The initial design was evaluated by the French Air Force (Armée de l'Air, AdA) and, in response to its determination that the aircraft lacked sufficient power for its requirements, was enlarged and adopted a pair of Turbomeca Marboré turbojet engines.

After its retirement by the French Air Force, Magisters were purchased by several private-owner pilots in the US and have since been operated in the experimental category.

Also scheduled to fly early in 1956 was the CM.171, which functioned as a test aircraft for the envisioned CM.195 swept-wing, butterfly-tailed trainer.

[5] The Aéronavale (French naval air arm) decided to adopt a carrier-capable derivative of the Magister, the CM.175 Zéphyr, which served as a basic trainer for deck-landing training and carrier operations.

[2] In addition, the Magister was also constructed under license by Finnish company Valmet and by Israeli firm Israel Aircraft Industries (IAI).

A keel fitted under the rear fuselage functions to reduce the negative dihedral effect of the butterfly tail during rudder applications.

[10] The Magister was powered by a pair of Turbomeca Marboré turbojet engines, which provided 880 lb of thrust each; it was promoted as offering "twin-engine safety with single-engined flying characteristics".

The two engines, which were placed close to the centre line, produced very little asymmetric thrust as a consequence; this was viewed as a valuable safety feature for a trainer aircraft.

[11] While viewed as an uncommon instance, in the event of a single-engine flameout the relighting procedure was relatively quick and easy to perform.

[13] The design of the Magister paid close attention to simplicity of operation; as such, a minimum number of procedures were necessary prior to take-off.

The assorted levers, switches and dials that comprised the cockpit displays were typically easily observable, while ample room was provided for pilot comfort and space to accommodate a parachute.

[17] The standard blind panel is ahead of each pilot, and engine instruments are set to the left, while underneath these are the flap indicator, flap switch and emergency selectors, along with the two throttles and fuel cocks; the right forward bench carries the radio panel, and to the extreme right of that are the armament controls.

[14] The pedals were adjustable and had fairly permissible limits, while the cockpit itself was relatively easy to access, the canopy opening upwards and rearwards while using only a single step due to its low height.

[17] In order to account for the poor forward visibility available to the rear seat, usually occupied by the instructor, the front screen was bulged and a binocular periscope was fitted, providing a relatively clear perspective over a relatively wide angle over the top of the front cockpit.

[12] It had a high level of lateral stability in flight, as well as being fairly directionally stable as well, allowing the aircraft to, when properly trimmed, be flown hands-off for indefinite periods.

The Magister proved effective in the close support mission, albeit sustaining heavy casualties in the process, with seven aircraft and six pilots recorded as having been lost.

The usual Finnish Air Force nickname for the aircraft was Kukkopilli (Ocarina) because of the unique sound of the Turbomeca Marboré turbojet.

[citation needed] The Força Aérea Brasileira (FAB) used the Magister in their aerobatic display team, the Esquadrilha da Fumaça, from 1968 until 1975.

During the Congo Crisis, the pro-secessionist Katangese Air Force purchased nine newly built Magisters, set aside from a Belgian order.

One of these was used against United Nations peacekeepers in the September 1961 Siege of Jadotville, flown by a Belgian pilot and armed with two machine guns and two locally made light bombs.

It is alleged that a Magister may have been involved in the crash of a DC-6 that was carrying Dag Hammarskjöld, the UN Secretary General and 15 others to Ndola Airport in Zambia.