| Aermacchi | |
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HW100 - 45000
UAW55 - 105000 RRW100 - 175000 PKRR - 7500 |
Aermacchi Aermacchi Type - Private Subsidiary Industry - Aerospace Founded - 1920 Founder - Giulio Macchi Defunct - 2003 Fate - Merged Successor - Alenia Aermacchi Headquarters - Varese, Italy Parent - Leonardo S.p.A. Website - https://aircraft.leonardo.com/en/home Aermacchi was an Italian aircraft manufacturer. Formerly known as Aeronautica Macchi, the company was founded in 1912 by Giulio Macchi at Varese in north-western Lombardy as Nieuport-Macchi, to build Nieuport monoplanes under licence for the Italian military. With a factory located on the shores of Lake Varese, the firm originally manufactured a series of Nieuport designs, as well as seaplanes. After World War II, the company began producing motorcycles as a way to fill the post-war need for cheap, efficient transportation. The company later specialised in civil and military pilot training aircraft. In July 2003, Aermacchi was integrated into the Finmeccanica Group (now Leonardo) as Alenia Aermacchi, which increased its shareholding to 99%. Military trainers Since the beginning, the design and production of military trainers have been the core business of Alenia Aermacchi. The products include: SF-260, piston-engined or turboprop-powered screener/primary trainer MB-326, turbofan engined trainer and light attack aircraft M-311, basic turbofan trainer MB-339CD, advanced and lead-in fighter trainer M-346, advanced and lead-in fighter trainer of the new generation Military collaboration Alenia Aermacchi has cooperated in international military programs: AMX Program: Alenia Aermacchi takes part in the AMX program with Alenia Aeronautica and Embraer of Brazil with a total share of 24%. Alenia Aermacchi develops and manufactures the fuselage forward and rear sections and installs some avionic equipment in the aircraft. A Mid-Life Updating program is required by the Italian Air Force to upgrade the aircraft capabilities. Panavia Tornado program: Alenia Aermacchi designs and produces wing pylons and wing tips, roots, trailing edges and flaps, which represents a 5% share in the overall program. Eurofighter program: Alenia Aermacchi has a share of more than 4% in the Eurofighter program, for the design and development of wing pylons, twin missile and twin store carriers, ECM pods, carbon fiber structures and titanium engine cowlings. C-27J program: After participating in the G-222 transport aircraft program, the company is involved in the new Military Transport Aircraft C-27J Spartan, for the production of outer wings. Civil programs Since the mid-1990s, Alenia Aermacchi has participated in programs for the supply of engine nacelles for civil aircraft. It produces cold parts for engine nacelles: inlets, fan cowls and EBU, the systems-to-engine interface. In 1999, the company established a joint venture (MHD) with Hurel-Dubois (presently Hurel-Hispano, of SNECMA group), a French company specializing in the development and manufacture of thrust reversers, to obtain the full responsibility for the development of nacelles installed on maximum 100-seat aircraft. Aermacchi aircraft World War I Macchi L.1 - reconnaissance flying boat (Lohner copy) Macchi L.2 - flying boat biplane (Lohner copy) Nieuport-Macchi N.VI - reconnaissance monoplane (license-built Nieuport monoplane with local modifications) Nieuport-Macchi Parasol - parasol-wing observation monoplane (developed from Nieuport IV) (1913) Nieuport-Macchi N.10 - fighter/reconnaissance sesquiplane (license-built Nieuport 10 with local modifications) Nieuport-Macchi N.11 - fighter sesquiplane (license-built Nieuport 11 with local modifications) Nieuport-Macchi N.17 - fighter sesquiplane (license-built Nieuport 17 with local modifications) Macchi M.3 - flying boat biplane (1916) Macchi M.5 - flying boat fighter (1917) Macchi M.6 - flying boat fighter prototype (1917) Macchi M.7 - flying boat fighter (1918) Macchi M.8 - reconnaissance/bomber flying boat (1917) Macchi M.9 - flying boat bomber (1918) Macchi M.12 - flying boat bomber (1918) Macchi M.14 - sesquiplane fighter (1918) Interwar Nieuport-Macchi N.29 - biplane fighter (license-built Nieuport-Delage NiD.29) Macchi M.7bis - Schneider Trophy racing seaplane (1920) Macchi M.15 - reconnaissance, bomber, and trainer aircraft (1922) Macchi M.16 - sports aircraft (1919) Macchi M.17bis - Schneider Trophy racing seaplane (1922) Macchi M.18 - passenger, bombing, and reconnaissance flying boat Macchi M.19 - Schneider Trophy racing seaplane (1920) Macchi M7ter - flying boat fighter (1923), major redesign of M.7 Macchi M.20 - civil trainer aircraft (ca. 1919) Macchi M.24 - flying boat bomber (1924) Macchi M.26 - flying boat fighter prototype (1924) Macchi M.33 - Schneider Trophy racing seaplane (1925) Macchi M.39 - Schneider Trophy racing seaplane (1926) Macchi M.40 - reconnaissance seaplane (1928) Macchi M.41 - flying boat fighter (1927) Macchi M.52 - Schneider Trophy racing seaplane (1927) Macchi M.52R - Schneider Trophy racing seaplane (1929) Macchi M.53 - reconnaissance floatplane (1929) Macchi M.67 - Schneider Trophy racing seaplane (1929) Macchi M.70 - light biplane landplane/floatplane (ca. 1929) Macchi M.71 - flying boat fighter (1930) Macchi M.C.72 - Schneider Trophy racing seaplane (1931) Macchi M.C.73- two-seat tourism plane Macchi M.C.94 - flying boat airliner (1935) Macchi M.C.100 - passenger flying boat (1939) Macchi M.C.200 Saetta - fighter (1939) World War II Macchi M.C.202 Folgore - fighter (1941) Macchi M.C.205 Veltro - fighter (1942) Post-World War II Macchi M.B.308 - utility aircraft (1948) Macchi M.B.320 - light civil utility aircraft (1949) Macchi M.B.323 - trainer (1952) Aermacchi MB-326 - trainer and light attack aircraft (1957) Aermacchi AL-60 - light civil utility aircraft (1959) Aermacchi SF.260 - aerobatics aircraft and military trainer (1964) Aermacchi MB-335 - initial designation of the AM.3 Aermacchi AM.3 - military utility aircraft (1967) Aermacchi MB-338 - trainer (early 1970s) Aermacchi MB-340 - light ground-attack aircraft (early 1970s) Aermacchi MB-339 - trainer (1976) Aermacchi S-211 - trainer (1981) Aermacchi M-290 RediGO - trainer (1985) Alenia Aermacchi M-346 Master - trainer (2004) Alenia Aermacchi M-311 - trainer (2005) Motorcycles 1950s Aermacchi began producing motorcycles in c. 1951; the first Aermacchi to be marketed to the public was a scooter/motorcycle hybrid called the 'Convertible', with the majority of working parts semi-enclosed, an under-saddle engine and foot boards, a conventional motorcycle fuel tank position and 17 in (430 mm) wheels. It was succeeded in 1953 by the 'Zeffiro' which was offered with a 125 cc or 150 cc two-stroke engine; these later models had upgraded suspension but remained similar in appearance. In 1955 they produced the 125 cc Monsone, followed by the 150 cc Corsaro, both of which had pivoted fork rear suspension and telescopic front forks. They were two-strokes like the early models and ran a 4-speed gearbox. In 1956 they produced their first over head valve four-stroke engine on the Chimera fitted horizontally, a layout which would become a standard for the marque. Similar to their first offering, the Chimera kept many enclosed working parts. In 1957 they released a series of sport models, powered by a single cylinder ohv engine in 175 cc or 250 cc displacements. Aermacchi continued with scooter production, but sales were poor and they were unable to compete in the market amongst the well established Vespas and Lambrettas, and concentrated solely on the production of motorcycles. 1960s and beyond In 1960, US business Harley-Davidson motorcycles purchased 50% of Aermacchi's motorcycle division. The Italian branch of the brand was named 'Aermacchi-Harley-Davidson' and the first bike was a variation of the 'Ala Verde' suitably modified for the American market. This was also the year that the Chimera ceased production. The remaining motorcycle holdings were sold in 1974 to AMF-Harley-Davidson, with motorcycles continuing to be made at Varese. The business was sold to Cagiva in 1978. Racing History After the Harley Davidson investment, Aermacchi branched out into racing with a 250 cc production-volume Ala d'Oro for road racing competition. Early results varied but over years of bike development the team placed third during the 1966 350 cc World Championship with racer Renzo Pasolini and third again in 1968 with Kelvin Carruthers. The following year Carruthers competed at the Isle of Man TT. A new era began in 1971 with the development of twin-cylinder two-stroke racers of 250cc and 350 cc capacity, designed at Aermacchi by their chief engineer, Ing. William Soncini. The first 250 cc racer was very fast, with 46 hp at 11,000 rpm, and weighed only 250 lbs. After Harley-Davidson acquired 100% of Aermacchi in 1972, they funded further racing development at the Aermacchi factory, and the racers were branded with Harley-Davidson on their fuel tanks. These two-stroke twins provided Harley-Davidson with their only Grand Prix wins, and four World Championships: 250 cc World Championship in 1974, '75, and '76, and the 350 cc World Championship in 1976, all under rider Walter Villa. List of Motorcycle Models (incomplete) 250 Cross 350 500 Linto Ala Azzura Ala Bianca Ala d'Oro (Golden Wing) [1958-1961] Ala Rossa Ala Verde Biccindrico Chimera Convrtible Corsaro Drixton Monsone Sprint 250 Sprint 350 Wisconsin 250 Zeffiro Aermacchi MB-339 (Aermacchi MB-338) MB-339 Role - Advanced trainer and light attack aircraft Manufacturer - Aermacchi First flight - 12 August 1976 Introduction - 1979 Status - Active in production Primary users - Italian Air Force / Royal Malaysian Air Force / Eritrean Air Force / United Arab Emirates Air Force Produced - 1978, TBD Number built - 230 Developed from - Aermacchi MB-326 The Aermacchi MB-339 is a military jet trainer and light attack aircraft designed and manufactured by Italian aviation company Aermacchi. The MB-339 was developed during the 1970s in response to an Italian Air Force requirement that sought a replacement for the service's existing fleet of Aermacchi MB-326s. Its design was derived from that of the MB-326, rather than a new design, and thus the two aircraft share considerable similarities in terms of their design. Aermacchi had found that the MB-339 was capable of satisfying all of the specified requirements while being the most affordable option available. The maiden flight of the MB-339 took place on 12 August 1976; the first production aircraft were delivered two years later. Roughly half of all MB-339s entered service with the Italian Air Force, while the remainder have been sold to various export customers. As well as being used for training, the type is also flown by the Frecce Tricolori aerobatic display team. The type has been used in combat by both the Eritrean Air Force during the Eritrean-Ethiopian War of 1998-2000 and the Argentine Naval Aviation during the Falklands War of 1982. In both conflicts, the MB-339 was typically flown as an attack aircraft. In Italian service, the aircraft is intended to be replaced by the newer Aermacchi M-345. Development During September 1972, Aermacchi was awarded a contract to study a replacement for the Italian Air Force's aging MB-326 fleet, a type which had effectively been the standard advanced jet trainer of the 1960s. During this study, designers at the company compared seven all-new designs (which were collectively referred to by the designation of MB-338) against an improved version of the MB-326, which was designated MB-339. It was determined that the envisioned MB-339 would be capable to satisfying the established requirements of the Italian Air Force, while also being cheaper than producing any of the rival clean-sheet designs. Accordingly, Aermacchi submitted the MB-339 for official evaluation; during 1975, it was selected to replace both the MB-326 and the Fiat G.91T fleets that were then in Italian service. On 12 August 1976, the maiden flight of the prototype, designated MB-339X, took place. During July 1978, the first production-standard aircraft made its first flight; during the following year, deliveries of the MB-339A to the Italian Air Force commenced. The service would be the primary operator of the type; reportedly, between 1978 and 1987, 101 MB-339As would be induced into the Italian Air Force, which is roughly just under half of the total examples of the type to have been constructed to date. Various improved models would be developed by Aermacchi. During 1980, a dedicated single-seat attack variant, referred to as the MB-339K Veltro II, performed its maiden flight. During 1985, the MB-339B, which incorporated a light-attack capability, entered operational service. That same year, the first MB-339C, which featured various refinements and was intended as a dual-use aircraft, made its first flight. During the late 1980s, the enhanced MB-339C was made available to customers; this model principally differed from preceding variants via the implementation of a much-modernised cockpit. Early on, the Italian government chose