control is
then mounted directly in the elevator. travel, or above them, or with small ing the controls through the firewall,
additional pedals located on the outer thereby reducing the number of per-
side of each rudder pedal. forations.
Flaps
The flaps on the Sirocco are consid- Engine Finding parts

ered a “specific” and are not widely
used because they are notoriously The front and rear throttle controls Many suppliers can meet your needs
inefficient, according to the designer are connected to each other by a in terms of mechanical accessories
himself. They are electric. tube. The front throttle lever acts on (push rods, clevises, screws, servos,
the engine via a flexible control that levers, pullers, etc.).
is easy to find, for example at Aircraft
Rudder
Spruce. The throttle, propeller and Aircraft such as Jodel and Vans, with
carburettor heat controls are at the their own supplies, have many points
The four rudder pedals consist of
discretion of the builder. in common with your Jurca.
hinged plates attached to the floor
and connected to each other and to
the rudder by cables. The cables Heat and ventilation However, some elements are specific
and will have to be built by milling,
leave the fuselage under the stabili-
Pull tabs are the classic response lathe or mechanically welded.
zator.
to this type of command. There are
miniature electric actuators (small We have good addresses to share, so
Brakes are mounted at the front, ei-
cylinders) to control the dampers. get help!
ther at the end of the rudder pedals’
This eliminates the headache of pass-

Cockpit
T he interior layout is left to the
builder’s discretion, depending on
the standard or special equipment he
has decided to implement.
Instrument panel
However, it should be noted that there

is little space available between the
panel and the standard front tank,
forcing choices in terms of range or
equipment.
The current miniaturization, especial-

ly of the radio, GPS and transponder
(in two-element version) avoids this
type of dilemma.
It is recommended that good practice

be used to position the instruments
so as not to disturb pilots flying on
several machines, thus ensuring flight
safety.
The layout of the aft instrument pan-

el is optional and is only intended to
facilitate dual control.
The arrival of EFIS systems allows sig-

nificant weight savings, complete en-
gine control, and even the possibility
of being equipped with an autopilot.
Seat belts
The harness is of the “five-point”

type, especially for aerobatics.
Seats
The seat is usually not adjustable and

consists of cushions placed directly
on the plywood making the seat and
backrest. Length adjustment can be
made with the rudder pedals at the
discretion of the builder. Most of the
time, the rudder pedals are also fixed.
Ventilation
Cockpit view from front left side
Cabin ventilation is not addressed in

the drawings and is left to the build-
er’s discretion.
Scoop systems in the canopy or in the

fuselage sides are visible on some ma-
chines. Just go to the RSA or JAF gath-
erings for inspiration. An air outlet is
necessary, especially if the canopy
seal is very (too?) tight.

Engine
MJ-5 Sirocco
T he Sirocco is designed for a pow-

er range from 115 to 220 hp. The
most commonly used are the 150,
Type Cylinders Power (cv) Compression RPM Weight (kg)
O-320-A, E 4 150 7.00:1 2700 110

160, 180 and 200 hp Lycoming en-
gines. The comfortable minimum is a O-320-B, D 4 160 8.50:1 2700 115
power of 150 hp. IO-320-B, C 4 160 8.50:1 2700 117
LIO-320-B, C 4 160 8.50:1 2700 117
The engine assembly is one of the
(L)O-360-A 4 180 8.50:1 2700 120
most classical and is, as such, not
exhaustively described in the draw- O-360-F 4 180 8.50:1 2700 123
ings. The builder is free to install the IO-360-B 4 180 8.50:1 2700 123
engine of his choice, as long as he
IO-360-A, C 4 200 8.70:1 2700 133
respects the “State of the Art”, the
power limit (including the associated LIO-360-C 4 200 8.70:1 2700 139
reinforcements for 200-220 hp), and TO-360-C 4 210 7.30:1 2575 156
the balance range. TO-360-F 4 210 7.30:1 2575 156
TIO-360-C 4 210 7.30:1 2575 158
As the wing angle is dependent on the
installed power, the choice of the en-
gine must be made at the beginning of
Spacer for O-320 (here 70 mm)

the construction.
Engine mount
The engine mount is either “straight”

or “dynafocal”, depending on the en-
gine configuration. It must be built
after the engine has been received in
order to adapt the exact dimensions
to the firewall and the aircraft’s cen-
ter of gravity.
Cowling for O-320

Cowlings
The cowling is also at the builder’s

discretion, although some basic rec-
ommendations are presented in the
drawings. Some aircraft are equipped
with a propeller spacer allowing to
refine the line and to have modern
cowlings with air inlets calibrated ac-
cording to the cruising speed in order
to optimize the cooling drag. You can
use existing molds available from a
few builders, or make them yourself,
leaving you total freedom for the final
aesthetics of your aircraft.
Propeller
Lycoming O-320 with baffles
The fixed pitch propeller is the most

common, the variable pitch version
being often used from 180 hp up-
wards. The weight difference is 10
to 15 kg, which requires a centering
adjustment.
Dynafocal mount

Front right view without cowling of a Sirocco MJ5-K2 (180 hp retractable landing gear).

How a Sirocco flies
MJ-5 Sirocco
Maneuverability and control As for secondary responses, these Stall

are practically non-existent, both in
The Sirocco is always controllable reverse yaw and induced roll. This The behavior at low speeds up to stall
and sufficiently maneuverable in all independence of the two transverse was studied at different loads, with
phases of flight so as not to require axes is a good thing for an aerobatic or without engine power, under aer-
exceptional skill from the pilot and aircraft. obatic training flight conditions and
without the risk of exceeding the lim- regardless of the engine, from 100 to
it load factor. Trim 200 hp.
Longitudinal control The elevator control has a trim tab • In straight flight at n~1 g,
mounted on the trailing edge and in-
At any airspeed close to the stall side the right elevator. • When turning at 30° of lateral in-
speed, with or without engine power, clination,
the aircraft can still be given suffi- Control is by means of a small lever
cient nose-down movement to re- located on the left side of the fuse- • Climbing on a steep incline.
turn to Vx or 1.5 Vs with satisfactory lage, ideally located near the throt-
speed. tle. The trim, in electric version, will Overall, the following behavior was
be ideally controlled from the switch- observed:
The application of take-off pow- es of an ergonomic stick.
er from a reduced throttle balance • Regardless of the balance and con-
around 1.5 Vs, results in a very low Remember, however, that the full figuration, the elevator always al-
nose-up torque requiring practically nose-up travel is not sufficient to en- lows you to reach the stall.
no effort to maintain speed (1.5 Vs = sure a full landing in case the elevator
150 km/h, speed for reduced throt- control fails. • The efforts remain low until the
tle). dive, but always in the correct di-
The rudder has a fixed tab, as well as rection. When moving, the control
The possibility of landing at elevator the aileron, if applicable. stick retraction is more sensitive
trim has been studied. The conditions to the immediate approach of the
for a landing can be achieved and the Longitudinal stability stall.
aircraft can be brought to a vertical
speed of zero descent. However, the It was checked at 24.5 and 33 per • Warning signs are practically
step obtained in these conditions recent of the balance in each of the non-existent. A visual or audible
quires full nose-up elevator trim trav- recommended configurations. alarm is recommended.
el and therefore limits any “defense”
on the flare. • Climb at W~75% around an equilib- • The loss of control is characterized
rium at 1.4 Vs by a moderate low frequency buf-
Lateral control feting, accompanied by brief roll
and yaw control • Cruise at W~75% from level equi- breakaways that are very well con-
librium trolled by the ailerons.
At first glance, the roll is certainly,
although acceptable, the worst of the • Approach at W required to main- • If you insist until, in some cases,
three control surfaces. Its efficiency, tain a 3° glide slope around 1.5 Vs. you bring the elevator to the rear
sufficient in normal use, is much more stop, cross control is always as-
marginal in aerobatics and is accom- The stress slopes are low, making the sured (ailerons and rudder).
panied by significant efforts beyond elevator quite light and especially not
180 km/h. very homogeneous with the roll. • The engine power does not change
this behavior very much, but later-
But it should be noted that this is a Checked in the same configurations, al control is a little more delicate
particularity wanted by Marcel Jur- the sinusoids are fairly well damped when you want to insist on stalling.
ca because it is a training aircraft (periods of 23 to 25 seconds). This behavior is very healthy and
which was thus automatically limited just by releasing the pressure on
to perform acrobatic figures that do Yaw and roll stability the control column the stall symp-
not cause unnecessary fatigue of the toms disappear instantly.
airframe. Yaw stability is strongly positive. It is
even a little excessive at high speeds, • In a turn, you will find the roll
On the other hand, in a failed recov- which creates a kind of dry and un- breakaways that you always con-
ery, the aileron remains effective pleasant “snaking”. trol with the ailerons alone. Buf-
even at 30 km/h. feting is still a symptom of a stall
Roll stability is, on the other hand, nil and not a warning sign.
The rudder is highly effective, even in any configuration and sometimes
overpowering in normal use, where even slightly negative in strong skids. • Finally, on a steep climb, the loss
the control is very sensitive. In aer- of control is accompanied by a
obatics, this feature is highly appre- good longitudinal surge that is
ciated. quite slow and practically no roll.
During the stall, the elevator can