to procure the MB-339CD; in addition to the fully digital cockpit, this variant was furnished with a fixed probe for aerial refueling, enabling its use for refueling training. During 1989, Aermacchi formed a partnership with American defense conglomerate Lockheed and the aircraft division of General Motors to jointly bid in the American Joint Primary Aircraft Training System (JPATS) programme. The Italian-American team proposed a modified model of the MB-339, referred to as the T-Bird II, to contend for the competition. If successful, Lockheed would have acted as the prime contractor and system integrator, assembling the T-Bird II at its Marietta facility, while General Motors was to provide its computerised training experience. However, the bid was ultimately not successful; instead, a rival turboprop-powered submission by Raytheon and Pilatus was awarded the contract to produce the T-6 Texan II for this requirement. Throughout the 1990s and into the 2000s, multiple tranches of the MB-339CD variant would be inducted into Italian service. Furthermore, various operators chose to have their existing aircraft remanufactured to the more advanced MB-339C standard. During the 2000s, the MB-339FD (FD standing for Full Digital), was proposed but ultimately attracted little market interest. During 2006, it was announced that the MB-339 assembly line, which had been shuttered for several years, would be revived in response to interest in further orders of the type being expressed by three separate customers. During the 1990s and 2000s, as a result of corporate mergers and restructuring, the MB-339 became only one of several training aircraft being offered by Aermacchi, other aircraft being propeller-driven SF-260, the basic S.211, M-311, and the M-346. According to company Giorgio Brazzelli, its various training platforms come together to form part of an integrated training system to its customers. Design The Aermacchi MB-339 is a military jet trainer and light attack aircraft, featuring a conventional configuration, tricycle undercarriage and all-metal construction. It has many similarities with the design of the MB-326, sharing the majority of its airframe with the older aircraft. According to aviation periodical Air International, the most significant revision of the MB-339 was a redesigned forward fuselage, which raised the instructor's seat to allow visibility over and past the student pilot's head. In typical operations, the aircraft is flown by a crew of two, who are seated in a tandem configuration; during training missions, the student is seated in the forward position while the observing instructor is placed directly behind and somewhat above them. The cockpit is pressurised and is covered by a jettisonable canopy which works in conjunction with the twin Martin-Baker-built ejection seats. The MB-339 possesses a low, un-swept wing complete with tip tanks; the air intakes for the single turbojet engine is located within the wing roots. This wing is identical to that used on the older MB-326K model. The powerplant used for the aircraft's initial versions was the Rolls-Royce Viper 632-43 turbojet engine, which was capable of producing a maximum thrust of 4,000 lbf (17.8 kN); this is the same model as installed upon the older MB-326K model. Later models, such as the MB-339C, are furnished with the more powerful Viper 680 engine, which can generate up to 4,300 lbf (19.57 kN) of thrust. For improved aerodynamics, the MB-339 features an enlarged tailfin over its predecessor. While some models of the MB-339 are primarily intended for training operations, other are instead principally equipped to perform light fighter and fighter-bomber roles. Combat-orientated aircraft are typically outfitted with more advanced avionics, such as improved inertial guidance systems, digital nav/attack computers, a MIL-STD-1553B databus, and hands-on throttle-and-stick (HOTAS)-compatible flight controls. Furthermore, various defensive systems, such as a radio jammer, radar warning receiver (RWR), electronic countermeasures (ECM), along with larger wingtip tanks, would typically be adopted. The MB-339K carries a pair of 30mm DEFA cannon while a total of six underwing hard points can accommodate up to 1,815 kilograms (4,000 lb) of external stores. It has been qualified to be armed with various munitions, such as the Sidewinder and R.550 Magic air-to-air missiles, the AGM-65 Maverick air-to-surface missile, various laser-guided bombs and rockets, as well as the Marte Mk.2 anti-ship missile. According to Forecast International, Aermacchi had at one point considered making provisions for the installation of an additional two pod-mounted 30mm cannon. Operational history General use The Italian Air Force is the largest operator of the MB-339. The service, which received its first examples during 1978, has procured multiple batches and models of the type over the years; for several decades, it has been flown as its principal trainer aircraft. In addition to its use as a general trainer, the MB-339 is also flown by the Frecce Tricolori aerobatic display team; during 1988, three aircraft were lost during a tragic air display accident in Germany. In October 2013, it was announced that the Italian Air Force intended to replace its MB-339s with newly built M-345s in the long term. The M-345 is intended to replace Italian Air Force MB-339s as a basic trainer, and with the Frecce Tricolori. Many of its operators, such as the Royal New Zealand Air Force, chose to procure the type during the 1980s and 1990s as a replacement for various aging jet-powered attack aircraft, such as the British-built BAC Strikemaster. Although uncommon amongst most export customers, some operators, such as the United Arab Emirates, have chosen to have several aircraft furnished for aerobatic displays. Emirates aerobatics display team, Al Fursan, operates 7 MB-339A of which 6 were modified to MB-339NAT since 2010. According to a report by Forecast International published in 2014, the later-built MB-339CD model has remained viable as a training platform for various newer fighter aircraft, such as the Panavia Tornado and the Eurofighter Typhoon; however, the type's appeal is waning and shall largely be confined after the 2010s to those nations with weaker economies or facing little military pressure. Combat use Argentina The Argentine Naval Aviation (Comando de Aviación Naval or COAN) was the first foreign user of the forerunner MB-326GB, purchasing a batch of eight aircraft during 1969. During 1980, the COAN ordered ten MB-339As advanced trainer and light attack aircraft. These were delivered in 1981 and were operated by the III Escuadra Naval's 1 Escuadrilla de Ataque. During the Falklands War, late in April 1982, six of them were located at Port Stanley Airport, renamed Base Aérea Militar (BAM) Malvinas. They were the only attack jets to operate from the Falklands, along with four Beech T-34 Turbo-Mentor light attack and trainer aircraft, and twenty-four turboprop FMA IA 58 Pucará light attack aircraft of Grupo 3 de Ataque. Other Aermacchis were operated from three mainland bases, these being Almirante Zar, Bahía Blanca, and Río Grande, Tierra del Fuego naval air stations. On 3 May 1982, Lieutenant Benitez crashed into high ground while approaching the airport at Port Stanley, and was killed. On 21 May an MB-339A flown by Lieutenant Owen Crippa on a routine reconnaissance flight attacked the Royal Navy amphibious force. The Aermacchi hit the frigate HMS Argonaut, causing light damage. On 27 May, an MB-339A (4-A-114) was shot down by a Blowpipe missile during the Battle for Goose Green, while attempting to attack British ships and landed troops. The pilot, Lieutenant Miguel, was killed. Three MB-339 airframes were captured by the British, with one of these preserved at the South Yorkshire Aircraft Museum, Doncaster. Eritrea During tensions between Eritrea and Ethiopia in the late 1990s, Eritrea started to rebuild its air force. During 1996, the Eritreans ordered six Aermacchi MB-339CEs, with which the first combat unit of the ERAF was founded in 1997. They have proved their worth as training aircraft and even during the early fighting in 1998. Their initial deployment occurred on 5 June 1998, the same day in which the Ethiopian Air Force (ETAF) also started its operations. During the same afternoon, the Ethiopians reported two attacks of Eritrean MB-339FDs on the city of Mekelle, the capital of the Ethiopian region of Tigray. Reportedly, as many as 44 civilians were killed and 135 injured. However, on 6 June one of the MB-339s was shot down north of Mekelle. The pilot ejected and was either rescued by a Mi-8 of the ERAF or was captured by local militia. The surviving Eritrean Aermacchis were deployed again on the next day during the fighting around Erde Mattios. On the morning of 12 June 1998, a pair of Eritrean Mil Mi-8 appeared in low level over Addis Pharmaceutical works, in Adigrat, attempting to bomb it. Their weapons, however, fell a few yards from the plant and caused only minor damage. Only a couple of hours later, four MB-339s rocketed and cluster-bombed against several targets in the city as well. According to Ethiopian sources, four people died and 30 other were injured during those attacks. On 5 February 1999, the Ethiopian government claimed that a pair of Eritrean MB-339FDs had attacked a fuel depot in Adigrat, some 48 kilometres inside the Ethiopian border, which was important for supplying fuel to the Ethiopian Army. Variants MB-339X Three prototypes. MB-339A Original production variant for Italy. 107 were delivered in three batches 1979-1995 (including MB-339PANs and MB-339RMs). In addition, four delivered to Ghana and five to UAE. MB-339PAN Variant for Frecce Tricolori aerobatic team, adding smoke generator but removing tip tanks; 21 newly built or converted from MB-339A. MB-339RM Radio and radar calibration variant for Italian Air Force. Three built in 1981 but later converted to MB-339A standard. MB-339AM MB-339A version built for Malaysia. 13 built, with deliveries from 1983. MB-339AN MB-339A version built for Nigeria. Twelve built from June 1984. MB-339AP MB-339A version built for Peru. Sixteen built and delivered from November 1981. MB-339K Veltro II Single-seat dedicated attack version, first flew 30 May 1980. One built. MB-339B Trainer with more powerful (4,400 lbf (19.57 kN)) Viper 680-43 engine. One example built. MB-339C Revised trainer version with new, digital avionics. MB-339CB New Zealand trainer and weapons training version of MB-339C, powered by Viper 680-43 engine and equipped with laser rangefinder, radar detection, AIM-9L Sidewinder and AGM-65 Maverick capability. Eighteen built and delivered from March 1991. - 17 survivors - 9 airworthy with Draken International, the remainder on museum display in New Zealand. MB-339CD MB-339C for Italy, with modernised flight controls and avionics, but retaining original 4,000 lbf (17.79 kW) Viper 632-43 of MB-339A. 30 built. MB-339FD ("Full Digital") Export version of the MB-339CD. MB-339CE MB-339C version built for Eritrea powered by Viper 680-43. Six built. MB-339CM MB-339C version being built for Malaysia. MB-339 T-Bird II (Lockheed T-Bird II) Version for U.S. JPATS competition, with 4,000 lbf Viper 680-582. Operators 1. Eritrea Eritrean Air Force operates 5 MB-339CE. 2. Italy Italian Air Force operates 72 MB-339A MLU, 30 MB-339CD, 21 MB-339PAN and 3 MB-339RM. 3. Malaysia Royal Malaysian Air Force operates 7 MB-339CM. 4. United Arab Emirates United Arab Emirates Air Force operates 10 MB-339NAT (inc. 4 ex-Italian). 5. United States of America Draken International operates 9 MB-339CB purchased from Royal New Zealand Air Force. Former operators 1. Argentina Argentine Naval Aviation 10 originally delivered, withdrawn in the 1990s. 2. Ghana Ghana Air Force operated 4 MB-339A. 3. Peru Peruvian Air Force operated 14 MB-339AP, now stored. 4. New Zealand Royal New Zealand Air Force received 18 MB-339CB used by No. 14 Squadron RNZAF between 1991 and 2002. Nine (9) aircraft are operational in the United States at a private defense contractor Draken International. 