be moved to the rear stop without fuel pump running and the tank load- Evolution on the ground
any change in this behavior. The ed.
aircraft sinks with little buffeting Visibility is good, the level is slight-
and for a long period of time. Con- As soon as the engine stops, the ly raised. The combination of rudder
trol is regained immediately upon characteristics of the spin become and tailwheel provides sufficient di-
recovery. perfectly linear. This transformation rectional control to operate normally
from an almost permanent spin to a without using the differential brakes
• The overall altitude loss is low and “permanent” spin is not sensitive to (wind <10 kt). The aircraft enters in
even zero when the stall is per- the pilot’s level. longitudinal oscillation when running
formed at full admission. on concrete slabs: the frequency of
Recovery, stopping action: Each time the oscillation is that of the passage
Spin the conventional action are applied of the slabs. This behavior occurs
while the engine is still running, the when too much flexibility is given to
Spin behavior was checked at C=26.5% spin is stopped in a maximum of one the spring leaves that support the
- 29% - 32.5% and 32.7% and the return (foot against, forward sector tailwheel.
sults are analyzed as follows : stick, neutral roll).
The take-off is easy, the axis holding
Launch: Engagements were obtained However, the extended right-hand does not offer any particular difficul-
on approach to the stall in straight spins, causing the motor to stop, have ty, except a high rudder efficiency
flight by bringing the elevator to nose- highlighted the inadequacy of the combined with low efforts leading to
up, the direction for the spin and the standard instructions. In these cases, a slight over control of the aircraft on
buckle to approximately neutral. The it is indeed necessary to bring the roll this axis. The flight line is obtained at
crossover of this control is difficult “with” to obtain a much longer stop about 60 km/h.
to obtain belly stick (thigh stop). An in a minimum of two turns.
engagement, cross control, was how- Its is important to take sufficient time
ever carried out, but at the cost of an This action of warping “with”, which at horizontal level in order to accel-
unorthodox position of the belly stick is not intuitive but whose effective- erate, avoiding the Sirocco to get be-
“stick below the thigh”. ness has been verified in all cases, hind the power/speed curve.
must be retained alone:
Spin Characteristics: The aircraft Take-offs, executed with the elevator
engages fairly easily with a yaw-roll • Rudder against, trim at the stop (nose-down or nose-
on the foot side, passes almost back- up) made it possible to verify that it
wards with a very steep pitch and • Forward sector stick, was possible to safely maintain con-
rolls up. trol of the aircraft in this phase of
• then roll “with”. flight.
After the first spin, the pitch attitude
decreases noticeably with more or The stop thus obtained generally re- Landing was also easy. The absence of
less pronounced oscillation in roll and quires one turn with the engine run- flaps obviously leads to a rather slow
pitch, which usually subsides after the ning and more than two turns engine deceleration in ground effect, which
third or fourth spin. With the pitch os- stopped. forces the flare to be “worked” and
cillations and at the same rate, there reduces the precision of the impact.
are engine disturbances that “go Recovery at the output remains, in all
round” in positive acceleration and cases, without overspeed problems or Take-off and landings were carried
“mess” in negative acceleration. high load factor. out with crosswind components of up
to 15 Kt. The aircraft remains per-
Once stabilized, the spin is very pure It is recommended not to make more fectly controllable, but the piloting
and not very agitated. It has the fol- than 3 turns of spin at a time. still requires quite a lot of attention.
lowing characteristics:
Maximum limits reached during recov-
• Flight level at 45%, ery: At about 240-260 km/h, regard-
less of power, the loss of altitude is
• Spin: 1 lap in 2.5 to 3 seconds, 300 to 450 m (1000 to 1500 ft), count-
ed from the start of the stop action at
• VI~120 km/h, the bottom of the resource to the end
of recovery.
• Loss of altitude of about 60 m
(200 ft) per turn, up to 80 m Finally, it should be noted that there
(260 ft) on 180 hp. is no noticeable difference in the
behavior of the spin at the different
The engine disturbances mentioned indicated balances, nor when the en-
above are more sensitive in right spin gagement is made with full power at
and systematically cause the engine the start.
to stop after the 3rd or 4th lap. This
behavior, certainly due to a poor fuel
supply, occurs even with the auxiliary

MJ-5 Sirocco
Type MJ-5 K2 - Serial: 01 - F-PJSX - 1962 & 1976 - Builder: Marcel Jurca then Lucien Cottereau (France)
Type MJ-5 G2 - Serial: 17 - F-POIL - 1967 & 1996 - Builder: Lucien, Serge & Guy then Patrick Cottereau (France)

Type MJ-5 F1 - Serial: 26 - F-PPZD - 1968 - Builder: Gérard Richaud (France)
Type MJ-5 H2 - Serial: 35 - F-PYEE - 1977 - Builder: François Gasparoux (France)

MJ-5 Sirocco
Type MJ-5 H1 - Serial: 46 - F-PZZQ - 1990 - Builder: Vincent Martinez (France)
Type MJ-5 L2 - Serial: 37 - F-PYPR - 1984 - Builder: Guy Boullu (France)

Type MJ-5 K2 - Serial: 133 - C-FFQS - 1978 - Builder: Joe Rezac (Canada)
Type MJ-5 G2 - Serial: 71 - ZK-FNQ - 1991 & 2009 - Builder: Wylie Evans then Philip H Meredith (NZ)

MJ-5 Sirocco
Type MJ-5 L2 - Serial: 45 - F-PEMJ - 2001 - Builder: Eric Perrin (France)
Type MJ-5 L2 - Serial: 96 - F-PYYD puis G-RECO - 1987 - Builder: Jean-Yves Guillou (France)

Type MJ-5 K1 - Serial: 92 - F-PYTN - 1988 - Builder: Jean-Pierre Garibaldi (France)
Type MJ-5 K2 (Ford V8) - Serial: 189 - C-FLAK - 1995 - Builder: Al Knudsen (Canada)

MJ-5 Sirocco
Type MJ-5 H2 - Serial: 113 - N3LM puis N37LM - 1971 - Builder: Lowell Manary (USA)
Type MJ-5 K2 - Serial: 50 - N81JT - 1982 - Builder: John Tumilowicz (USA)