5. Nigeria Nigerian Air Force operated 12 MB-339AN, now stored. Specifications (MB-339A) Data from Jane's All The World's Aircraft 1980-81 General characteristics Crew: 2 Length: 10.97 m (36 ft 0 in) Wingspan: 10.86 m (35 ft 8 in) Height: 3.60 m (11 ft 10 in) Wing area: 19.3 m2 (208 sq ft) Aspect ratio: 5.26:1 Airfoil: root: NACA 64A-114 (mod); tip: NACA 64A-212 (mod) Empty weight: 3,075 kg (6,779 lb) Gross weight: 4,400 kg (9,700 lb) (clean) Max takeoff weight: 5,897 kg (13,001 lb) (with external stores) Fuel capacity: 1,413 L (311 imp gal; 373 US gal) internal fuel Powerplant: 1 × Rolls-Royce Viper Mk. 632 turbojet engine, 17.8 kN (4,000 lbf) thrust Performance Maximum speed: 898 km/h (558 mph, 485 kn) at sea level Stall speed: 148.5 km/h (92.3 mph, 80.2 kn) Never exceed speed: 926 km/h (575 mph, 500 kn) (EAS: Mach 0.82) Range: 1,760 km (1,090 mi, 950 nmi) (internal fuel) Ferry range: 2,110 km (1,310 mi, 1,140 nmi) (with two drop tanks) Service ceiling: 14,630 m (48,000 ft) g limits: +8.0, -4.0 Rate of climb: 33.50 m/s (6,595 ft/min) Armament Guns: Provision for two 12.7 mm or two 30mm DEFA cannon in under wing pods Hardpoints: 6 with a capacity of Up to 1,815 kg (4,001 lb) of weapons Rockets: pods for Zuni or SNEB unguided rockets. Missiles: AIM-9 Sidewinder or R.550 Magic air-to-air missiles Bombs: general-purpose bombs See also Related development - Aermacchi MB-326 Aircraft of comparable role, configuration, and era - Aero L-39 Albatros - Aero L-159 ALCA - BAE Systems Hawk - Dassault/Dornier Alpha Jet - IAR 99 - Soko G-4 Super Galeb Aermacchi MB-326 MB-326 Role - Advanced trainer/Light attack National origin - Italy Manufacturer - Aermacchi First flight - 10 December 1957 Introduction - February 1962 Status - Limited service Primary users - Italian Air Force / South African Air Force / Brazilian Air Force / Royal Australian Air Force Produced - 1961-1975 Number built - ~800 Developed into - Aermacchi MB-339 The Aermacchi or Macchi MB-326 is a light military jet trainer designed in Italy. Originally conceived as a two-seat trainer, there have also been single and two-seat light attack versions produced. It is one of the most commercially successful aircraft of its type, being bought by more than 10 countries and produced under licence in Australia, Brazil and South Africa. It set many category records, including an altitude record of 56,807 ft (17,315 m) on 18 March 1966. More than 800 MB-326s were constructed between 1961-1975. The MB-326 had been developed and ordered during a period in which "all-through" jet training was considered by many air forces to be the most cost-effective model for training of military pilots. It was intended to provide a single type of aircraft that could be used to perform both elementary and advanced training right through to a near combat-ready standard. In practice, it was soon discovered that the simplicity and economy of scale of operating just one type for all training purposes was outweighed by the purchase and operating costs of a large all-jet training fleet. Many operators soon switched to operating the MB-326 in conjunction with a cheaper piston-engined type for basic training purposes. Over time, the MB-326 found its primary role as a lead-in trainer to prepare pilots for transition to very high performance fighter aircraft. Development Origins During the 1950s, a number of countries began to operate compact jet-powered trainer aircraft that possessed similar performance to frontline operational aircraft, often having been produced as two-seat adaptions of these aircraft. Recognising the potential to better fulfil this role, several different companies independently chose to commence the development of purpose-built aircraft to serve as trainers; these included the French Fouga Magister, the American Cessna T-37 Tweet, the British Jet Provost, and the Czechoslovakian Aero L-29. In the aftermath of the devastating Second World War, Italy spent a number of years recuperating and reestablishing its economy; as such, the nation found itself unable to prioritise the necessary financing for the independent development of high-end combat aircraft that would be competitive with the upcoming generation of supersonic interceptors or bombers; accordingly, Italian aviation company Aermacchi elected to instead focus its resources and development efforts upon the production of a line of light fighters and trainer aircraft. What would become the MB-326 had its origins in a private venture project by Macchi; it was developed by a team headed by Italian aeronautical engineer Ermanno Bazzocchi, the company's technical director and chief engineer. Reportedly, Bazzocchi had considered many different configurations for the tentative trainer before the design team chose to proceed with a single-engined design. In accordance with its intended primary use, the airframe was a robust and light all-metal structure, being relatively simple and cheap to construct and to maintain. The design was also to be powered by the British Armstrong Siddeley Viper turbojet engine, an efficient powerplant for the time. The Viper engine had been originally designed as a short-life unit destined for use upon disposable target drones, however, the engine had showed itself to be far more reliable and useful in other roles. During 1954, initial representations by Bazzochi were made to the Italian Air Ministry. During 1953, the designed airframe and engine combination led to Macchi formally launching the MB-326 programme. Around the time of the programme's launch, the Italian Air Force took interest in the proposed aircraft. The service was considering options for the potential replacement of its existing trainer fleet, thus, upon the commissioning of a competition to select a suitable successor, the MB-326 was an obvious early entrant. A detailed specification was released for the competition, the requirements stated included a maximum load of 7 g when flown at the maximum weight, a lifespan of 5,000 flight hours, an interval of at least 50-60 hours between servicing, ample warning in advance of stalls (to be at least 15 km/h (9 mph) above the aircraft's stall speed), the ability to take-off at maximum weight in 800 m (2,625 ft) over a 15 m (50 ft) high obstacle (or 500 m (1,640 ft) when flown at a light weight), being able to land within 450 m (1,480 ft) at minimum weight, a minimum speed of 110/130 km/h and a maximum speed of 700 km/h, a rate of climb at least 15 m/s (2,950 ft/min), and an endurance time of at least three hours at 3,000 m (9,840 ft). Interest in the proposed MB-326 led to the awarding of the development contract for three prototypes. The programme was subject to significant refinement around this stage, leading to several modifications being made. Amongst these changes was the elimination of the negative dihedral angle previously present on the horizontal tail surfaces and the substitution of a pair of wing-based airbrakes into one located at a ventral position. During 1956, the AMI gave its official approval of the project and issued a request for the production of a pair of prototypes (later designated as MM.571 and MM.572) as well as a single airframe for static tests. These prototypes were not intended to include several features, such as the ability to equip and deploy armaments or refinements such as cabin pressurization, however, Bazzocchi chose to introduce them regardless. Into flight On 10 December 1957, the first prototype performed its maiden flight, flown by Macchi's chief test pilot Guido Carestiato. This prototype, designated as I-MAKI, was first publicly demonstrated over France. During its flight test programme, the MB-326 prototypes demonstrated highly favourable flight characteristics of the design; however, several of the modifications made had negatively affected the overall weight of the aircraft; allegedly, at one stage, the excess weight was 400 kg (880 lb) greater than that given in the initial estimates. The original Viper 8 engine was capable of producing 7.8 kN (1,750 lbf) of thrust; to address the increased weight, the more powerful Viper 9 model was adopted instead, which was capable of generating 0.7 kN (147 lbf) more thrust. On 22 September 1958, the first prototype was joined by the similarly-configured second prototype. It did feature some differences from the earlier aircraft; chiefly, it was powered by a newer model of the Viper engine, the Viper 11, which had been rated to produce 11.1 kN thrust (1,134 kgf, 2,500 lbf). The Viper 11 would be the same standard of engine used on subsequent production standard aircraft. Direct competition to the MB-326 came in the form of the Fiat G.80; this aircraft was both more powerful and was the first real Italian jet, having flown five years earlier. However, the G.80 had several disadvantages, including being heavier, considerably larger and more expensive than its rival; as such, it ultimately lost the trainer contest and remained without a market. On 15 December 1958, having been suitably impressed, the Italian government placed an order for a batch of 15 pre-series examples on behalf of the AMI. A production line was established at Macchi's facility in Masnago, Varese, Northern Italy. Shortly thereafter, the AMI issued its first order for the MB-326 for an initial group of 50 production standard aircraft. During 1960, a larger follow-on order for 100 aircraft was received by Macchi; this sizable commitment was viewed as being a major step towards establishing the company's supremacy in jet trainer market. Design The Aermacchi MB-326 was a low-wing monoplane with an all-metal structure composed of light alloys. It was one of the first jet trainers to be developed with the aim of catering to both for ab initio and advanced instruction. As originally developed, the MB-326 functioned as a refined but simple aircraft capable of covering the considerably wide range of performance characteristics required to cover both ab initio training and advanced instruction alike; other major characteristics of the type included the capacity to deliver a high rate of utilization in conjunction with minimised servicing and maintenance requirements. According to Flight International, the type was suitable for the teaching of the majority of advanced flying techniques. In addition to being relatively easy to fly, a high degree of safety was also intentionally built into it, including adoption of new Martin-Baker-built ejection seats. The MB-326 was powered by a single Rolls-Royce Viper non-afterburning turbojet engine, initial production aircraft were powered by the Viper 11 model, capable of generating up to 2,500 lb of thrust. The engine possessed multiple favourable attributes, including its general simplicity and robustness, relatively low revolutions per minute (RPM) and turbine entry temperature (TET), rapid acceleration, ease of installation, and its somewhat forgiving nature to mishandling in the air by students. Air was provided to the engine via a pair of low-profile intakes set into the wing roots. The Viper was produced under licence by Italian aviation company Piaggio following an agreement established with its original manufacturer, the British engine firm Bristol Siddeley, during 1959. In a structural perspective, the MB-326 was relatively straightforward. Both the fuselage and the wing were constructed in three sections; of these, the centre section of the wing was integral to the fuselage. The fuselage was divided into a forward, central, and rear section; the forward section contained the nose wheel and radio systems; the centre part, accommodated the cockpit, fuel tanks and the engine; and the rear section which comprised both the tail unit and jet pipe. The fuel system had one large tank in the middle-fuselage and two in the wingtips; a single-point pressure-fuelling system is located on the starboard side of the aircraft to provide a total refuelling time of around five minutes. The rear of each wing had flaps, and ailerons with a trim surface; each wing had 22 ribs and two spars. Wing fences were added mid-wing to increase the lift characteristics. Accordingly, the MB-326 was readily capable of performing relatively slow speed take-off and landing while retaining an excellent rate of climb. The MB-326 was outfitted with a tandem cockpit configuration, this arrangement had been chosen to result in a slimmer and more aerodynamically efficient fuselage in comparison to the more usual side-by-side arrangement. It was covered by a bubble canopy for excellent external visibility; it featured a windscreen anti-icing system powered by the engine compressor using bleed air. The cockpit was also pressurised, enabling the MB-326 to conduct high altitude flight. The ability to fly at higher altitudes was favourable for multiple purposes, including during the execution of aerobatic and navigational training, as well as improving fuel efficiency for long distance flights. The onboard systems were typically pre-manufactured units which were easy both to access and to remove; several elements were also intentionally interchangeable. The exterior of the aircraft was covered by a total of 80 inspection panels and doors; in-situ engine inspection could be performed via a pair of large access panels set above and below the engine bay while another pair of doors allow access to the intake duct's interior for the inspection of the first-stage compressor rotor blades. Operational history Italy The MB-326 was one of the last Italian aircraft to hold the distinction of breaking multiple world records. Perhaps the most notable of these occurred during August 1961, when pilot Guido Carestiano set the C1D group 1 category altitude record of 15,489 meters. The record-breaking flights also provided publicity for the MB-326. In particular, one pilot, Massimo Ralli, was responsible for the establishment of several different records while flying the type: - 8 February 1966, climbing records: 2 min 2 sec to 3,000 m, 3 min 56 sec to 6,000 m, 6 min 39 sec to 9,000 m, and 12,000 m in 10 min 53 sec - 18 March 1966, 15,690 m altitude record in horizontal flight, and 17,315 m with a launched climb - 18 July 1966, endurance record, with 970 km - 2 August 1966, speed record over a 3 km straight: 871 km/h - December 1966: speed of 880.586 km/h over 15-25 km, 831.007 km/h over 100 km, 777.667 km/h over 500 km, and another endurance record at 777.557 km These high-profile successes functioned as objective statements of the capable performance of the MB-326 and established the type as being one of the best aircraft amongst its contemporaries in its category. Another pilot Riccardo Peracchi, who was employed by for AMI, frequently demonstrated the manoeuvrability and controllability of the aircraft at airshows for a number of years. While Peracchi displayed the MB-326's agility, Ralli concentrated on exploring its cutting-edge performance; meanwhile, early customers of the aircraft were typically reporting their satisfaction with the type to Macchi. The first production MB-326s, following a relatively protracted development cycle, were first delivered to the Lecce-Galatina school of the AMI's 214° Group, these were temporarily fielded at Brindisi, Apulia. On 22 March 1962, the MB-326 formally entered squadron service with 43° Flyer course. The type was soon used to replace the aging North American T-6 Texan; typically, within the space of 130 hours, pilots would be as prepared to graduate as they would have been after receiving 210 hours training in the older T-6. As a training solution, the MB-326 was considerably costlier but was met with enthusiasm amongst students; additionally, when used in combination with the Fiat G.91T advanced trainer, it enabled the enactment of an "entirely-jet" training course for AMI pilots, and moreover these were domestically designed and produced aircraft. According to aerospace publication Flight International, during the early 1960s, the AMI's flight training programme was heavily influenced by the impending entry into service of the Lockheed F-104G Starfighter. As well as being amongst the first customers to procure the aircraft, the AMI would be amongst the final customers of the later-built models of the MB-326 as well. The service ordered a batch of 12 MB-326E, comprising six MB-326 updated to MB-326G, and six newly produced (MM.54384/389). They had provisions for armament, but the engine was the Viper 11 Mk 200 and not the Viper 20 Mk 540. In Italian service, the MB-326 was replaced by the MB-339 between 1981 and 1984, acting after that as fast linkage aircraft, replacing the old T-33s that were slightly faster. Unusually, the MB-326 did not see service with the Frecce Tricolori aerobatic team, who kept their faster G.91PANs (they were later replaced by MB-339s). In addition to its AMI service, the MB-326 was also employed in a civilian capacity within Italy. National flag carrier Alitalia placed an order for four trainer-configured aircraft, designated as the "D" version; these were expressly demilitarized and equipped with specialised instrumentation in order to train the airliner's pilots in preparation for the arrival of the new generation of jetliners that were being procured by the airliner. Neither the "A" and "C" models of the MB-326 would ever be realized. The "A" variant had been intended to be operated as a light attack aircraft, armed with a pair of 7.62 mm machine guns which were to be installed upon the aircraft's nose. While none were originally built, a number of MB-326s were later referred to by the "A" designation, however, this was meant to indicate that these had been provisioned with a Marconi-built AD-370 automatic direction finder (ADF). The "C" version was envisioned as being provisioned with a nose-mounted North American Search And Ranging Radar (NASARR) unit and other electronic equipment in order to be used for the training of AMI F-104 pilots, however, this variant only appeared as a mock-up. Australia The Royal Australian Air Force (RAAF) used the MB-326H as a jet trainer. A total of 97 were ordered: 12 were delivered by Macchi, 18 assembled from kits in Australia, and another 67 were built by the Commonwealth Aircraft Corporation and Hawker Aircraft with the designation CA-30. They were essentially similar to the MB-326G but with improved avionics. The RAAF's aerobatic team, The Roulettes, flew the MB-326H from December 1970 until 1989. RAAF pilot training until 1975 consisted of 60 hours pre-selection on CAC Winjeels (from 1975 onwards the PAC CT/4 Airtrainer, aka Plastic Parrot), 150 hours medium and another 75 hours advanced training on MB-326H, before finally progressing to the Mirage IIIOD. Although widely liked for its excellent handling and well-suited to its task, the service career of the MB-326 was cut short because of structural fatigue problems. The Australian fleet, for example, had a life of type extension program in the 1980s and were then re-winged in the early 1990s after a fatigue-related crash. Even so, the MB-326 was supplemented by new Pilatus PC-9 trainers to reduce flying hours, and the last examples had been withdrawn by 2001 when they were replaced by the Hawk 127. Brazil Brazil was the main customer for the MB-326, in 1970 ordering two prototypes and 166 MB-326GCs, called the AT-26 Xavante. It was produced under license by Embraer with a further six for Togo and 10 for Paraguay. The aircraft was important also for two developments: from the MB.326K the MB.326L was produced, this was the direct ancestor of the Aermacchi MB.339. With license-building in Brazil, the MB.326 opened the field to further collaborations, leading to the AMX. Neither the MB.339 nor the AMX were as successful as the MB.326, but this machine was capable of further steps in technology and commerce. South Africa South Africa obtained a license to produce the MB-326M (similar to the 'G' model), as the Impala Mk I in 1964 with production starting in 1966. It received 40 Italian-built aircraft followed by about 125 built locally by the Atlas Aircraft Corporation, using them both as trainers and in an armed configuration. Seven examples of the MB-326K were also bought as light attack aircraft, with a further 15 assembled from kits, while around 78 were license-produced and known as the Impala Mk II. Licence production of the single seat version began in 1974. The Impala Mk II, locally manufactured and equipped with French armament, was also advanced with a South African ECM suite. The South African Defence Force employed Impalas during campaigns against the People's Armed Forces for the Liberation of Angola (FAPLA) and Cuban expeditionary troops in Angola between 1975 and 1989. Impala pilots typically flew at 550-650 km/h at a height of 15 m to avoid Angolan air defences. Over the course of the South African Border War, one was downed by an SA-7; another returned with an unexploded missile in its exhaust. The aircraft had many advantages over expensive supersonic jets. Although slower, it could operate from relatively primitive airfields and strike swiftly. The South African Air Force (SAAF) used up to 6 x 120 kg or 4 x 250 kg bombs. The main armament consisted of 68 mm SNEB rocket-launchers (four x 6 or two x 18), and two 30 mm autocannon (with 300 rounds). These cannons were the real bonus for the Impala Mk II, helping to give a superior performance compared to earlier two-seat versions. The latter could also carry a pair of 30 mm DEFA guns in under-wing pods. However, dual capability as trainer-attackers was better appreciated, as was the availability of six hard points and so dual-seat versions were far more common. Six squadrons were equipped with the Impala Mk II in the SAAF during the 1970s and 1980s. Prior to Operation Moduler, most Impalas were withdrawn from their operating bases in South-West Africa, leaving the work to Mirage IIIs and Blackburn Buccaneers. Impala Mk IIs were also opportunistically used as interceptors. In several encounters in 1985 with Mi-8 and Mi-24 helicopters, they shot down a total of six. This happened during a crucial phase of the ground war, when Angolan and Cuban troops were checked in an offensive against UNITA bases. This ended in disaster for the Angolan/Cuban alliance when their supplies were cut off by UNITA and the SAAF and front line troops ran out of ammunition. Helicopters were being used to supply the besieged troops and the SAAF cut off this link. Two Mi-24s were shot down in the first encounter while escorting Mi-17s. The MiG-21s that escorted them flew too high to react in time. Two days later the Impala Mk IIs struck again, downing two Mi-24s and two Mi-17s. Attacks on unsuspecting helicopters were carried out with only two guns per aircraft. The single seat Impala Mk IIs were also sometimes armed with Matra R550 Magic air-to-air missiles for self-defence. The Impala Mk II operated at extreme ranges and had to fly very low, climbing only when helicopters were seen at medium altitude. After each attack they returned to low level to avoid interception by enemy MiGs. The Silver Falcons, the SAAF aerobatic team, were equipped before with Impala Mk Is. The flying school for Impalas was Flying Training School at Langebaanweg while operational squadrons were 4, 5, 6, 7 and 8 Squadrons, with 85 Combat Flying School also having a small number of Impalas to supplement their Mirage trainers. Argentina A number of MB-326 aircraft, together with the more modern MB-339, formed the equipment of the Argentine Navy's 1 Escuadrilla de Ataque in 1982, when Argentina invaded the Falkland Islands. A number of MB-326s were deployed to bases along the Argentine coast immediately following the Argentine invasion, but soon returned to the squadron's base at Punta Indio. While several MB-339s were deployed to the Falklands, the MB-326s remained on the mainland. After the end of the war, 11 EMB-326GBs were received from Brazil to replace losses and restore 1 Escuadrilla de Ataque's strength. Other operators In stark contrast to the competing Fiat G.91, which was often considered to be not very convincing as a light fighter, the MB-326 was quick to achieve several export successes in this capacity. The type had ultimately failed to impress other NATO nations, who only sparsely adopted it into their air forces. However, the MB-326 did achieve a visible measure of success amongst many Third World countries, leading to the MB-326 seeing considerable use as a front-line combat aircraft in a number of regional conflicts. Eight MB-326Bs were ordered by Tunisia in 1965. These were developed from basic MB-326s with a weapons capability, with the 37th series AMI aircraft being converted (it had civilian markings I-MAKC). The main innovation was its ground attack capability, with six underwing pylons, holding a maximum of 907 kg of stores. In the same year, Ghana ordered nine similar MB-326Fs. Other MB-326Gs used the Viper Mk 20 engine which provided 1,524 kg of thrust, and were consequently faster and had an increased payload of 1,814 kg max. Argentina ordered eight, initially as the MB-326K, later called the MB-326GB. Another 17 MB-326GCs were built in Italy for Zaire (Force Arienne Zairoise) and 23 for the Zambian Air Force. The MB-326K (originally known as the MB-336) was the last generation model, fitted with the Viper Mk 600 engine, capable of 1,814 kg thrust to give an even better performance. The first flight took place on 22 August 1970. The two prototypes were I-AMKK and I-KMAK, the MB-326G was converted to this new model. Dubai bought three in 1974, and a further three in 1978 (MB-326KD), Tunisia eight (MB-326KT), Ghana nine (MB-326KB) and Zaire eight (MB-326KB). The MB-326L was essentially the MB-326K with two seats. Two MB-326LD were supplied to Dubai and four MB-326LD to Tunisia. The measures to save costs led the MB-326 to be frequently substituted for by propeller-driven models, however, the Macchi was often flexible enough to act as a medium trainer and light attack aircraft. Variants MB-326: Two prototypes and 125 production training aircraft for the Italian Air Force. MB-326A: Proposed armed version for weapons training, not built. MB-326B: Eight two-seat jet trainer, light attack aircraft for Tunisia. MB-326D: Four two-seat unarmed jet trainers for Alitalia. MB-326E: Six two-seat armed jet trainers for the Italian Air Force. MB-326F: Nine two-seat jet trainer, light attack aircraft for Ghana. MB-326G: Two two-seat jet trainer, ground-attack aircraft. MB-326GB: Two-seat jet trainer, ground-attack aircraft. Eight were sold to the Argentine Navy. 17 aircraft were exported to Zaire, and another 23 aircraft to Zambia. MB-326GC: Two-seat jet trainer, ground-attack aircraft for the Brazilian Air Force. 