Type MJ-5 K1 - Serial: 112 - F-PFDP - 2015 - Builder: Frédéric de Poitevin (France)
Type MJ-5 G2 - Serial: 60 - F-PIJH - 1996 - Builder: Jacques Habatjiou (France)

MJ-5 Sirocco
Type MJ-5 G1 - Serial: 192 - CF-QZI - 1971 - Builder: David C. King (Canada)
Type MJ-5 G1 - Serial: 104 - I-RUMM - 1978 - Builder: Udenio Rusconi (Italia)

Type MJ-5 L2 - Serial: 127 - F-PMCS - 2000 - Builder: Daniel Lioult (France)
Type MJ-5 G1 - Serial: 21 - D-ELAT - 1973 - Builder: Rolf Wullenweber (Germany)

Other availab
ble drawings
PINK-2« Spérocco »
MJ-51
Concepteur : SOMEONE
Presentation Specifications
T he MJ-51 “Spérocco” was designed in
1969 by Marcel Jurca as an evolution
of the MJ-5 “Sirocco”. Its name means
The third model was started in 1999 near
Orleans, in France, and modified to add a
260 hp Potez in-line engine. The project
Form factor:
Formula:
Seats:
Low wing
Tandem two seater
Wing span: 7,67 m to 8,30 m (extended tips)
Sirocco Special. The result is in fact very was taken up again in 2011 and deeply
Wing area: 10,3 to 11 m2
different because the fuselage is evolu- modified to return to the “standard” Ly- Average chord: 1,40 m to 1,32 m
Lowell Manary’s MJ51C #02US. (photo builder)
tionary instead of having parallel sides, the coming IO-540 300 hp engine. The top of Airfoil: Habib 64000 748 (eq. NACA 747A415)
trapezoidal wing from the MJ-7 “Mustang” the fuselage has been completely rebuilt Longueur fuselage: 7,20 to 7,50 m
2/3 (minus the dihedral) replaces the rect- to widen the passenger seat and have two Cabin width: 60 cm front & 54 cm rear
angular wing and the bubble canopy is now canopies separated by a carbon arch. The Stabilizator span: 3,20 m
extended by the fuselage. front canopy is now of the forward tilting Empty weight: 800-850 kg (estimated)
Luggage weight: 20 kg
type and the passenger canopy is raise/
Max weight: 1100 kg (estimated)
The prototype in version MJ-51B 200 hp lower, both of which are electrically actu- Wing load: 100 kg/m2
was started in Nangis by Serge Brillant at ated. The luggage compartment is made G load factor: +8/-6 G à 1000 kg
the beginning of the Seventies. The air- accessible from the outside and an MJ2 Landing gear: Conventional, fixed or retractable
frame is still visible but has not been com- “Tempête” type access door has been add-
pleted. Its particularity lies in its great ca- ed for passenger to the rear seat. The wing Powertrain:
pacity to carry fuel in the wings as well as tanks are structural and two tanks were Engine type : Lycoming
Power: 200 to 300 hp
the possibility to mount tanks at the wing- added in the retractable landing gear apex-
Fuel type: 100 LL
tips. The canopy is of the “Fouga Magister” es. The wing tips have been redesigned to Propeller: Metal variable pitch / constant speed
type, in two parts that tilt backwards. The increase aspect ratio, decrease drag and to Fuel capacity: 80 liters front / 70-130 liters wings
project is for sale (2020) receive LED headlights and strobes. The
rear of the fuselage was brought back to Complementary: Retractable tailwheel, electrical canopies,
A second reinforced version for 260-300 hp, standard with a Scott 3200 tailwheel. The Extended wing tips, reinforced spar up to +8/-8 G. Standard
the MJ-51C, was designed in 1991 and its floor has also been rebuilt. version standard 200 hp and reinforced / enlarged 260-300 hp
construction started in 1994 in the United
States by the builder of a Jurca MJ-5 Siroc- These three airplanes each have their own
co. Its machine was put into flight in July particularities, especially the canopy, tanks
2019. The four wing tanks are structural and cowling.
and located behind the spar. Its engine is
a Lycoming IO-540 of 260 hp modified to The drawings are available from the Marcel
provide 285 hp. Its canopy is of the recoiling Jurca Committee, which safeguards and
bubble type with a fixed windscreen, quite promotes the work of Marcel Jurca. The
close to the drawings. The tailwheel is re- modifications of the French MJ-51C version
tractable. are also available with plans or molds (cowl-
ing, canopies, removable edges, tanks...).
These data are provided for information purposes only and, as such, cannot engage the Marcel Jurca Committee for any recourse whatsoever. Do not hesitate to report possible errors
or evolutions, directly on www.marcel-jurca.com. All product names or brands mentioned in this document are registered trademarks of their respective owners. These sheets have
been designed for the Federation RSA www.rsafrance.com.

Three-view
Decision Performance
Powertrain:
Difficulty: 4 Engine: Lycoming O-360 Lycoming IO-540-L1B5
Power: 200 hp at 2750 tr/min 300 hp at 2750 tr/min
Complexity: 4
Propeller: Metal variable pitch Hartzell constant speed
Flying: 4
Performances:
Isolation: 3 Max speed at Z=0: 300 km/h 380 km/h
Cruising speed at 75%: 260 km/h 350 km/h
Budget: 50-80 K€ VNE : 400 km/h 450 km/h
Stall speed straight (flaps): 105 (90) km/h 110 (95) km/h
Roll take off (grass): NC NC
Regulation: >51% Take off over 15 m: <500 m <500 m
Roll landing (grass): NC NC
Use: Travelling Aerobatics Vertical speed at Z=0: 2000 ft/min 3000 ft/min
Fuel flow: 40 l/h 55-60 l/h
Available in: Plans No kit Max distance: 800 km 1000 km
Construction: Wood Particularity: Retractable gear, 140 liters Retractable gear, 210 liters
Designer’s data Reinforced version
Duration: >3500 h (estimated) Designer’s data (estimated)
First flight: 2019 Built: 3

French Spérocco #02FR under construction at Les Mureaux (LFXU). (photo PC)

MJ-51 Spérocco
Some of the achieved and ongoing projects
Type MJ-51A - Serial: 01 - F-PHSB (res.) - Builder: Serge Brillant (France)
Type MJ-51C - Serial: 02USA - N3LM - Builder: Lowell Manary (USA)

Type MJ-51C - Serial: 02FR - F-POAL (res.) - Builder: Patrick Cottereau (France)
Find many building pictures on