167 aircraft built under license in Brazil as the Embraer EMB-326 for the Brazilian Air Force. Eleven of them were transferred to the Argentine Navy after the Falklands War. Six aircraft were exported to Togo, and another ten to Paraguay. Total production, 182. AT-26 Xavante: Brazilian Air Force designation of the MB-326GC. RT-26 Xavante: Some AT-26 Xavantes were converted into reconnaissance aircraft. MB-326H: 87 two-seat jet trainers built for the Royal Australian Air Force, and 10 for the Royal Australian Navy. Twelve Italian-built aircraft and 85 built under license in Australia by the Commonwealth Aircraft Corporation with the designation "CA-30". MB-326K: Single-seat ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation. Impala Mk II: South African Air Force designation of the MB-326K. MB-326KB: Single-seat ground-attack aircraft for Zaire. (Six built). MB-326KD: Single-seat ground-attack aircraft for Dubai. (Three built). MB-326KG: Single-seat ground-attack aircraft for Ghana. (Four built). MB-326KT: Single-seat ground-attack aircraft for Tunisia. (Seven built). MB-326L: Two-seat advanced jet trainer aircraft. MB-326LD: Two-seat advanced jet training aircraft for Dubai. (Two built). MB-326LT: Two-seat advanced jet training aircraft for Tunisia. Four built. MB-326M: Two-seat jet trainer, ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation. Impala Mk I: South African Air Force designation of the MB-326M. MB-326RM: Five Italian Air Force MB-326s were converted into ECM aircraft. Operators 1) Argentina Argentine Navy - The Argentine Naval Aviation received 8 MB-326GB plus 11 MB-326GC ex-Brazilian Air Force. 2) Australia a) Royal Australian Air Force operated 87 MB-326Hs from 1967 to 2001. As of 2014 some fuselages are still in use at RAAF Base Wagga as training aids. - No. 25 Squadron RAAF - No. 76 Squadron RAAF - No. 77 Squadron RAAF - No. 79 Squadron RAAF - No. 2 Flying Training School RAAF - No. 2 Operational Conversion Unit RAAF - No. 5 Operational Training Unit RAAF - Central Flying School RAAF - Roulettes - Telstars - Aircraft Research and Development Unit - RAAF School of Technical Training (still in use as training aids) b) Fleet Air Arm (RAN) operated 10 MB-326Hs from 1970 to 1983. - No. 724 Squadron RAN 3) Brazil Brazilian Air Force received 182 MB-326GCs (known as the AT-26 Xavante) and 12 Atlas Impala ex-South African Air Force. The last examples were retired on 2 December 2010. 4) Cameroon Cameroon Air Force: Six ex-SAAF Impala Mk I and IIs. 5) Democratic Republic of the Congo Air Force of the Democratic Republic of the Congo. 6) Dubai Dubai Defence Force Air Wing - 6 x MB 326KD, 3 x MB 326LD passed on to the United Arab Emirates Air Force in 1999. 7) Ghana Ghana Air Force received 15 MB.326s. 8) Italy Alitalia operated 4 MB-326D as trainer. Italian Air Force operated 135 MB-326 and two MB-326G for evaluation test. 9) Paraguay Paraguayan Air Force operates ten EMB-326GBs/AT-26 Xavante, some in reserve. 10) South Africa a) South African Air Force operated 62 MB-326s plus 125 Impala Mk.1s and 73 Mk.2s. - 4 Squadron SAAF - 5 Squadron SAAF - 6 Squadron SAAF - 7 Squadron SAAF - 8 Squadron SAAF - 24 Squadron SAAF - 40 Squadron SAAF - 85 Combat Flying School - Silver Falcons 11) Togo Togolese Air Force received six MB-326GCs. 12) Tunisia Tunisian Air Force received 16 MB-326s. 13) United Arab Emirates United Arab Emirates Air Force inherited six aircraft from the Dubai Defence Force Air Wing. 14) United States National Test Pilot School. 15) Zaire Zaire Air Force received 25 MB-326GBs. 16) Zambia Zambian Air Force received 23 MB-326GB. Accidents and losses 6 December 1990: An MB-326 of the Italian Air force crashed into a school classroom at Casalecchio di Reno near Bologna, Italy, killing 12 students and injuring 88 other students and staff. The aircraft had been abandoned minutes earlier by its pilot, who ejected following an on-board fire and loss of control. 2 October 1993: An MB-326M Impala of the South African Air Forces's Silver Falcons aerobatic team crashed following structural failure of the right wing during a performance at the Lanseria Airshow near Johannesburg, South Africa. The pilot ejected but was killed. Aircraft on display Argentina 0647 - MB-326GB on static display at Río Grande, Tierra del Fuego. Australia A7-001 - MB-326H on static display at the RAAF Museum in Point Cook, Victoria. A7-014 - MB-326H on static display at the Gippsland Armed Forces Museum in Sale, Victoria. A7-015 - MB-326H on static display at the Gippsland Armed Forces Museum in Sale, Victoria. A7-026 - MB-326H on static display at the South Australian Aviation Museum in Port Adelaide, South Australia. A7-027 - MB-326H on static display at RAAF Base Pearce in Bullsbrook, Western Australia. A7-030 - MB-326H in storage at the Historical Aircraft Restoration Society in Albion Park Rail, New South Wales. A7-047 - MB-326H at the RAAF Base Amberley Aviation Heritage Centre in Ipswich, Queensland. A7-054 - MB-326H on static display at the Benalla Aviation Museum in Benalla, Victoria. A7-057 - MB-326H on static display at the Merredin Military Museum in Merredin, Western Australia. A7-062 - MB-326H on static display at Fighter World at RAAF Base Williamtown near Newcastle, New South Wales. A7-066 - MB-326H on static display at the Aviation Heritage Museum in Bull Creek, Western Australia. It is painted as A7-025. A7-067 - MB-326H forward fuselage on static display at Fighter World at RAAF Base Williamtown near Newcastle, New South Wales. A7-072 - MB-326H on static display, Queensland Air Museum, Caloundra, Sunshine Coast. A7-077 - MB-326H on static display at the Fleet Air Arm Museum at HMAS Albatross near Nowra, New South Wales. A7-097 - MB-326H at the RAAF Museum in Point Cook, Victoria. Austria 472 - MB-326M on display at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in Graz, Styria. Brazil FAB-4480, an AT-26 Xavante (Brazilian version of Aermacchi MB-326, built by Embraer) on static display in the public entrance of the Barreira do Inferno Launch Center in Parnamirim, Rio Grande do Norte. FAB-4488, an AT-26 Xavante on static display in the military area of the Gov. Carlos Wilson Airport in Fernando de Noronha, Pernambuco. FAB-4535, an AT-26 Xavante on static display in the entrance of the CINDACTA III building in Recife, Pernambuco. FAB-4548, an AT-26 Xavante on static display in the entrance of the Hospital da Aeronáutica do Recife (Brazilian Air Force Hospital in Recife). FAB-4556, an AT-26 Xavante on static display in the parking lot of the Colégio Militar do Recife, a military-managed high school in Recife, Pernambuco. FAB-4560, an AT-26 Xavante on static display at Jardim Vila Galvão square, in the city of Guarulhos. FAB-4566, an AT-26 Xavante in storage at the TAM Museum in São Carlos, São Paulo. FAB-4590, an AT-26 Xavante on display at Espaço Ciência, a free admission science museum in Olinda, Pernambuco. The original painting of this aircraft has been replaced by a Romero Britto-styled livery. FAB-4635, an AT-26A Xavante on static display near lake Joao Barbosa Sitônio in Triunfo, Pernambuco. Ghana Armed Forces Museum in Kumasi, Ashanti. Italy MM54243 - MB-326 on static display at the San Pelagio Air and Space Museum in Due Carrare, Veneto. MM54266 - MB-326D on static display at the Istituto Tecnico Industriale Aeronautico in Udine, Friuli-Venezia Giulia. South Africa 494 - MB-326M on static display at Impala Primary School in Kempton Park, Gauteng. MB-326 on static display at Port Elizabeth Airport in Port Elizabeth, Eastern Cape. 531 - MB-326M on static display at Air Force Base Ysterplaat in Cape Town, Western Cape. 532 - MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng. 589 - MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng. 1000 - MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng. 1045 - MB-326K on static display at the South African National Museum of Military History in Johannesburg, Gauteng. 1065 - MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng. United States 474 - MB-326M on static display at the Estrella Warbirds Museum in Paso Robles, California. Specifications (MB-326G) Data from Jane's All The World's Aircraft 1969-70 General characteristics Crew: 2 Length: 10.65 m (34 ft 11 in) Wingspan: 10.85 m (35 ft 7 in) with tip-tanks Height: 3.72 m (12 ft 2 in) Wing area: 19.35 m2 (208.3 sq ft) Airfoil: root: NACA 64A114; tip: NACA 64A212 Gross weight: 2,685 kg (5,919 lb) Max takeoff weight: 4,577 kg (10,091 lb) full internal fuel, wing-tip and underwing tanks Fuel capacity: internals and tip-tanks: 1,392 l (368 US gal; 306 imp gal); internal fuel, wing-tip and underwing tanks: 2,056 l (543 US gal; 452 imp gal) Powerplant: 1 × Bristol Siddeley Viper 20 turbojet engine, 15.2 kN (3,410 lbf) thrust Performance Maximum speed: 867 km/h (539 mph, 468 kn) Cruise speed: 797 km/h (495 mph, 430 kn) Never exceed speed: 871 km/h (541 mph, 470 kn) / M0.82 maximum diving speed Range: 1,850 km (1,150 mi, 1,000 nmi) Fuselage and tip-tanks with 113 l (30 US gal; 25 imp gal) reserve Ferry range: 2,445 km (1,519 mi, 1,320 nmi) Fuselage, under-wing and tip-tanks with 113 l (30 US gal; 25 imp gal) reserve Service ceiling: 14,325 m (46,998 ft) Rate of climb: 30.733 m/s (6,049.8 ft/min) at sea level Time to altitude: 6,100 m (20,000 ft) in 4 minutes 10 seconds 12,200 m (40,000 ft) in 13 minutes 5 seconds Take-off run: 412 m (1,352 ft) in ISA conditions; 506 m (1,660 ft) in ISA + 25 °C (77 °F) conditions Take-off run to 15 m (49 ft): 555 m (1,821 ft) in ISA conditions; 704 m (2,310 ft) in ISA + 25 °C (77 °F) conditions Landing run from 15 m (49 ft): 631 m (2,070 ft) in ISA conditions at 3,175 kg (7,000 lb); 671 m (2,201 ft) in ISA + 25 °C (77 °F) conditions at 3,175 kg (7,000 lb) Armament Guns: (optional) 2x 7.7 mm (0.303 in) machine-guns in the forward fuselage / various pylon-mounted gun pods Hardpoints: 6 with a capacity of Up to 4,000 lb (1,800 kg) total Rockets: (optional) 4x 6 kg (13 lb) or 7.5 kg (17 lb) rockets /various pylon-mounted rocket pods Missiles: (optional) 2x Nord AS.12 missiles Bombs: (optional) 4x 15 kg (33 lb) or 45 kg (99 lb) Avionics SFOM fixed gunsight or Ferranti LFS 5/102A gyro-gunsight Related development Aermacchi MB-339 Aircraft of comparable role, configuration, and era PZL TS-11 Iskra Soko G-2 Galeb Fuji T-1 Lockheed T-33 Alenia Aermacchi M-346 Master (Aermacchi M-346) M-346 Master Role - jet trainers and light combat aircraft. National origin - Italy Manufacturer - Alenia Aermacchi Leonardo S.p.A. First flight - 15 July 2004 Introduction - September 2015 Status - In service Primary users - Italian Air Force Israeli Air Force Polish Air Force Republic of Singapore Air Force Produced - 2004-present Developed from - Yakovlev-Aermacchi Yak/AEM-130 The Aermacchi M-346 Master is a family of military twin-engine transonic advanced jet trainers and light combat aircraft. Originally co-developed with Yakovlev as the Yak/AEM-130, the partnership was dissolved in 2000 and the then Alenia Aermacchi proceeded to separately develop the M-346 Master, while Yakolev continued work on the Yakovlev Yak-130. The first flight of the M-346 was performed in 2004. The type is currently operated by the air forces of Italy, Israel, Singapore, and Poland. Since 2016 the manufacturer became Leonardo-Finmeccanica as Alenia Aermacchi merged into the new Finmeccanica, finally rebranded as Leonardo in 2017. Development In 1992, Aermacchi signed a cooperation agreement with Yakovlev to provide financial and technical support for the new trainer that the firm had been developing since 1991 for the Russian Air Force in competition with the Mikoyan MiG-AT. Aermacchi also gained the right to modify and market the aircraft for the Western market. The resulting aircraft first flew in 1996 and was brought to Italy the following year to replace the aging MB-339. By this point, the aircraft was being marketed as the Yak/AEM-130. In February 1996, Russia provided initial funding for the Yak/AEM-130 and pledged to purchase up to 200 aircraft for the Russian Air Force. In October 1998, it was reported that the venture was increasingly becoming an Italian-led effort due to a lack of financial support on the part of Russia. By July 2000, Aermacchi held a 50% stake in the development programme, and Yakovlev and Sokol had a 25% share each. In mid-2000, it was announced that differences in priorities between the two firms, and a lack of financial backing from the programme's Russian participants, had brought about an end to the partnership and that each firm would pursue development of the aircraft independently; Yakovlev received US$77 million for technical documents of the aircraft. Yakovlev would be able to sell the Yak-130 to countries such as those in the Commonwealth of Independent States, India, Slovakia and Algeria, while Aermacchi would be able to sell the M-346 to NATO countries, among others. The M-346 is a highly modified version of the aircraft that was being developed under the joint venture. It uses equipment exclusively from Western manufacturers, such as the digital flight control system being developed by a collaboration between Teleavio, Marconi Italiana and BAE Systems. In July 2000, Aermacchi selected the Honeywell F124 turbofan engine to power the type in place of the originally intended Povazske Strojarne DV-2S powerplant. The first M-346 prototype rolled out on 7 June 2003, and conducted its maiden flight on 15 July 2004. In 2004, a contract for the development of a full-mission simulator for the M-346 was awarded to CAE. Further production contracts for CAE's full-mission simulator have since been issued. In January 2005, the Greek Ministry of Defence signed a Memorandum of Understanding (MOU) to become a partner in the programme, followed by an industrial cooperation agreement between Aermacchi and Hellenic Aerospace Industry in 2006. In March 2008, the Chilean ENAER signed a Memorandum of Understanding (MOU) with Alenia Aermacchi at the FIDAE air show. On 10 April 2008, the first Low Rate Initial Production (LRIP-00) aircraft, produced in the final configuration (new landing gear and air brake, more composite parts), was rolled out. On 18 December 2008, Aermacchi announced that the M-346 had attained a maximum speed of Mach 1.15 (1,255 km/h, 678 knots, 780 mph), claiming the occasion to be the first in which an all-Italian built aircraft had broken the sound barrier in 50 years. In May 2008, Boeing signed a Memorandum of Understanding to cooperate on the marketing, sales, training and support of two Aermacchi trainer aircraft, the M-346 and the M-311. On 20 June 2011, a Military Type Certification was granted to Alenia Aermacchi for the M-346 Master by the General Directorate for Aeronautical Armaments of the Italian Ministry of Defence in Rome. Throughout the certification process, the M-346 development aircraft made 180 test flights, totalling 200 flights across the course of the previous five months, during which over 3,300 test points were completed. In the advanced jet trainer role, the M-346 is unarmed; however, in November 2015, it was reported that Alenia Aermacchi was close to finalising a combat-capable dual-role variant of the airplane. In late 2017, a series of armed tests involving the AIM-9L missiles took place. In 2015, an armed variant, designated as the M-346 LCA (Light Combat Aircraft), was offered to Poland; this reportedly included a capability of operating the Brimstone air-to-ground missile. The armed variant is under development, designated M-346FA. The first pre-series aircraft has flown from Venegono airfield in July 2020. In February 2016, the newly created, consolidated Leonardo-Finmeccanica company promoted the Aermacchi M346 in two new roles: companion training and dissimilar air combat training. In order to better replicate the flight performance and behavior of various enemy aircraft, both the g-force and angle of attack can be independently selected in the flight control system; reportedly, existing customers have stated the type to be well suited to the aggressor role. Today Leonardo offers M-346 also for Companion Training and Adversary/Red Air roles. In January 2021 Israeli and Greece ministers of defence announced plans to establish a wide-ranging $1,68 billion security agreement that include the procurement of 10 M-346 aircraft and the establishment and operation of a flight school for the Hellenic Air Force by Elbit Systems, including provisions for simulators, training and logistic support. Design The M-346 is designed for the main role of lead-in fighter trainer, in which aircraft's performance and capabilities are used to deliver pilot training for the latest generation of combat fighter aircraft. Powered by a pair of Honeywell F124 turbofan dry engines, designed to reduce acquisition and operating costs, it is capable of transonic flight without using an afterburner; Alenia Aermacchi has claimed that the M-346's flight performance to be "second only to afterburner-equipped aircraft". During the design process, the twin concepts of "design-to-cost" and "design-to-maintain" were adhered to, reducing acquisition and operational costs; the per flying hour costs of the M346 are reportedly one-tenth of those of the Eurofighter Typhoon. Outside of the training role, the M-346 was designed from the onset to accommodate additional operational capabilities, including combat missions such as close air support and air policing duties. The M-346 incorporates a full-authority quadruplex digital fly-by-wire flight control system which, in combination with the optimized aerodynamic configuration of the aircraft, provides for full manoeuvrability and controllability at very high angle of attack (in excess of 30° degrees). The flight control system, incorporating a HOTAS design philosophy, is equipped with adjustable angle of attack and g-force limitations; when combined with its wide performance envelope, this allows the M-346 to effectively mimic the flight performance of various fighter aircraft operated by trainee pilots or to progressively increase difficulty levels, thus raising the training's effectiveness. A pilot activated recovery system (PARS) is present which, when pressed, conducts an automatic recovery by returning the aircraft to a steady and level flight path. A digital avionics system, modelled on its counterparts on board the latest generation of military aircraft such as the Saab JAS-39 Gripen, the Lockheed Martin F-22 Raptor and the Eurofighter Typhoon, is incorporated, making it suitable for all stages of advanced flight training and thus reducing the use of combat aircraft for training purposes, ”downloading” flight hours from Operational Conversion Unit (OCU) to Pilot Training Unit. A modular avionics architecture is employed, allowing for new equipment and systems to be incorporated and increasing the type's growth potential. The M-346's glass cockpit is representative of the latest generation cockpit and is compatible with Night Vision Goggles; it has three color LCD multifunctional displays, a head-up display (also in the rear cockpit), and an optional Helmet-Mounted Display (HMD). A voice command system is also present, which is integrated with functions such as the navigation system. The communication systems include VHF/UHF transceivers, IFF transponder, and Mid-air Collision Avoidance System (MIDCAS), and Ground Proximity Warning System (GPWS). A key feature of the M-346 is the Embedded Tactical Training System (ETTS). The ETTS is capable of emulating various equipment, such as radar, targeting pods, weapons, and electronic warfare systems; additionally, the ETTS can interface with various munitions and other equipment actually being carried on board. The system can act in a standalone mode, in which simulated data and scenario information, with threats and targets, is loaded prior to takeoff, or in a network, during which data is received and acted upon in real time from ground monitoring stations via the aircraft's datalink. The ETTS can generate realistic Computer Generated Forces (both friend and foe). For post-mission evaluation and analysis purposes, accumulated data, such as video from the optional Helmet Mounted Display, can be extracted and reviewed. Leonardo also offer an Integrated Training System (ITS), combining the M-346 with a Ground-Based Training System (GBTS) - composed of academic training devices, simulators, mission planning and training management systems - and full logistic service as part of a wider syllabus towards qualifying pilots. The M-346, in the multirole Fighter Attack variant (M-346FA), is equipped with a multi-mode fire-control radar (Grifo M-346 by Leonardo Electronics) and a total of seven hardpoints, it is capable of carrying external loads up to 3,000 kg while maintaining a high thrust-to-weight ratio; stores management data can be presented upon any of the multifunction displays in the cockpit. The radar cross-section of the M346 in a standard configuration is reportedly 20 square meters; this can be reduced to a single square meter by installing a low-observability kit which has been developed for the type. Other self-protection systems that can be fitted include a Defensive-Aids Support System (DASS) which includes Radar Warning Receiver (RWR), Missile Approach Warning System (MAWS) and Chaff and Flares Dispensers (C&FD). The high-end, net-centric communication suite of the M-346FA includes secure comms and Tactical Datalink, both NATO and non-NATO. The combat capable M-346FA can perform ground attack, homeland defence and air policing missions and reconnaissance. Various munitions and stores can be carried, including IRIS-T or AIM-9 Sidewinder air-to-air missiles, various air-to-surface missiles, anti-ship missiles, free-fall and laser-guided bombs and rockets, a 12.7 mm gun pod, reconnaissance and targeting pods, and electronic warfare pods; weapon aiming is performed using the Helmet Mounted Display and the multifunction displays. All main systems are duplicated, and the flight system reconfigurable, to increase survivability and functionality in the event of battle damage being sustained. The aircraft has a maximum range of 1,375 nautical miles when outfitted with a maximum of three external fuel tanks, this can be extended via in-flight refuelling via a removable refuelling probe. Operational history The Italian Air Force intended to acquire a first batch of 15 low rate production M-346 aircraft. On 18 June 2009, Alenia Aermacchi announced they had received an order for the first six with an option for nine more. In September 2015, the Italian Air Force started their first training course using the M-346 trainer. The M-346 was named the winner of a competition by the United Arab Emirates at the IDEX 2009 defense show in Abu Dhabi on 25 February 2009. The official said the order involved delivery of 48 aircraft to be used for pilot training and light attack duties. A final request for proposals in 2010 had set the requirement at 20 trainers, 20 aircraft for combat duties, and the remainder would go toward the creation of an aerobatic team. However, by January 2010, negotiations to sign a contract had reportedly stalled over specifications. In July 2010, the M-346 was selected by Republic of Singapore Air Force (RSAF) to replace the ST Aerospace A-4SU Super Skyhawks in the Advanced Jet Training (AJT) role, based at BA 120 Cazaux Air Base in France. In a press release by the Singaporean Ministry of Defence on 28 September 2010, ST Aerospace was awarded the contract to acquire twelve M-346 and a ground-based training system on behalf of RSAF. As stipulated in the contract, ST Aerospace acts as the main contractor in the maintenance of the aircraft after delivery by Alenia Aermacchi while Boeing supplies the training system. The RSAF holds the distinction of being the first export customer for the type. The Advance European Pilot Training (AEPTJ) program - also unofficially called Eurotraining - a consortium of 12 European nations to give advance & lead-in fighter training with a common core course and training provided by a common aircraft - has contacted Alenia Aermacchi through the European Defence agency in 2010, for further information on the M-346. In May 2013, Alenia Aermacchi announced that the AEPTJ held a low priority for the firm and that "...progress has been slow." On 18 November 2011, the prototype, which had been on display at the Dubai Air Show, crashed after departing Dubai on return to Italy. On 16 February 2012, the M-346 was selected by the Israeli Air Force (IAF) in an exchange deal, in which Israel will build a reconnaissance satellite and AWACs systems for Italy in return for the planes. It will operate as the IAF's main training jet to replace the McDonnell Douglas A-4H/N Skyhawk, which has served the IAF for over 40 years. On 19 July 2012, a contract was signed between Alenia Aermacchi and the Israeli Ministry of Defence to supply 30 M-346 advanced jet trainers, with the first delivery expected in the middle of 2014. The Israeli Air Force announced on 2 July 2013 that in Israeli service the M-346 would be named the Lavi, reusing the name given to the cancelled IAI Lavi. The IAF's first M-346 was rolled out in a ceremony at Alenia Aermacchi's factory in Venegono Superiore on March 20, 2014. On 11 May 2013, an Alenia-operated M-346 crashed near the village of Piana Crixia, in Val Bormida, between the provinces of Cuneo and Savona, Italy, during a test flight. The pilot was able to eject successfully and survived the crash, but received serious injuries after jumping from the tree where his parachute had been entangled. The type was grounded for more than three months while the cause of the crash was investigated. In March 2016, Finmeccanica signed a contract worth over 300 million Euros with the Italian Ministry of Defence for 9 Aermacchi M-346, bringing the number of aircraft ordered by Italy to 18. In October 2016, the Argentine Air Force also evaluated the M-346 as a potential combat fighter to replace the Dassault Mirage III and Mirage 5 aircraft it had retired in 2015, as well as the Douglas A-4R aircraft that remain in service with only limited capability. Argentina is speculated to be interested in 10 to 12 aircraft. In February 2018, the Italian Air Force received its 18th and final M-346, concluding the force's acquisition program. On 19 November 2018, Leonardo's Aircraft Division together with Elbit Systems completed delivery of M-346 Full Mission Simulators (FMS) and Flight Training Devices (FTD) to the Polish Air Force (PLAF). This was initially scheduled to be completed by November 2016. In 2019 four M-346 were delivered to the newly formed Italian Air Force/Leonardo International Flight Training School (IFTS) at Galatina Italian Air Force Base near Lecce. On 20 February 