or Facebook/avionsmarceljurca

PINK-2
MJ-53 « Autan »
S ide-by-side version of the MJ-5 The main use is cross country, with a Form factor:
Formula: Low wing
Sirocco, the MJ-53 Autan takes retractable train, or aerobatics, prefer-
Seats: Side-by-side two seater
One of the two prototypes of the MJ-53 built by Messrs
over the fuselage profile and its large ably with the lighter fixed gear. Wing span: 7,60 m
rudder, but receives a brand new trap- Wing area: 12.21 m2
Richaud and Mélani in 1992. (Photo Jean-Louis)
ezoidal wing. Fighter pilot during the WW2, prefer- Average chord: 1.60 m
Airfoil: NACA 23012
ring the single-seater and the tandem Longueur fuselage: 6.70 m
The two prototypes, equipped with 180 tandems, Marcel Jurca was reluctant Cabin width: 118 cm
hp Lycoming engines, made their first to develop this version, but the request Stabilizator span: 3.26 m
Empty weight: 690 kg
flights in 1992, built by Messrs Richaud of his friends builders of Sirocco finally
Luggage weight: 50 kg
and Mélani at Salon de Provence convinced him. The quality of realiza- Max weight: 960 kg
(south of France). tion did the rest and the Autan proudly Wing load: 79 kg/m2
holds its place in the “civilian” catalog G load factor: +6/-4 G
Landing gear: Conventional, fixed or retractable
The main feature is the incredible of Jurca Aircraft.
width at the shoulders of this “Cadil- Powertrain:
lac”, 118 cm. In 1998, he even started the study Engine type : Lycoming O-320, O-360
of a four-seater version of the Autan,
Fuel type: 100 LL
The manual retractable landing gear which he then named MJ58 and which Propeller: Metal variable pitch / constant speed
has an additional electric motor which he had calculated by ESTACA (engi- Fuel capacity: 240 liters (80 front / 80 wings / 80 rear)
is not part of the plans, but can be cop- neering school of Levallois Perret near
Complementary: Retractable gear (manual, electrical,
ied from one of the two Autan flying in Paris). He didn’t have time to start this hydraulic), possible tip tanks.
France. It is also possible to mount a project, since he was very busy with
hydraulic retraction system, but with the MJ-70 full scale P51 Mustang,
an increase of the empty weight. which he didn’t have the opportunity to
finish either.
Molds for the cowling and canopies ex-
ist, they will save time for future build-
ers. Note that a spare canopy exist.
The wood construction techniques are

totally identical to those used for the
Sirocco, described above in this doc-
ument.

Three-view
Powertrain:
Difficulty: 3 Engine: Lycoming O-360
Power: 180 hp at 2750 tr/min
Complexity: 2
Propeller: Wood fixed pitch
Flying: 3
Performances:
Isolation: 3 Max speed at Z=0: NC
Cruising speed at 75%: 240 km/h
Budget: 40-50 K€ VNE : 350 km/h
Stall speed straight (flaps): 104 (96) km/h
Roll take off (grass): 250 m
Take off over 15 m: 400 m
Regulation: >51%
Roll landing (grass): 300 m
Use: Travelling Voltige Vertical speed at Z=0: 1200 ft/min
Fuel flow: 36 l/h
Available in: Plans No kit Max distance: 1400 km
Construction: Wood Particularity: Builder’s data
Max weight
Duration: <1000 h <2500 h <3500 h >3500 h
First flight: 1992 Built: 2
Rear view with the trapezoidal wing to be compared with the Complete panel (photo PC) Electric retractable undercarriage with an emergency
rectangular wing of the MJ-5 Sirocco on left. (photo PC) crank in the cabin (photo PC)

The two achieved projects
MJ-53 Autan
Type MJ-53 - Serial: 01 - F-PRAH - 1992 - Builder: Frédéric Melani (France)
Type MJ-53 - Serial: 01 - F-PRAH - 1992 - Builder: Frédéric Melani (France)

Type MJ-53 - Serial: 02 - F-PRCD - 1992 - Builder: Gérard Richaud (France)
Type MJ-53 - Serial: 02 - F-PRCD - 1992 - Builder: Gérard Richaud (France)

MJ-77 « Gnatsum » P51 75%
R equiring great building experience, the
MJ-77 is a 75% replica of the famous
North American P51 Mustang. The MJ-77
The wooden wing is trapezoidal with a
single spar, with dihedral and evolutionary
ribs. It contains the two main tanks located
Form factor:
Formula:
Seats:
Low wing
Tandem (intimate) two seater
Wing span: 8,46 m
MJ-77 260 hp built by Serge Séguret (Photo builder)
“Gnatsum” (an anagram of “Mustang”) is a behind the spar. It is equipped with flaps.
Wing area: 12.54 m2
two-seater (intimate) tandem aircraft made Average chord: 1.49 m
of wood, low wing and suitable for aerobat- Its retractable undercarriage can be me- Airfoil: Habib 64000 748 (NACA 747A415)
ics. chanical, electric or hydraulic, at the choice Longueur fuselage: 7.54 m
of the builder. Cabin width: 65 cm
First replica designed by Marcel Jurca, the Stabilizator span: 3.37 m
MJ-7 version at 2/3 scale appeared from Its integral bubble canopy makes it a beau- Empty weight: 998-1270 kg
Luggage weight: NC
a simple observation: by putting pairs of tiful replica of the P51D, but it has already
Max weight: 1300-1540 kg
rounded fuselage around the structure of been built in the USA in the configuration Wing load: 105-122 kg/m2
the MJ-5 Sirocco and by associating a trap- of the P51B (canopy embedded in the fu- G load factor: +4.4/-2.2 G
ezoidal wing with a dihedral, it was possible selage). Landing gear: Conventional retractable
to make a realistic replica of the P51 Mus-
tang. The demand from American home- In France, it is usually equipped with a Powertrain:
builders for a more spacious machine led 260 hp Potez 4D34 engine, while in the Engine type : Potez 4D34B, Chevy V8...
to the MJ-77, at 3/4 scale. The plans are USA it is more often seen with a 350-450 hp
Fuel type: 100 LL / Auto
fully in English. Chevrolet V8. As the power limitation due to Propeller: Metal variable pitch / constant speed
the CNRA before 2005 is no longer current, Fuel capacity: 227 liters wings
Note that the 2/3 scale version, the MJ-7 it is recommended to increase significantly
is so little requested that the Marcel Jurca the power on this airframe. Complementary: Retractable tailwheel,
Committee stopped selling it. reinforced version for more than 400 hp.
Concerning the scale, it is a 75% replica in Welded tube fuselage available
The MJ-70 1:1 scale version was under de- dimensions, which is different from a 3/4
velopment when Marcel passed away. It will scale. Indeed, the cabin is significantly in-
never be completed. creased (85%) in order to ensure a good
habitability, without impacting the appear-
The wooden fuselage is built on the basis ance of the P51.
of a “box” with a rectangular section above
and below which are glued rounded shapes
in plywood, and on the sides of which the
shape is caught up with the help of fiber-
glassed foam. A tubular fuselage is possi-
ble, but will require a composite or sheet
metal “skin” to be made.

Three-view
Powertrain:
Difficulty: 4 Engine: Chevrolet V8 350 cu/in Chevrolet V8 460 cu/in
Power: 345 hp at 5000 tr/min 450 hp to 5000 tr/min
Complexity: 4
Propeller: Hartzell four blades Hartzell four blades
Flying: 5 variable pitch variable pitch
Isolation: 4 Performances :
Max speed at Z=0: 400 km/h 440 km/h
Budget: 60-100 K€ Cruising speed at 75%: 370 km/h 407 km/h
VNE : 465 km/h 465 km/h
Stall speed straight (flaps) : 106 (98) km/h 112 (103) km/h
Regulation: >51% Roll take off (grass): 300 m 250 m
Take off over 15 m: <500 m <500 m
Use: Voyage Voltige Replica Roll landing (grass): 400 m environ 400 m
Vertical speed at Z=0: 2500 ft/min 2500 ft/min
Available in: Plans No kit Fuel flow: 70 l/h 90 l/h
Max distance: 1000 km 800 km
Construction: Wood Tubes
Particularity: Builder’s data Builder’s data
Duration: <1000 h <2500 h <3500 h >3500 h
MJ-77 260 hp - Builder: Anziani (Photo builder) MJ-77 260 hp - Builder: Anziani (Photo Greenwood) MJ-77 260 hp Builder: Serge Séguret (Photo builder)

MJ-7/77 Gnatsum
Type MJ-7 - Serial: 02 - F-PZPO - 1988 - Builder: Jacques Danton (France)
Photo Keith C Wilson
Type MJ-77 - Serial: 03 - F-PYPG - 1980 - Builder: Claude Semenadisse (France)

Photo Will Greenwood
Type MJ-77 - Serial: 04 - F-PANG - 1996 - Builder: Anziani / Association Legend’air (France)
Type MJ-77 - Serial: 09 - F-PSUN - 2005 - Builder: Serge Séguret (France)