2020 the president of Azerbaijan announced that the country would buy an undisclosed number of M-346 aircraft. The Azerbaijani Air and Air Defence Force has a requirement to augment and replace its Soviet-era Mikoyan MiG-29, Sukhoi Su-25, and Aero L-39 Albatros jets. The number of aircraft to be purchased is between 10 and 25 (10 plus an option for 15). Azerbaijani military leaders also considered the Yak-130 for the trainer requirement but selected the M-346 despite its higher price because of its lighter weight and higher maneuverability and problems with manufacturing of the engines for Yak-130. In July 2021, Leonardo made a submission to the Irish Commission on the Defence Forces presenting the M-346FA as a light multi-role fighter and advanced trainer for the Irish Air Corps. The commission has multiple tasks, including determining the future capability requirements for the Irish Defence Forces. Currently, the Irish Air Corps has a very limited air combat capability with eight Pilatus PC-9M training/light attack aircraft. The M-346FA could be a cheaper alternative to more expensive fighter aircraft and would be Ireland's first combat jet aircraft since the retirement of the six Fouga CM.170 Magister aircraft in 1999. In comparison to Ireland's current air combat capability, the M-346FA would be considered by many to be a quantum leap forward, introducing such things as air-to-air missiles and onboard radar. Polish Air Force On 23 December 2013, it was announced that Poland had selected the M-346 to meet a requirement for an advanced jet trainer. A contract for eight aircraft was signed on 27 February 2014. The first two M-346s arrived at Deblin in November 2016. The aircraft were initially not officially accepted due to non-compliance with contract specifications. The delivery deadline was originally November 2016, but delays meant delivery and acceptance was not complete until 22 December 2017. In December 2017, Poland's Ministry of National Defence announced it was seeking financial penalties from Leonardo of up to 100 million zlotys (U.S. $28 million) over the delays. Additionally, the ministry had complained that the aircraft weren't fully capable of simulating certain weapon systems for training purposes. In March 2018, Poland had signed for an additional four aircraft and support package, plus options for a further four aircraft, and a support package. In December 2018, Poland signed for the additional four aircraft, as well as upgrades to the existing fleet of eight. Deliveries and upgrade work for the total of 16 aircraft is expected to run into 2022. U.S. Air Force T-X program In the United States, Alenia Aermacchi submitted the M-346 for the United States Air Force's T-X program to replace the aging Northrop T-38 Talon, rebranding the aircraft as the Leonardo DRS T-100 Integrated Training System. Alenia originally intended to be the prime contractor, anticipating moving the final assembly location from Italy to the United States if the bid succeeded. About 350 aircraft were expected to be ordered, with further purchases leading to over 1,000 aircraft being purchased overall. In January 2013, Alenia Aermacchi signed a letter of intent with General Dynamics C4 Systems, who intended to serve as the prime contractor for the T-X bid; however, General Dynamics announced their withdrawal in March 2015. On January 1, 2016, Alenia Aermacchi was absorbed into Leonardo S.p.A. In February 2016, it was announced that Raytheon, who shall serve as the prime contractor, had teamed up with Leonardo to offer an advanced variant of the M-346 for the T-X program called the T-100. On 25 January 2017, Raytheon announced that it had withdrawn as prime contractor and American partner in the T-X competition. One of the sticking points had been price per unit: at the time the M-346 had a flyaway cost of $25 million, but Raytheon wanted Leonardo to reduce that by 30%. On 8 February 2017, Leonardo confirmed that it would remain in the T-X competition alone, with Leonardo DRS, its American subsidiary, serving as prime contractor. The competition was ultimately won by the Boeing T-7 Red Hawk. Variants M-346 Designation for the basic type. T-346A Italian military designation from 2012 for the M-346. M-346LCA (Light Combat Aircraft) Armed variant offered to Poland as a replacement for aging Su-22. Designation no longer in use. M-346FT (Fighter Trainer) Multirole variant capable of switching between training and combat operations. New features include a new tactical datalink system and different armament capability, but do not include physical changes to the hardware. M-346FA (Fighter Attack) Multirole variant capable of air-to-air and air-to-surface combat with a 3 tonne payload spread over 7 hardpoints, advanced Grifo-M346 radar radar, countermeasures and stealth features including engine intake grids and radar-absorbing coatings on the canopy and wing leading edge. It is being marketed as a light attack aircraft also suitable for aggressor and companion training purposes. The aircraft was revealed on June 18, 2017, in a static display at that year's Paris Air Show. The aircraft is being marketed for export to South American and East Asian countries, and is claimed to be able to carry out operational missions at far lower costs than those of front-line fighters. T-100 Designation used for the United States Air Force's T-X program. Operators 1. Azerbaijan Azerbaijani Air Force - 15 M-346 aircraft on order. 2. Egypt Egyptian Air Force : 24 on order. 3. Greece Hellenic Air Force - 10 on order. 4. Israel Israeli Air Force (IAF) - 30 in operation, received in an exchange deal for AWACS and reconnaissance satellites being built by Israel Aerospace Industries for Italy. Locally designated M-346 "Lavi". 5. Italy Italian Air Force - 18 designated T-346A, deliveries completed February 2018. International Flight Training School (run by Italian Air Force and Leonardo) - 4 delivered as of May 2020. 6. Nigeria Nigerian Air Force - 12 M-346FA on order (+ 12 options). The deal was reportedly $1.2 billion for 24 M-346 aircraft. 7. Poland Polish Air Force - 12 aircraft in service, designated M-346 "Bielik", 4 more on order. - 41st Training Air Base in Dęblin 8. Qatar Qatar Emiri Air Force (QEAF) - 3 delivered + 3 on order. 9. Singapore Republic of Singapore Air Force (RSAF) - 12 in service, based in Cazaux Air Base, France (Advanced Jet Trainer Programme). 10. Turkmenistan Turkmen Air Force - 4 M-346FAs and 2 M-346DR/FTs on order. Specifications (M-346) Data from Alenia Aermacchi; Leonardo General characteristics Crew: 2 Length: 11.49 m (37 ft 8 in) Wingspan: 9.72 m (31 ft 11 in) Height: 4.76 m (15 ft 7 in) Wing area: 23.52 m2 (253.2 sq ft) Empty weight: 4,900 kg (10,803 lb) Gross weight: 6,700 kg (14,771 lb) Max takeoff weight: 9,600 kg (21,164 lb) trainer Fuel capacity: 2,000 kg (4,409 lb) internal Powerplant: 2 × Honeywell/ITEC F124-GA-200 turbofan engines, 28 kN (6,300 lbf) thrust each Performance Maximum speed: 1,090 km/h (680 mph, 590 kn) Maximum speed: Mach 0.95 Stall speed: 176 km/h (109 mph, 95 kn) Never exceed speed: 1,470 km/h (910 mph, 790 kn) / M1.2 Range: 1,925 km (1,196 mi, 1,039 nmi) Ferry range: 2,550 km (1,580 mi, 1,380 nmi) with 3 external drop tanks Endurance: 2 hours 45 minutes (4 hours with external drop tanks) Service ceiling: 13,716 m (45,000 ft) g limits: +8 -3 Rate of climb: 112 m/s (22,000 ft/min) Wing loading: 285 kg/m2 (58 lb/sq ft) Thrust/weight: 0.84 Armament A. Hardpoints: Provisions for a total of 7 pylon stations (1× under-fuselage, 4× under-wing plus 2× wingtip), capable of mounting up to 3,000 kilograms (6,600 lb) of external payload and up to 3× 630 litres (140 imp gal; 170 US gal) external drop tanks (only under-fuselage and 2 inward wing pylons are wet-plumbed) 1) Air-to-air missiles: - AIM-9 Sidewinder 2) Air-to-surface missiles: - AGM-65 Maverick air-to-ground missile 3) Anti-ship missiles: - Marte MK-2A anti-ship missiles 4) Mark 82 500lb and Mark-83 1,000lb free-fall or retarded bombs Avionics Radar: Grifo-M346 radar (M-346FA) Aermacchi M-345 (Aermacchi M-311) M-345 Role - Basic/advanced trainer and Light attack aircraft National origin - Italy Manufacturer - Leonardo S.p.A. (ex Alenia Aermacchi) First flight - 29 December 2016 (M-345 prototype) / 21 December 2018 (M-345 production aircraft) Primary user - Italian Air Force Number built - 4 Developed from - SIAI-Marchetti S.211 The Aermacchi M-345 is a turbofan-powered military trainer aircraft. It is a development of the SIAI-Marchetti S.211. Development Origins During 1997, Italian aircraft manufacturer Aermacchi acquired SIAI-Marchetti; this purchase included the rights to the latter's S.211, a jet-powered trainer aircraft. In 2004, the company announced its intention to develop an improved version of the S.211, then referred to as the M-311. At the time, Aermacchi was also developing the M-346 Master, which serves as a lead-in fighter trainer; considerably smaller than the M-346, the M-311 was intended to perform both the basic and advanced training syllabus, as well as tactical training functions, as an alternative to single-engined turboprop-powered competitors. Being based on the S.211, the M-311 featured an advanced new cockpit, various structural enhancements (including the increased use of composite materials) and a new powerplant in the form of the Pratt & Whitney Canada JT15D-5C turbofan engine. The changes allowed for an extended fatigue life of 15,000 flight hours, increased intervals between overhauls and a reduced turnaround time between sorties. According to the manufacturer, the M-311's life-cycle costs could be brought into line with those of its turboprop rivals, the direct operating cost is only 5% higher despite a fuel-burn penalty of roughly 30%. Aermacchi's competitive analysis director Sergio Coniglio stated low maintenance costs shall be a decisive factor in the M-311's competitiveness against increasingly sophisticated competition. On 1 June 2005, the first prototype aircraft conducted its maiden flight. A second aircraft, which had previously been used as a technology demonstrator during the 1990s, incorporating most features of the envisioned production model, was also produced. By September of that year, the prototype had reportedly flown 30 flights, and was set to receive software upgrades to enhance its cockpit displays. During July 2006, one of the prototypes was displayed at the Royal International Air Tattoo. During mid-2006, the company announced that it had forecast demand for a production run of up to 350 M-311s by 2030. On 28 May 2008, Boeing and Alenia signed a joint agreement to cooperate on marketing, sales, training and product support for both the M-346 and M-311. Relaunch During 2012, the M-311 was revised, updated and re-designated by Alenia Aermacchi as the M-345 HET (High Efficiency Trainer). During October 2014, it was announced that the Williams International FJ44-4M turbofan engine had been selected to power the in-development trainer, having overcome rivaling bids from both Honeywell and Pratt & Whitney. The company stated that Williams' engine has been selected due to its performance in the business aviation sector and with the Swedish Air Force's re-engined fleet of Saab 105 trainers. Shortly thereafter, Alenia Aermacchi began installing the 3,400 lb-thrust FJ44-4M onto its flight-test aircraft, replacing the existing P&W Canada JT15D units. In March 2015, Alenia and ENAER of Chile signed a memorandum of understanding to explore the possibility of jointly manufacture and sell the M-345 HET in South America. On 1 June 2015, Alenia Aermacchi presented the M-345 to the DGA for the nascent French replacement program for its Dassault/Dornier Alpha Jets. On 20 September 2018, Alenia Aermacchi signed a memorandum of understanding with South African defense company Paramount Group to evaluate and develop a combat-orientated model of the M-345 to suit the requirements of prospective African customers. The M-345 first flew on 29 December 2016. During January 2017, the first order for the type was placed by the Italian Air Force. The first production-standard M-345 was flown from Venegono Superiore in December 2018; at this point, service entry with the Italian Air Force was anticipated to occur during 2020. Design The Aermacchi M-345 is a compact twin-seat shoulder-wing monoplane trainer aircraft. It is based on the earlier S.211 and features structural and equipment improvements, and new systems. The airframe has been strengthened, while a glass cockpit and modern avionics have been installed. It is furnished with a retractable tricycle landing gear, powered by a single Williams FJ44-4M-34 turbofan engine. As a basic trainer, the M-345 is designed to complement the Aermacchi M-346 advanced jet trainer. It has been designed with a secondary close air support capability, being furnished with four underwing hard points. Both the pilot and instructor, which are seated in a tandem configuration, are provided with Hands-On-Throttle-And-Stick (HOTAS) controls. Both crew are seated upon Martin-Baker-built Mk.IT16D 'zero-zero' ejection seats. The cockpit's