PINK-2
MJ-8 Focke Wulf 190 75%
T he Jurca MJ-8 “1-Nine-0” is a 3/4
scale replica of the Focke Wulf
190, designed by Marcel Jurca in the
A full scale version, the MJ-80, is also
available as dedicated drawings.
Form factor:
Formula:
Seats:
Low wing
Single seater
Wing span: 7.87 m
1970s. Wing area: 10.20 m2
MJ-8D FW190-D9 built by Gilles Küpfer in 2009.
Average chord: 1.30 m

Airfoil: NACA 23015
The prototype was built in the USA and Longueur fuselage: 6.63 m
flew for the first time in 1975. Cabin width: 62 cm
Stabilizator span: 2.72 m
Empty weight: 600 à 985 kg
Its structure is entirely made of wood
Luggage weight: NC
boxed with fabric covered plywood. Max weight: 1350 kg
Wing load: 131 kg/m2
It is available exclusively on plans and G load factor: +6/-3 G
Landing gear: Conventional retractable
it is possible to get in touch with home-
builders who have recently completed Powertrain:
(Photo builder)
their projects. One is located in Ger- Engine type : Lycoming, Continental, Vedemeyen...
many, the other, built in Switzerland,
is now in New Zealand. The plans are Propeller: Metal variable pitch / constant speed
fully in English. Fuel capacity: 100 liters front and 100 liters wings
Complementary: N/A.
It is motorized according to the follow-
ing power ranges:
• MJ-8A: 160 hp
(not recommended, sub-motor-
ized)...
• MJ-8B: 180 to 250 hp
• MJ-8C: 251 to 300 hp
• MJ-8D: 301 to 400 hp
Due to the wide variety of engines

available, the builder is responsible for
the design of the engine mount in rela-
tion to the chosen engine.

Three-view
Powertrain:
Difficulty: 4 Engine: Lycoming IO-360 Vedemeyen 9 cylinders (diam. max 1 m)
Power: 200 hp at 2750 tr/min 400 hp
Complexity: 4
Propeller: Metal variable pitch Metal three-blades variable pitch
Flying: 5
Performances:
Isolation: 5 Max speed at Z=0: 257 km/h 360 km/h
Cruising speed at 75%: 230 km/h 320 km/h
Budget: 60-100 K€ VNE : 500 km/h 500 km/h
Stall speed straight (flaps): 90 (NC) km/h 100 (NC) km/h
Roll take off (grass): 210 m 150 m
Regulation: >51% Take off over 15 m: <500 m <500 m
Roll landing (grass): NC NC
Use: Replica Vertical speed at Z=0: NC NC
Fuel flow: 40 l/h 80 l/h
Available in: Plans No kit Max distance: NC NC
Construction: Wood Particularity: Designer’s data Designer’s data
(minimal performances)
Duration: <1000 h >3500 h
First flight: 1975 Built: 5+
Wing of the MJ-8 replica of the FW190-D9 built by Gilles Crossing of the MJ-8 built by Gilles Küpfer (Photo builder) First workshop exit, before hoisting, of the MJ-8 built by
Küpfer (Photo builder) Gilles Küpfer (Photo builder)

PINK-2
MJ-80 Focke Wulf 190 1/1
T he Jurca MJ80 “1-Nine-0” is a Form factor:
Formula: Low wing
replica of the Focke Wulf 190 in full
MJ-80 built by Ulrich Bronner in Germany in 2006 (photo
Seats: Single seater or intimate tandem

scale, designed by Marcel Jurca in the Wing span: 10.49 m
80s. Wing area: 18.3 m2
Average chord: 1.77 m
Airfoil: NACA 23015 et NACA 23009
The prototype was built in Germany Longueur fuselage: 8.83 m
and flew for the first time in 2006. Cabin width: 62 cm
Stabilizator span: 3.65 m
Its structure is entirely made of wood
Luggage weight: NC
boxed with fabric covered plywood. Max weight: 2300 kg
Wing load: 125 kg/m2
Its hydraulic retractable landing gear is G load factor: +4.4/-2.2 G
designed on the standard model of the
Jurca aircraft range. Powertrain:
Engine type : Pratt & Whitney
It is motorized in a power range from
builder)
Fuel type: 100 LL

450 to 1400 hp. Propeller: Metal variable pitch / constant speed
Fuel capacity: 302 liters
Due to the large variety of engines
Complementary: N/A.
available, the manufacturer is re-
sponsible for the design of the engine
mount in relation to the chosen engine.
It is available exclusively on plans and

it is possible to contact builders, one
in Germany (which has just separated
from the machine) and the other, in
France, under construction. The plans
are fully in English.
A 3/4 scale version, the MJ-8, is also

available on plans.

Fuselage structure view
Powertrain:
Difficulty: 5 Engine: Pratt & Whitney R985 Pratt & Whitney R1830
Power: 450 hp 1200 hp
Complexity: 5
Propeller: Hartzell three blades 110’’ Hartzell three blades
Flying: 5
Performances:
Isolation: 5 Max speed at Z=5000 ft : 402 km/h 571 km/h
Cruising speed at 75% 5000 ft : 330 km/h 483 km/h
Budget: 100-300 K€ VNE: 500 km/h (mandatory) 500 km/h (mandatory)
Stall speed straight (flaps): NC (96) km/h NC (110) km/h
Roll take off (grass): 300 m 300 m
Regulation: >51% Take off over 15 m: NC NC
Roll landing (grass): 600 m 600 m
Use: Replica Vertical speed at Z=0: 2200 ft/min 3400 ft/min
Fuel flow: 95 l/h 250 l/h
Available in: Plans No kit Max distance: 1000 km 900 km
Construction: Wood Particularity: Builder’s data Builder’s data

Duration: >3500 h
Ulrich Bronner’s MJ-80 during a visit of Marcel Jurca (build- Ulrich Bronner’s MJ-80 with DC3 engine (builder’s photo)
er’s photo)

MJ-8/80 FW190
Type MJ-8C - Serial: 01 - N190KA - 1999 - Builder: David Spencer (USA)
Type MJ-8D - Serial: 05 - ZK-YKZ - 2009 - Builder: Gilles Kupfer (Suisse)

Type MJ-80 - Serial: 01 - D-FWUB - 2006 - Builder: Ulrich Bronner (Allemagne)
Type MJ-8D - Serial: NC - D-EZFW - 2014 - Builder: Peter Hanusa (Allemagne)

PINK-2
MJ-10 Spitfire 75%
T he Jurca MJ-10 Spitfire is a 75% A full scale version exists, named MJ- Form factor:
Formula: Low wing
replica of the British World War II 100 with dedicated drawings.
MJ10 Spitfire 75% of Walter Haug and his son Stephane
Seats: Single seater

Supermarine Spitfire fighter, designed Wing span: 8.40 m
for homebuilders by Marcel Jurca in Wing area: 12.65 m2
the 60s and 70s. Average chord: 1.50 m
disappeared in 2005. (Photo J. Rimensberger)
Airfoil: NACA 23015 et NACA 23009

Longueur fuselage: 7.13 m
It is built in wood, in single or tandem Cabin width: 51 cm
version. Stabilizator span: 2.41 m
Luggage weight: NC
The version represented by the plans Max weight: 1150 kg
is mainly the Mk 9, but it is possible to Wing load: 91 kg/m2
aim for other versions, such as the Mk G load factor: +6/-4 G
5c or the Mk 14. The plans are fully in
English. Powertrain:
Engine type : Potez 4D34, Chevy V8...
Three projects are currently under
construction in France and it will be Propeller: Metal variable pitch / constant speed
possible to contact the builders. Anoth- Fuel capacity: 231 liters (139 front + 92 wings)
er one is in UK and flew in 2019.
Complementary: Several version and length of fuselage.
Welded tube fuselage available.
Due to the great diversity of engines
available, the manufacturer is respon-
sible for the design of the engine frame
in relation to the chosen engine.
Marcel Jurca pointed out on the plans

that anyone who built a Spitfire accord-
ing to these plans, created a prototype
and that the flight performance of the
aircraft would be different from the
original.