internal dimensions have been increased to be broadly identical to those of the BAE Systems Hawk. The displays and all light sources have been selected for compatibility with night-vision goggles (NVG). The environmental control system cools the cockpit for ground operations in temperatures up to ISA +35 °C (95 °F); the presence of an On-Board Oxygen-Generation System (OBOGS) removes the need for oxygen bottles. The M-345's glass cockpit features various avionics and last generation Human-Machine Interface. Displays include three identical 5 x 7in (125 x 180mm) colour Multi-Function liquid-crystal Displays (MFD), a forward-mounted wide-angle Head-Up Display (HUD), while the rear position is provided with a full-sized HUD repeater via a fourth dedicated multifunction display. The integrated avionics suite includes dual mission computers, embedded Global Positioning System/inertial navigation system and Radar Altimeter (EGIR), two V/UHF radios, integrated central Audio Warning, IFF Transponder, Traffic Alert System (TAS), Traffic Collision Avoidance System (TCAS) and, optionally, a digital moving map, stores management system, and an embedded simulation capability (Embedded Tactical Training System - ETTS - identical to that offered on the M-346). The latter is able to simulate a tactical scenario with threats and targets, presence of realistic Computer Generated Forces (CGF), on-board sensors (multimode Fore Control Radar, targeting pod and active/passive electronic countermeasures), weapons. Conventional ailerons are hydraulically boosted, with provisions for manual reversion, while both the elevator and rudder are mechanically actuated via pushrods, with three-axis electrical trimming. Secondary flight controls are simple trailing edge flaps, which are electrically actuated, and a belly-mounted air brake, which is electrically controlled and hydraulically actuated. The 207bar (3,000 lb/in2) hydraulic system is used to operate the landing gear, wheel brakes, air brake and aileron boost; the electrical system is DC with internal-battery engine start. The M-345 is suited for a two level maintenance concept, organizational and intermediate, for aircraft, equipment and system, whilst an on-board Health and Usage Monitoring System (HUMS) enables data collection and monitoring, contributing to the long life of the airframe and simplifying maintenance activities. Operational history During January 2017, Italy placed an initial order for five M-345s for the Italian Air Force (IAF). The service has a requirement for up to 45 aircraft to replace Aermacchi MB-339s used in both the basic training role and by the Frecce Tricolori aerobatic team. In June 2019, Italy placed an follow-on order for an additional 13 M-345s, bringing the total up to 18. In May 2020, the M-345 achieved its initial military certification. Variants M-311 Modernized and uprated version of the SIAI-Marchetti S.211; two prototypes built. M-345 Redesignation of the M-311 from 2012, powered by one Williams International FJ44-4M turbofan. T-345A Italian military designation for the M-345. Operators 1) Italy Italian Air Force Specifications (M-345) Data from M-345 - Leonardo Company General characteristics Crew: 2 Length: 9.85 m (32 ft 4 in) Wingspan: 8.47 m (27 ft 9 in) Height: 3.74 m (12 ft 3 in) Wing area: 12.6 m2 (136 sq ft) Empty weight: 3,300 kg (7,275 lb) Max takeoff weight: 4,500 kg (9,921 lb) Fuel capacity: 700 kg (1,500 lb) Powerplant: 1 × Williams FJ44-4M-34 turbofan engine, 15.40 kN (3,460 lbf) thrust with 1,540 kg (3,400 lb) Max Thrust Performance Maximum speed: 740 km/h (460 mph, 400 kn) Stall speed: 170 km/h (110 mph, 92 kn) Never exceed speed: 795 km/h (494 mph, 429 kn) Range: 1,410 km (880 mi, 760 nmi) Service ceiling: 12,190 m (39,990 ft) g limits: +7.0/−3.5 Rate of climb: 23.97 m/s (4,719 ft/min) Thrust/weight: 0.45 Armament More than 1,000 kg (2,200 lb) of weapons on four hardpoints, including gunpods, bombs, and rockets, with the capability to employ IR guided air-to-air missiles. Aermacchi AM.3 AM.3 Role - Observation aircraft Manufacturer - Aermacchi First flight - 12 May 1967 Introduction - 1973 Retired - 1992 Primary users - South African Air Force / Rwanda The Aermacchi AM.3 was the result of a joint venture between Aermacchi and Aeritalia (then Aerfer Industrie Aerospaziali Meridionali) in response to an Italian Army requirement for an aircraft to replace the Cessna L-19, and was initially designated the MB-335. Design and development The AM.3 used the wing design of the Aermacchi AL-60 utility aircraft, strengthened to incorporate two hardpoints. The fuselage was a new design. The first prototype, constructed by Aermacchi, flew on 12 May 1967, and it was displayed at the Paris air show in June that year. The second prototype, constructed by AERFER, flew on 22 August 1968, but the aircraft lost the Italian Army contract to the SIAI Marchetti SM.1019. Nevertheless, Aeritalia continued development. The third prototype used a more powerful Piaggio-built Lycoming GSO-480-B1B6 in place of the original Continental GTSIO-520-C, and this variant was designated AM.3C Pilot and observer are accommodated in tandem positions, and the craft features dual controls. Aft space is utilitarian, providing space for two stretchers or seat space for additional passengers. Additional configurations include freight transport. Armament configurations are diverse, as well. Two standard underwing pylons were able to carry 170 kg (375 lb) of stores each. Typical armament includes machine guns, rockets, bombs and missiles. Reconnaissance packs could be fitted to, or inside of, the fuselage. Additional pylons were often added by customers. Bosbok In September 1970, the South African Air Force ordered 40 AM.3Cs, designating the aircraft the AM.3CM Bosbok (Bush-buck). The first aircraft was taken on charge in March 1973, with deliveries continuing until December 1975, equipping 41 Squadron and 42 Squadron. The Bosbok saw extensive action during the South African military operations in Angola between 1975 and 1989, during which it wore an olive-drab/dark earth camouflage instead of the light-grey paint scheme in which it was delivered. The SAAF's Bosboks had four underwing hardpoints from which a variety of ordnance could be hung, including machine-gun pods, light bombs, and smoke-rocket pods. Each of the two inner hardpoints was stressed for a 170 kg (375 lb) load, with the two outer points being stressed for a 91 kg (200 lb) load. Roles performed by the Bosbok in SAAF service include: Forward air control Radio relay (referred to as "Telstar duty" by the SAAF) Target marking (using smoke-rockets) Reconnaissance/observation (including artillery spotting) Casevac Liaison The Bosbok really excelled in the dangerous role of target-marking, in which it used this technique - the aircraft would approach the target at tree-top height, pull up to around 92 m (300 ft) when nearly overhead the target, line up the nose on the target, and release the rockets, before quickly turning away and diving back to tree-top level to avoid ground fire. Using this method, a Bosbok was once credited with destroying an entire 37 mm anti-aircraft gun position with a lucky direct hit from one of its smoke marker rockets. Following the end of South Africa's involvement in the Angolan War in 1989 and the subsequent downsizing of the SAAF, the Bosbok was retired from service in 1992. Operators 1) Italy Italian Army (20) 2) Rwanda Rwandan Air Force (3) 3) South Africa South African Air Force (40) 41 Squadron SAAF 42 Squadron SAAF 4) United States National Test Pilot School (1) Specifications (AM-3C) Data from Jane's all the World's Aircraft 1971-72, Jane's all the World's Aircraft 1969-70 General characteristics Crew: 2, pilot and observer Length: 8.73 m (28 ft 8 in) Wingspan: 11.73 m (38 ft 6 in) Height: 2.72 m (8 ft 11 in) Wing area: 19.04 m2 (204.9 sq ft) Aspect ratio: 7.2:1 Airfoil: root: NACA 23016; tip: NACA 4412 Empty weight: 1,080 kg (2,381 lb) Max takeoff weight: 1,700 kg (3,748 lb) with under-wing weapons Powerplant: 1 × Piaggio-built Lycoming GSO-480-B1B6 6-cylinder, air-cooled, horizontally opposed piston engine, 250 kW (340 hp) Propellers: 3-bladed Piaggio P1033-G4-AD/0691/245 constant-speed propeller Performance Maximum speed: 278 km/h (173 mph, 150 kn) at 2,440 m (8,010 ft) 260 km/h (160 mph; 140 kn) at sea level Cruise speed: 246 km/h (153 mph, 133 kn) at 2,440 m (8,010 ft) and 246 km/h (153 mph; 133 kn) Range: 990 km (620 mi, 530 nmi) at 1,525 m (5,003 ft) with 30 minutes reserve Endurance: 5 hours 45 minutes at 1,525 m (5,003 ft) with 30 minutes reserve Service ceiling: 8,400 m (27,600 ft) Rate of climb: 7 m/s (1,400 ft/min) Wing loading: 89.3 kg/m2 (18.3 lb/sq ft) Power/mass: 6.69 kg/kW (11 lb/hp) Take-off run: 85 m (279 ft) Take-off run to 15 m (49 ft): 170 m (560 ft) Landing run: 66 m (217 ft) Landing run from 15 m (49 ft): 174 m (571 ft) Armament Up to 2 machine gun pods Two 170 kg (370 lb) bombs, or four 91 kg (201 lb) bombs Up to 4 smoke-rocket pods Aermacchi AL-60 LASA-60 / AL-60 / C4M Kudu Role - Utility aircraft Manufacturer - Lockheed Corporation Designer - Al Mooney Built by - Lockheed-Azcarate / Aermacchi / Atlas Aircraft Corporation First flight - 15 September 1959 Status - Retired Primary users - Mexican Air Force / South African Air Force Produced - 1974-1979 South Africa Number built - ~180 Variants - Northwest Ranger The Aermacchi AL-60 is a light civil utility aircraft of the late 1950s and early 1960s, originally designed by Al Mooney of Lockheed in the United States. After the company decided not to build the aircraft in the US, it was manufactured in small quantities in Mexico, and a few were assembled in Argentina (Santa Isabel, Córdoba) by Aviones Lockheed-Kaiser Argentina. It was also built in quantity under licence by Aermacchi in Italy and Atlas Aircraft Corporation in South Africa. Design and development Lockheed flew only two prototypes of the AL-60 (in 1959) before deciding that it would be unprofitable in the US marketplace. Instead, the company chose to manufacture it under a joint venture in Mexico as Lockheed-Azcarate (LASA). 18 were produced in 1960 for the Mexican Air Force, as the LASA-60. In Italy, Aermacchi purchased a licence to produce the type, first in its original configuration as the AL-60B, then in a modified version for various African customers as the AL-60C. This latter version changed from the original tricycle undercarriage to a taildragger arrangement. The AL-60C version was built under license by Atlas Aircraft Corporation in South Africa. This aircraft was known as Atlas C4M Kudu. Over 40 aircraft were built and served the South African Air Force between 1974 and 1991. A number of C4M Kudu aircraft are still flying privately and have proven well in the role of skydive release aircraft. They have been re-engined with turbine engines. This design is known as the Atlas Angel or Turbine Kudu. In 1968 Macchi sold the rights to the aircraft to Northwest Industries of Edmonton, Alberta, Canada and the design was developed into the Northwest Ranger, with development continuing until 1972. Variants L-402 Lockheed prototypes and a few assembled by Kaizer LASA-60 Mexican production model (44 built) AL-60B-1 Santa Maria Original Aermacchi-built version (4 built) AL-60B-2 Santa Mari Production Aermacchi version (81 built) AL-60C-5 Conestoga Aermacchi-built version for the Central African Republic AL-60F-5 Trojan Aermacchi-built version for Rhodesia (~10 units) Atlas C4M Kudu Atlas-built version for South Africa Operators 1) Central African Republic Central African Republic Air Force 2) Italy Italian Air Force operated one Aermacchi AL-60 from 1962 until 1963 3) Mexico Mexican Air Force 4) Mauritania Military of Mauritania 5) Rhodesia Rhodesian Air Force 6) South Africa South African Air Force 7) Tunisia 8) Zimbabwe Air Force of Zimbabwe Specifications (AL-60B2) Data from Jane's All The World's Aircraft 1966-67 General characteristics Crew: One Capacity: 6-8 passengers / 602 kg (1,327 lb) max. payload Length: 8.79 m (28 ft 10 in) Wingspan: 11.84 m (38 ft 10 in) Height: 3.25 m (10 ft 8 in) Wing area: 19.54 m2 (210.3 sq ft) Aspect ratio: 7.2:1 Airfoil: root: NACA 23016; tip: NACA 4412 Empty weight: 998 kg (2,200 lb) Max takeoff weight: 1,746 kg (3,849 lb) Fuel capacity: 322 l (85 US gal; 71 imp gal) in six wing tanks Powerplant: 1 × Continental TSIO-470-B-A1A 6-cylinder air-cooled horizontally-opposed piston engine, 190 kW (260 hp) Propellers: 3-bladed constant speed propeller Performance Maximum speed: 238 km/h (148 mph, 129 kn) at sea level 270 km/h (170 mph; 150 kn) at 4,800 m (15,700 ft) Cruise speed: 220 km/h (140 mph, 120 kn) maximum at 75% power 206 km/h (128 mph; 111 kn) at 3,000 m (9,800 ft) at 63% power Stall speed: 87 km/h (54 mph, 47 kn) flaps down Never exceed speed: 283 km/h (176 mph, 153 kn) Range: 885 km (550 mi, 478 nmi) with max. fuel Service ceiling: 6,700 m (22,000 ft) Rate of climb: 4.267 m/s (840.0 ft/min) Take-off run: 189 m (620 ft) Landing run: 183 m (600 ft) Take-off run to 15 m (49 ft): 320 m (1,050 ft) Landing run from 15 m (49 ft): 318 m (1,043 ft) |