Three-view
Powertrain:
Difficulty: 4 Engine: Chevrolet SB V8 400C
Power: 330 hp at 4600 tr/min
Complexity: 4
Propeller: Metal three blades
Flying: 5 variable pitch Mühlbauer,
MTV-9-E-C/CL240-27X,
Isolation: 4
Performances:
Budget: 60-100 K€ Max speed at Z=0: 300 km/h
Cruising speed at 75%: 278 km/h
VNE : 425 km/h
Regulation: >51% Stall speed straight (flaps): 94 (83) km/h
Roll take off (grass): 210 m
Use: Replica Take off over 15 m: 420 m
Roll landing (grass): 400 m
Available in: Plans No kit Vertical speed at Z=0: 1650 ft/min
Fuel flow: 60 l/h
Plans’ price: 1500 €* Max distance: NC
Construction: Wood Tube
Duration: >3500 h Particularity: Builder’s data

MJ-10 Spitfire 75% built by Walter and Stéphane Haug in 2004, Switzerland. (Photo builders) Fuselage of Alain Rougetet’s MJ-10, under construc-
tion in Les Mureaux, France (Photo builder)

MJ-10 Spitfire
Type MJ-10 - Serial 27 - N3201 - 1987 - Builder: Jerome Kramer (USA)
Modèle MJ-10 - Serial: 55 - N379SF - 1994 - Builder: Donald McMurtrie (USA)

Modèle MJ-10 - Serial: NC - HB-YIZ - 2004 - Builder: Walter & Stephane Haug (Suisse)
Modèle MJ-10 - Serial: NC - G-MUTS - 2019 - Builder: John Rogerson (UK)

Some of the ongoing projects
MJ-10 Spitfire
Type MJ-10 - Serial 04 - Registration NC - Builder: Alain Rougetet (France)
Type MJ-10 - Serial 04 - Registration NC - Builder: Alain Rougetet (France)

Type MJ-10 - Serial 132 - Registration NC - Builder: Anthony Gordon (France)
Type MJ-10 - Serial 132 - Registration NC - Builder: Anthony Gordon (France)

PINK-2
MJ-100 Spitfire 1/1
T he MJ-100 is the 1:1 scale evolu- The flight controls are similar to the Form factor:
Fuselage tubes and Allison 1325 hp engine. (Photo Frederick A. John-
Formula: Low wing

tion of the MJ-10, which replicates original, especially the very character-
MJ-100 Scale 1 Spitfire built by Robert E. «Bob» Deford in the USA.
Seats: Single seater or two seater tandem

75% of the famous Spitfire. istic chain stick. Wing span: 11.32 m (9,92 m truncated version)
Wing area: 22.3 m2 (21,3 m2 truncated version)
The prototype built entirely out of wood The powertrain is entirely under the re- Average chord: 1.97 m
Airfoil: NACA 2212
by Jean-Patrick Dubois flew in 1994 sponsibility of the manufacturer. Some Longueur fuselage: 9 m to 10,66 m (engine related)
equipped with a 700 hp Hispano en- examples of installed power and total Cabin width: 56 cm
gine. It was later reinforced in order to weight: Stabilizator span: 3.22 m
Empty weight: 1000-2000 kg
mount a 1200 hp engine. - Light / Jaguar 450 hp: 1600 kg
Luggage weight: NC
- Standard / Hispano 700 hp: 2200 kg Max weight: 1600-2700 kg
The second aircraft was built by Rob- - Reinforced / Allison 1400 hp: 2700 kg Wing load: 72 to 121 kg/m2
ert e. “Bob” Deford from Prescott (Ar- G load factor: +3,8/-2 G (1700 kg) or +6/-4 G (2700 kg)
izona, USA). It has been flying since Even though the cruising speed with
2003 equipped with a 1400 hp Allison 1400 hp can exceed 600 km/h, the Powertrain:
engine. Its fuselage is made of tubes. speed limit (VNE) is imposed at 500 Engine type : Hispano, Allison ou Merlin
km/h by the designer because com-
Fuel type: 100 LL
The wooden wing is built in one piece pressibility phenomena can appear
sen, EAA 2015)
Propeller: Metal variable pitch / constant speed

according to plans provided at full from Mach 0.45 onwards. Fuel capacity: 290 liters fuselage + 300 liters wings
scale. All you have to do is glue them (Deford’s = 393 liters total fuselage)
to the plywood and cut out the parts The calculation files were produced Complementary: Welded tube fuselage available.
with a jigsaw. It is entirely encased in for all versions by the engineering stu-
okoumé plywood, covered with fiber- dents at ESTACA from 1994 to 2001.
glass. The spar is calculated for a max
load at +12.3/-9.67 G at 2700 kg, i.e.
+6/-4 G in flight.
The landing gear and its retraction sys-

tem are identical to the original. The
set of drawings contains all the ma-
chined parts. It might be still possible
to buy an original landing gear in Great
Britain.

Three-view / Presentation
Powertrain:
Difficulty: 5 Engine: Allison V12 V-1710-87
Power: 1325 hp at 3200 tr/min.
Complexity: 5
Propeller: DC3 three blades
Flying: 5 (max power at 1800 tr/min.)
Isolation: 4 Performances:
Max speed at Z=0 : 500 km/h (mandatory)
Budget: 150-300 K€ Cruising speed at 75% : 354 km/h
VNE : 500 km/h (mandatory)
Stall speed straight (flaps): 112 (100) km/h
Regulation: >51% Roll take off (hard): 450 m
Take off over 15 m: NC
Use: Replica Roll landing (hard): NC
Vertical speed at Z=0: 2000 ft/min
Available in: Plans Not kit Fuel flow: 208 l/h
Max distance 65% : 600 km
Construction: Wood Tube
Particularity: Builder’s data
Duration: >3500 h
Wooden fuselage of the MJ-100 under construction by Aile en bois de Jean-Patrick Dubois à Reims, France (photo Wooden tailplane on fuselage tubes and sheets of Bob
Claude Martin near Bordeaux, France (Photo builder) constructeur) Deford, USA (Builder’s photo)

MJ-100 Spitfire
Some of the achieved and ongoing projects
Type MJ-100D - Serial: 02 - F-PGML - 1994 - Builder: Jean-Patrick Dubois (France)
Type MJ-100 - Serial: NC - N1940K - 2003 - Builder: Robert E Deford (USA)

Type MJ-100 - Serial: NC - Registration NC - Builder: Claude Martin (France)
Type MJ-100 - Serial: NC - Registration NC - Builder: Claude Martin (France)

Builder’s website (in French): https://claudemartin0.wixsite.com/mj-100-spitfire

The following airplanes are no longer distributed
or only for very experienced builders, either
because their set of plans is incomplete or not
improved enough, or because the design has not
been fully developed.
Unavailable & res

stricted drawings
Unavailable or restricted drawings
Other designs
MJ-3
“Dart”
Single-seater MJ-2 Tempête with
a wing of MJ-5 Sirocco retractable
Restricted
landing gear, very little diffused nor
built.
We don’t know what condition this

set of plans is in, but you might
come and make up your mind...
even though we think building a
two seater Sirocco is a better idea.
MJ-6 & 66
“Crivats”
Wooden twin-engine, tandem MJ-6
Unavailable
or side-by-side MJ-66.
The initially rectangular wing has

been changed to trapezoidal as-
pect ratio due to calculations.
The set of plans will not be

released for a large construction,
but a RC modeler could make a
beautiful one. The call is out!
MJ-7
“Gnatsum” 2/3
2/3 scale replica of P51 Mustang
requiring great building skills.
Restricted
Note that MJ-77 at 3/4 scale is

now preferred by homebuilders, so
the drawings are not really provid-
ed any more.

MJ-9 & 90
“One-Oh-Nine”
Replicas of the Messerschmitt
Me109 in 3/4 or full scale, requir-
Restricted
ing great building skills from a
limited set of plans. One is at the
end of construction in Germany
(photo).
The plans are now restricted to

very experienced builders because
the set has not benefited from any
construction feedback.
MJ-11
“Sea Fury”
Full scale replica of the Hawker
Unavailable
Sea Fury. It hasn’t been finalized.
No plan will be provided.
Photo Julian Herzog Wikipedia
MJ-12
“Pee 40”
3/4 scale replica of the Curtiss P40
requiring high construction skills.
Restricted
Only one has flown in the USA,

another is still under construction
in France.
Distribution is now restricted to

very experienced builders as the
bundle has not benefited from any
construction feedback.

Other designs
MJ-14
“Fourtouna”
Wooden racer with ovoid fuselage
Unavailable
and trapezoidal wing.
The prototype, having been start-

ed in the 1970s, was taken over
in 2002 and is still under construc-
tion.
The drawings, very succinct, will

not be distributed.
MJ-15
“Delta”
Two-seater tandem with delta
Unavailable
wing, its motorization goes from
200 to 600 hp.
The drawings were not finalized.
MJ-16
“Vent”
If the calculation file exists, the
Unavailable
drawings of this single-seater

racer have not been made.

MJ-22
“Bi-Tempête”
The Jurca evocation of the
Unavailable
Twin-Mustang! Imagine two MJ-2
Tempête fuselages on an extend-
ed wing.

plans have not been made.
The fake picture on the left gives

an idea of what it could look like...
A modeler would surely make a

masterpiece. The call is out!
MJ-23
“Orage”
A supercharged version of the
Unavailable
MJ-2 Tempête, from which it takes
the tailplane, it was calculated with
an MJ-55 Biso wing for its 300 hp
version and with the MJ-2 wing for
the 200 hp version.

MJ-23 200 hp drawings were not finalized and no
with MJ-2 wing
prototype was started.
MJ-23 300 hp
with MJ-55 wing
MJ-25
“Bise”
An attempt at a single-seater
Unavailable
biplane where the tail of the MJ-2

Tempête is clearly recognizable.
The drawings was not finalized

due to a lack of first builder.
The name “Bise” as after been

used for a tentative of metal MJ-5
Sirocco, never built.

Other designs
MJ-52
“Zéphyr”
Lightweight Autan prototype
(two-seater, 80 hp or 180 hp side
Restricted
by side), two copies of which one
is currently being built.
The drawings will not be distribut-

ed until no prototype has taken off
and has been updated accordingly.
MJ-55
“Biso”
An aerobatic two-seater, made of
a fuselage of the MJ-5 Sirocco and
Restricted
a flat trapezoidal wing.
The prototype has flown but we

don’t know if the drawings has
been updated to match the con-
struction.
Only experienced builders can (if

insisting...) access these plans.
MJ-70
“Gnatsum” 1/1
Last project of Marcel Jurca, he
Unavailable
didn’t have time to finalize the

bundle of this full scale replica of
the famous P51 Mustang.
Photo Wikipedia

Comité Marcel Jurca - Committee Marcel Jurca - CMJ - Comité Marcel Jurca - Committee Marcel Jurca - CMJ - Comité Marcel Jurca
C / Identification
License Agreement for homebuilding The plane will clearly outside the following inscriptions:
• MJ-___ [Type] License number.
one copy of the aircraft MJ- • Aircraft logo for MJ-2, MJ-5, MJ-51 & MJ-53
• Registration mark (according to country regulation)
Three copies of this form must be completed, signed and returned to the Marcel • Designer: Marcel Jurca
Jurca Committee before using the drawings. The Committee Marcel Jurca vali- • Builder: «name of the signatory»
dates this commitment through the building license agreement of which shall be
attached to the application for certification. D / Certification & Test flights
The signatory is in charge of the Airworthiness Certification process, in relation with his national Aviation Agency. He
Definitions and abbreviations undertakes to provide the CMJ, upon request, name of the artisan or industrial uses to which it will if you buy prefab-
By “Homebuilt”, it is expressly understood the construction of a single aircraft, ricated parts (elements wood, landing gear, powerplant, etc.).
made by an amateur or a club for his own personal use. In this case, this commit- Test flights must be performed by a qualified pilot, the CMJ keeps the right to appoint a person to visit the aircraft
ment must be signed by the president/chairman of the club. during construction and ban flights as some reserves have not been solved.
In this document, the Marcel Jurca Committee is mentioned as “CMJ”. Resale of the unit after use shall be communicated to the CMJ mentioning the full details about the new owner.
In this document, the person holding the building license agreement will be mentioned as «the signatory».
E / Risks knowledge and acceptance, liability
Builder commitment It is further agreed and I understand that the CMJ makes no warranty, expressed or implied, as to the quality or the
I, the undersigned, safety of this aircraft.
First name Name The signatory understands that no warranty, express or implied, is being given by the CMJ as to the accuracy, airwor-
thiness, suitability or flyability of the construction drawings or the aircraft to be built with the drawings or that the
aircraft once built is able to be certified by the National Aviation Agency of his country.
Profession:
Postal address: Country: The signatory shall accept full legal responsibility for the construction, certification, flight or operation of the aircraft
and hold totally and completely harmless from any legal liability or damages whatsoever the principals, the CMJ, Mar-
Phone: cel Jurca’s heirs and their beneficiaries. Further understand that any aircraft constructed with the Plans shall only be
built and operated in strict compliance with Regulations promulgated by the National Aviation Agency of his country.
E-mail:
The signatory also acknowledges that these drawings were prepared by Marcel Jurca makes no guarantees as to their
Hereinafter referred to as “the signatory”, hereby request, in order to build as an amateur, to be sent a set of plans accuracy or currency. It is also agreed that while the CMJ will try to direct any questions regarding the drawings and
of an amateur-built aircraft MJ- , and agree formally, on the honor, the following License Agreement [A / to E /]: construction to experienced builders, the CMJ itself cannot provide any technical builder support.
A / Drawings use All subsequent signatory, buyers, heirs, successors, or assigns are also bound by all terms of this agreement.
The drawings are copyrighted and remain the property of the CMJ.
The set of construction drawings will not be communicated, reproduced or sold without the written permission of the Consequently, it is expressly stipulated that the signatory, the undersigned,
CMJ.
The building license agreement shall only be used for a single copy of the aircraft object of this commitment, to the First name Name
exclusion of any commercial purpose.
In order to get its Certificate of Airworthiness, the aircraft reproduced from these drawings should have its own License will exclusively take all risks that could result from the construction, implementation or operation of the aircraft in
Agreement and a valid serial number related to the name of the signatory. accordance with the record that was provided by the CMJ.
There will be no exchanges or refunds for the set of construction drawings and/or the building license agreement.
[In this frame, precede the date and signature with the handwriting «read and approved» of signatory]
B / Construction
The aircraft will be built according to the State of the Art and will be strictly conform to the construction drawings,
with the materials and corresponding settings exactly to specifications.
The weight and balance remain within the limits defined in the construction drawings. City: Date: Signature:
The signatory will make no change, however small, unless formally agreed, written of the CMJ.
The signatory will control the construction by the competent authority according to the regulations of his country. The
CMJ keeps the right to enforce, under the control of the competent authority, any changes it considers necessary to the
aircraft under construction or in use, without any compensation.
Any modification or improvement occurred during the construction or development on the ground or in flight cannot Construction license agreement [To be completed by the CMJ representative]
change this License Agreement. The CMJ may solely integrate these changes into the standard drawings without any
compensation. This commitment matches the building license agreement No.
Given the multitude of available engines, the study of respective engine mount and is under the responsibility of the
signatory.
Given the evolution of aircraft instrumentation and electrical practices, these equipments are under the responsibility
For one copy of the aircraft type MJ-
of the signatory.
Issued date:
Comité Marcel Jurca
Committee Marcel Jurca - CMJ - Comité Marcel Jurca - Committee Marcel Jurca - CMJ
Committee Marcel Jurca - CMJ - Comité Marcel Jurca - Committee Marcel Jurca - CMJ
Aérodrome de Nangis Les Loges - 77370 Clos Fontaine - France To Mr / Ms:
www.marcel-jurca.com - info@marcel-jurca.com
March
Comité Marcel Jurca - Committee Marcel Jurca - CMJ - Comité Marcel Jurca - Committee Marcel Jurca - CMJ - Comité Marcel Jurca
2020
My builders’ contacts
Contact
Name: ____________________________________________________________________________
Address: ____________________________________________________________________________
PC & City: ____________________________________________________________________________
Phone: ____________________________________________________________________________
Email: ____________________________________________________________________________
Notes: ____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
Name: ____________________________________________________________________________
Address: ____________________________________________________________________________
PC & City: ____________________________________________________________________________
Phone: ____________________________________________________________________________
Email: ____________________________________________________________________________
Notes: ____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
Name: ____________________________________________________________________________
Address: ____________________________________________________________________________
PC & City: ____________________________________________________________________________
Phone: ____________________________________________________________________________
Email: ____________________________________________________________________________
Notes: ____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________

How to read the files & La bécane
Difficulty: 3 La bécane (in French)
Complexity: 2 Song of the 1910s provided by Jean-Ma-
rie Saget (test pilot). The favorite song
Flying: 3 of the Jurca Air Force!
Isolation: 2
Ah quittons la bécane
Budget: 20-30 K€
Pour l'aéroplane
Pour l'aéroplane,
Regulation: >51% Car étant vu d'en haut
Tout est bien plus beau
Use: Travelling Aerobatics
Avaliable in: Plans tsoin tsoin.
Prix : 550 €*
La jolie bécane
Construction : Wood Tube
va se démoder
Duration: <2500h et l'aéroplane
First flight: 1956 Built: >20 va la remplacer!
Pour l'aéroplane
Difficulty: Pour l'aéroplane
1 : Advanced Kit, easy building, Car étant vu d'en haut
2 : Standard Kit standard or light aircraft plans,
3 : Common aircraft plans,
4 : Huge building work, Tout est bien plus beau
5 : High performance or large aircraft. ...tsoin tsoin...
Complexity: Ça sera plus chouette

1 : Simple assy or complete raw material kit, sans coûter plus cher
2 : Wood or metal with developable forms, et toute la Gaule
3 : Tube welded fuselage or mold-less composites, va monter en l'air !
4 : Wood/metal non developable or molded,
5 : Huge molds or multi-engine.
Flying: Pour l'aéroplane
1 : Standard tricycle, Pour l'aéroplane
2 : Fast tricycle, Car étant vu d'en haut
3 : Standard conventional gear or high performance tricycle, Tout est bien plus beau
4 : Fast conventional gear, Tout est bien plus beau
5 : High performance conventional gear. ...tsoin tsoin...
Isolation (France):
1 : Construction courses, Mesdames prenez note
2 : Many constructions (>100), cependant il faut
3 : Meetings & active web site, mettre une culotte
4 : Regular meetings, pour monter là haut !
Duration: <1500h <2500h <3500h >3500h Pour l'aéroplane
Construction: Wood Metal Composites Tubes
Pour l'aéroplane
Available in: Plans
Use: Balade Travelling Aerobatics Replica... Car étant vu d'en haut
Regulation: >51% (=CNRA in France) Tout est bien plus beau
...tsoin tsoin...
Car en cas de chute

vous nous feriez voir
en f'sant la culbute
tout votre bazar!
Pour l'aéroplane
Pour l'aéroplane
Car étant vu d'en haut
...tsoin tsoin...
Type MJ-5H1 - Serial: 11 - F-POIP - 1966 - Builder: Viossat AC Tricastin (France)

The ultimate reward: flying your own wings!
Here with Lowell Manary and his brand new Jurca MJ-51C Sperocco over the Colorado.
Will you be the next one?

2020 Marcel Jurca Aircraft Catalog For Homebuild Airplane Enthousiasts

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

2020 Marcel Jurca Aircraft Catalog For Homebuild Airplane Enthousiasts

Caricato da

Copyright:

Formati disponibili

Marcel Jurca aircraft

Marcel Jurca Committee

M arcel Jurca passed away on October 19, 2001. To celebrate his

Community of Jurca Aircraft

AG: Marcel, all your aircraft, except

4 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

They went to the DGAC who asked

But I didn’t know how to make a FAR

MJ-7 I decided to get started anyway, so I

And then it lasted a split second, I

The Sirocco was calculated, it was a

Marcel Jurca Aircraft - Ed. 2020 - 5

MJ-2 prototype The Bi-Tempete (i.e. Twin-Tempete)

6 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

No, of course not. Drawing airplanes

In fact, if only one copy of each of my

Oh, this is a $100 question...

Only one runway and I have the option

What if you can take someone with

If I can take someone with me... may-

If now you look at all your planes al-

Someone told me, I think it was my

Marcel Jurca Aircraft - Ed. 2020 - 7

ABOUT THE TEMPÊTE

Dear M. Editor in Chief,

In recent years, I have been forced

Today, I find myself faced with a new

First I need to answer the most fre-

8 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

Marcel Jurca Aircraft - Ed. 2020 - 9

O n October 26th, 2019, a new Mar-

On the menu of this nice lunch: home-

Ongoing actions to protect and facili-

The archives are accessible, by ap-

10 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

60 km from Paris via A6

Connection Paris Gare de Lyon to

22 km from Moret Episy (LFPU)

Marcel Jurca Aircraft - Ed. 2020 - 11

D esigned by Marcel JURCA, the

14 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

In 1992, when the RSA awarded him

Marcel JURCA passed away on Oc-

Les Cahiers du RSA #58, March 1968

Marcel Jurca Aircraft - Ed. 2020 - 15

16 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

18 - Marcel Jurca Aircraft - Ed. 2020 - www.marcel-jurca.com

Specifications MJ-2 Tempête Complexity: 2

Reference of the notation

Engine type symbol: A/B/C D E F G H J K N P

Wood Metal Wood

Empty weight (Kg) 450 480 - 410 403 - - 450 432

Max speed (km/h)

220 230 - 235 225 - - 245 250

Cruising speed (km/h)

Fuel flow at 75% (l/h) 20 18 à 20 - 22 22 - - 30 27 à 33

Stall speed (km/h) 90 90-95 - 100 98 - - 100 102

VNE (km/h) 250 300 - 320 320 - - 310 310

VNO (km/h) 220 NC - NC NC - - 250 250

Vertical speed (ft/min) 1 200 900-1000 - 1200 1000 - - 2000 2500

Autonomy 4h 4h30 - 4h30 3h - - 4h 2h

Covered distance (km) 700 800-900 - 900 600 - - 880 460

Roll landing (m) 450 300-400 - 300-400 300-400 - - 450 450